You are aware that you could change the impellor from the 2260 turbo to your turbo and save a truck load of money. Thats what Im doing

Whats the difference between this turbo amd the original ... Is this one water cooled ?

What platform are they also used on ?? Is it on ML 350's ??

Watercooled, ball bearings and it is on the ML350.....

56 millimeter on the stock turbo impeller vs 60 millimeter

Doesn't the LML Duramax (newest iteration) use piezo injectors? I know nothing about modifying injectors but what are those guys doing for big power? What can be done with piezo injectors for more power?

What exactly the throttle valve does to a diesel and why do we need it? Can anybody tel?

On modern diesel engines the throttle valve could be used for regeneration, helping warm the engine when ambient is cold (important for you Canadian guys) and assist with the EGR system.

I believe it's for egr. That's what they are for on the duramax

...so there is the egr valve and then you have the throtlle valve that controls the amount of fresh air vs egr ??
.... Seems a redondant system / useless to me ...

Yeah they are trying to reduce emissions in diesels especially starting in 07. 2010 diesels and newer have to pass smog check in Ca

Nice thread, Ive always wondered what these motors could do since I felt that surge of initial torque.

My Procharged SBC always had oil seepage issues under boost, till I added crankcase suction. So I was afraid to remove it, but I did this instead: Huge air / oil separator in line with the crankcase hose.



Tnadanzig, have you taken off the catalytic converter too? Does the GDE tune allow for that? I'm sort of disappointed that you said the exhaust isn't much louder with the DPF off. I was hoping for that jet engine sound. Are there any youtube videos of your Jeep? I wanna hear it

Also, who sells that insulated plug for the swirl motor delete?

Nm, I see youre working on the cat delete. Id still like to know how you plan to trick the ECM about it though, tune or other.

This CCV system has been an expensive problem for all of the OM642 owners: Chrysler / Sprinter owners alike. It should be MB's responsibility to address this issue of design.

MB CCV solution seems well intentioned and sound on paper, but unfortunately this CCV system has not provided the longevity that we have expected from MB.
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MB Design:
It is important to not have the CCV vapors freeze.
Ice crystals destroy turbo intake blades, and oil/water emulsification forms when CCV vapors come in contact with cooler temperatures.
Unfortunately, the colder it becomes the more contaminates the blow-by gases contain.
MB idea: heated/enclosed/service free/centrifugally controlled blow-by oil separation.
BUT....

Problem:
The volume of the 0M642's blow-by gas exceeds it's design volume parameters as the engine ages. As blow-by volume increases with age so does crankcase pressure.

The aging 0M642 begins to create more blow-by volume as the piston rings and engine tolerances begin to increase, (soon after 80k km).
The blow-by gas volume over powers the internal centrifugal oil separator's capacity limit.

The inability of the OM642 CCV system to separate increased oil mist volume from the CCV system as the engine ages ...ever slow-slightly increases blow-by pressures, which manifest themselves at the weakest point... the oil cooler seals. That is why MB issued the new THICKER vitron oil seals.

It's well known: referenced:
Mercedes-Benz OM642 - Wikipedia, the free encyclopedia
"... In addition to the oil cooler seals; this engine can also have an issue with the design of the positive crankcase ventilation system." THEY are related.


Real Life Practicality:
• Why are there not 2 centrifugal separators?
One for each bank of cylinder heads, on each intake camshaft.
Rather than just one?
They would both be able to connect to the turbo inlet at the same junction.

• Why no centrifugal oil cleaners on this motor, or after-market heated - electric drive centrifugal CCV oil/separator similar to the VOLVO D11 - D13 system.

MB should issue a recall to replace the LEFT intake camshaft with one that has a similar design to that of the right camshaft.
A hollow LEFT intake camshaft with an integral centrifuge oil separator connecting to a separate CDR Valve and vent tube to the turbo.

Attached Images

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Owner's Facts:

• Catch cans cause oil seals to fail pre-maturely.
(increased CV pressure through restricting blow-by gas volume.)
BAD

• External oil water coalescing filters freeze.
Causing pre-mature engine damage through cold weather and lack of service.
(They are expensive and add to the already high serviceability issues)
Raco/Pro-Vent/Fleet-Guard...
BAD

• Atmospheric Venting OCV: Also reduces engine life by introducing un-filtered air and contaminates directly into the crankcase, causing real internal sludge.
(Not to mention the ecological issues)
BAD

It's Diesel not GAS...
• The "Italian Tune-Up" is not advisable on diesel engines, especially an OM642 with over 80k km, as you raise engine RPM you also increase the blow-by volume and pressure and the amount of contaminates in that blow-by... that will pass oil mist into the entire intake system... (not cleaning it, making a oilly volcanic mess)

1500 rpm produces 1g/hr of blow-by (with clean air filter)
2500 rpm produces 67g/hr of blow-by (with clean air filter)

2500 rpm produces 232g/hr of blow-by (with dirty air filter)


• Maintain you air filters in PRISTINE condition ALWAYS!!
This really is your only defense against CCV pressurization.
GOOD

• Double the frequency oil changes after 100k km and replace oil filters individually after severe operations.
GOOD

Myths:
• Turbos do not need lubrication via the CCV, if you see oil on your turbo intake seal... that's not a good sign.

• Oil/water mixing with the EGR system is a CLOGGING chemistry to any intake system, so keeping it out/low means a cleaner intake.

• Why no centrifugal oil cleaners on this motor, or after-market heated - electric drive centrifugal CCV oil/separator similar to the VOLVO D11 - D13 system.

The OM642 does have in internal centrifugal oil/air separator, situated at the back of the intake camshaft. The Blow-by gases are fed via the oil separator through the hollow camshaft to the CDR valve.

Attached Images