Dieselmekens Challange Part 1
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- เผยแพร่เมื่อ 27 ส.ค. 2024
- This is a challange that I got from Wayne in Northern Irland. He had done the elementswapping by himself and his 605 equipped car, 305hp in the dyno. The challange was if I could do it better...
This clip is how the pump was before & after.
In Part 2 hopfully we have a result
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Your enthusiasm and acceptance of the challenge shows off your great personality!
Love it that you share you're knowledge with the rest of the word. And it also helps me a bit with building my pump for my 300d with holset hx 40 turbo om currently building. You're the best!!! Keep up the good work
meken does it always with pure perfection.
very nice and accurate work!!!! i liked very very much all your videos!!
you are supersportpump,,great person.
that was awesome! i loved seeing the internals of the pump.
-iheartboost on STD
Looks interesting Goran, keep up the excellent work. I wonder how this will compare with my PP-Diesel pump...
Göran is the man!!
Fancy seein you here
Ive never seen this video before, great video, they look like superfloyd elements. At 155cc I’m assuming it’s was his smaller 7.5 versions.
Outstanding!
@rene19631963 Glad you liked it.
awesome work, keep it up!
Göran, Thanks for taking the time to putting this video together for us. Great stuff! I hope you meet the Challenge!
Is it just me, or did this pump sound like a minature version of the engine it's powering? As that thing revved up, I swore I could hear the "echo" of the 5 cylinder infamous warbling sound coming from the pump itself just from pumping the fuel...
Wow never thought I'd see a day when a Diesel engine could perform like that.
***** What's up? Yeah these diesels can be a nasty bunch performance wise with a little help. Americans were slow to catch on because of our being spoiled by cheap gasoline prices. The majority of the world runs on diesel, and so they've had a lot of time to figure out how to get around diesel's major weakness: It's limited ability to burn under normal atmospheric pressure due to lack of air. (High compression limits cam profiles to very modest levels for valve clearance, which limits air flow, which limits power.) When Mercedes built the OM606 six cylinder engine naturally aspirated back in 1995, at 3.0 liters, it had twin cams and 24 valves... a first in multi-valve designs for a diesel. Yet, that engine was able to make 134hp and 155 ft-lbs of torque. Not up to par with the 3.0 liter gas engines of Europe and Japan, but it wasn't too far off the American ones... especially the 12 valve jobs.
I've learned the single biggest advantage Mercedes has with it's diesels (over VW/Audi) is they do their diesels like their gas engines in distributing bore to stroke displacement. VW likes under square engines (Longer stroke than bore size, good for torque production) Mercedes likes their engines "square", meaning the bore and stroke are exactly the same. This hurts torque somewhat, BUT if you know how to use the cams, compression ratio, ignition timing, to help compensate... you won't miss it. Then, with a balanced engine displacement wise, you can rev further as the centrifugal/leveraging forces on the pistons are reduced without that long stroke travel. As applied to a diesel, this works wonders.
A square turbodiesel engine can be more rev happy, especially with Indirect Injection, where the fuel is shot into a prechamber first before getting into the cylinder to properly vaporize. This allows time for the engine to really rev up, suck the air in, pull the fuel out of the prechambers, and burn it more like a gasser. Direct injection doesn't give you that window unless you do like I did... get a high performance mod done to your fuel pump with larger nozzles to force the fuel in there faster. That way , you can advance your fuel timing ahead of TDC of your pistons during their compression stroke, giving more time for the diesel to start and finish burning. You'll eventually have to do this with an old school Merc's pump as well... which this video of Dieselmeiken shows. He designs his pumps to more equally distribute the fuel in all of it's injection cylinders (just like a little version of the motor it's going in) and he can even boost the pump's "displacement", so that it flows way more than stock. The result?
You take oen of these Bosch pumps, put in a 7.5mm element (as opposed to the stock 5.5mm one, increasing max baseline pumping capacity by 35%, then turn around and have Dieselmeiken do his work on improving flow more through modifying the pump's camshaft for more lift and duration (just like an engine's cam), as well as working in those chambers to increase flow... the result you see is the raw power unleashed in this video. To the point this guy's OM605 turbodiesel Twincam 20 valve 5 cylinder in Ireland, saw his already awesome power from a modded pump jump from 320 hp to 385 hp @ nearly 6600 rpms to 7000, according to the second part of the video. That's insane rpm for a diesel! WIth nothing other than letting Dieselmeiken alter the pump even more. (Which no doubt allowed for more boost, more timing advance, equaling more power without high exhaust gas temps and excessive smoke.)
Very nice sir can u make a video about genrator bosch pump how to adjust stable 1500 rpm when flacyuate load
i like it ,verry interesting,thanks
@FOXCRF450RIDER Thanks a lot.
@metalmann18375 Thank you a lot.
hey dieselmeken, can the OM605 tuned by switching inline dieselpump to a Bosch VE pump from Volkswagen 5 cylinder Diesel?
Or would it be easier to reinstall a bigger (modified by you) inline pump?
Which turbo setup would be enough for ~250-300horses? om606 turbo?
Greets from Germany
Hi Goran, thanks for the video! Can you tell me how adjusting the individual quantities effects the element timing? Thanks!
E muita ferramenta dentro desse laboratório
Älskar Bandit Rock i bakrunden
Dette har du gjort flere ganger tydeligvis =) Fina grejer!! =)
You are very nice
What is the device on 6.49 ? my regards!
I wish I could get my OM617 to 6700 RPM 😀🚘