How much torque does your 606 make without a turbo?
Do you follow that a turbo to make 500hp on a 3.0l engine will make zero boost below 2500ish rpm?
What base timing do you need to run to hit your horsepower goal? How will that timing further effect your low end torque and turbo spooling?
Making big hp from a small engine is no problem. Making big hp from a small engine while maintaining driveability is the problem.
You don't get your cake and to eat it too.
I don't care what YouTube captain om606 hypetard says. He's leaving out the really bad stuff like How your accelerator pedal will be an on-off switch once you get past about 1hp/cubic inch.
All that I don't know, only that the NA version is155lbs ft at 2200RPM and turbo version is 243lbs ft at 1600RPM both redlines at 5000RPMs. Compression Ratio is 25:1 NA and 22:1 turbo, pretty high for a diesel.
Before I keep going, I just wanted to mention it's great that we go back and forth, wish the rest of country would agree to disagree, and take in constructive criticsm with out being offended, that is how we learn and evolve. I don't want to be offending anybody.
For my due diligence I spoke to 4 different OM606 tuners and they pretty much said the same thing, that I need to stop thinking the OM606 is a diesel but to expect power curve like a gas but flatter. They said try to find another over squared diesel, this has a bore of 87mm and stroke of 84mm. This will run high RPMs continously as they are made for autobahn. Even when driving the vehicle it came from 70MPH is like 2600RPMs, whatmore at 140MPH.
They said most important is to gear as it is still a gas motor as it revs to 5000RPM redline (stock) , so basically I am starting off with my 4.88s on 37s.
They did also note, as I think you are saying that depending on turbo the power curve will shift up or down, but they said try suggested first. Also, If still not satisfied gear up to make up for low-end or raise stall speed of converter. Otherwise choose smaller turbo and injection pump elements.
One thing you noted is the throttle sensitivity, from what I have read amongst the different pump elements available they have been revised many time throughout the years. They got it to the point where injection duration is as short as possible at intended timing supply needed fuel. Anymore more refinement to throttle map requires putting back the electronic injection pump.
These high powered modded OM606s are nothing new, just have been further refined. Production of motors were from early to late 90s.
I am basically trying to come out with a balance of fuel economy and power for my appliacation. Just like when I order a truck/van, the applications guy always ask how much load and what speed will I primarily travel. He always says if heavily loaded go bigger displacement as engine with consume less fuel at high load because it runs at lower RPM with lower friction but the expense is at low load it will consume more fuel just to keep it idling. Opposite of that is with smaller displacement same vehicle, at high loads it will have to run at higher RPM with more friction therefore needing more fuel to sustain load but at low loads it can run at lower RPMs with sufficient power without needing as much fuel to sustain load. My thought is with the LC80 at least with the smaller displacement I can have high power when needed but then again I accept the increased consumption as it is only temporary when I need as in passing or hill climbing.
We'll anyways, many ways for similar outcomes. Hopefully it works out and becomes another alternative currently cheap swap. These motors are getting more expensive as time passes 3-years ago you can get them for only $1200. Now expect $3500 plus.
Once again if anybody knows of other transmission controllers other than Compushift or Microsquirt please mention.
