I was curious what the differences are and if a cylinder head from an NA motor could be used on a turbo motor? I'm not sure what the differences are. I've been offered a car with a cracked cylinder head from being overheated for scrap value and have access to an NA head.

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Only diesels in this driveway.
2005 E320 CDI 243k Black/Black
2008 Chevy 3500HD Duramax 340k
2004 Chevy 2500HD Duramax 220k

As far a I am aware of, the bare head should be the same. I believe the only other difference is the camshaft and possibly the valves. Use everything from the turbo head, and you should be good.
EDIT: if it is an early N/A head, it will have loop style glow plugs and the prechambers to match

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All Diesel Fleet
1985 R107 300SLD TURBODIESEL
2005 E320 CDI (daily)

LOTS of parts for sale!


EGR block kit
http://www.peachparts.com/shopforum/diesel-discussion/355250-sale-egr-delete-block-off-plate-kit.html

1985 CA emissions 617 owners- You Need This!
Sanden style A/C Compressor Mounting Kit for your 616/ 617 For Sale + Install Inst.

Sanden Instalation Guide (post 11):
http://www.peachparts.com/shopforum/diesel-discussion/367883-sanden-retrofit-installation-guide.html

The seats are hardened on the turbo... valve guides may be different... I had a similar deal, and gave up and got a turbo head.

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John HAUL AWAY, OR CRUSHED CARS!!! HELP ME keep the cars out of the crusher! A/C Thread
"as I ride with my a/c on... I have fond memories of sweaty oily saturdays and spewing R12 into the air. THANKS for all you do!

My drivers:
1987 190D 2.5Turbo
1987 560SL convertible
1987 190D 2.5-5SPEED!!!

1987 300TD
2005 Dodge Sprinter 2500 158"WB
1994GMC 2500 6.5Turbo truck... I had to put the ladder somewhere!

Depends on the engine, no? For instance with the OM 60X family of engines the NA head has prechambers that have a neck OD of 14 mm, the Turbo engines in that family have prechambers with a neck OD of 15 mm. So between the NA and Turbo models the cylinder heads have different diameter holes for the prechambers.

Seems like that might indicate the OM 61X family might use the same idea also but I don't know that for certain about those engines.

Soryr for not specifying earlier! It's an OM606 motor.

From what I'm reading, I wouldn't be able to use an OM606 NA head on a turbo if the prechambers have different diamter holes.

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Only diesels in this driveway.
2005 E320 CDI 243k Black/Black
2008 Chevy 3500HD Duramax 340k
2004 Chevy 2500HD Duramax 220k

Well I suspect as long as everything else fits into a proper place I'll bet an engine with an NA head would run and probably most people would never notice.

Whatever the design difference it was most probaly in an effort towards optimization rather than just basic run and drive matters.

Turbo's have a different fuel curve and need more flow or something along those lines. the diesel engine is pretty elemental so from a marginally functional standpoint I'll bet it's been done.

From a practical standpoint it seems it would be problematic with all the control/electronic stuff on a 98/99 OM 606.

I would slap that NA head on your turbo engine with no hesitation. Doubt you would ever notice anything different. The failure point in turbo'ing an NA 60x engine is the rods.

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1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD

Turbo and NA heads are different. Exact differences I do not know,but the turbo engine should run with an NA head. You might not know the difference.

A turbo head is often stronger for the much higher pressure, much more heat, and higher exhaust flow. This can be a different casting entirely such as in the 60x engines, a different alloy, or simply machining for stronger components like larger valves / prechambers or piston cooling sprayers in the block. Compression ratio is likely lower on the turbo engine, that can be the head or prechamber volume or it can be the piston.

Maybe someone here will know, the FSM sometimes will divulge some of the differences.

A basic mechanic can tell you if it can be made to fit,
A good mechanic can tell you what is different,
An Engineer can tell you why it's different and the effects of downgrading.

I suggest looking for a turbo head if you plan to use the boost and expect it to hold up.

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Gone to the dark side

- Jeff

There appears to be a turbo head listed in the for sale section for $50.

Turbo heads as VStech and babymog said are hardened. They are engineered to withstand the extra stress of that the turbo creates. You wouldn't want to go through all the work of installing a NA head where a turbo head should be used only to have it crack/fail. That would be a PITA.

You can use a turbo head on a NA block though, as it would only increase the reliability of the engine.

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Nosce Te Ipsum "Know thyself"

IN addition to those who have recommended using an actual Turbo Head ...
over the life of the turbo heads there may have been cooling hole differences made....
so one would want to check the LATEST head gasket and compare with the holes in the head....for the 617 I think there are three different hole patterns over the years...

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1980 240d ,

chain elongation, cam marks reference:
http://www.peachparts.com/shopforum/diesel-discussion/10414-help-i-need-check-stretch.html

http://www.peachparts.com/shopforum/diesel-discussion/305365-9-degrees-chain-stretch.html

evap fin cleaning:

http://www.peachparts.com/shopforum/diesel-discussion/156207-photo-step-step-post-showing-w123-evaporator-removal-1983-240d-1982-300td.html?highlight=evaporator

A/C thread

http://www.peachparts.com/shopforum/diesel-discussion/297462-c-recommendations-mb-vehicles.html

What a valid point good to have these forums, never would have thought of that.

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Nosce Te Ipsum "Know thyself"

The advantage of paper manuals....and just sitting down and reading them front to back...( except for a couple of chapters like injection pump ).... which I determined to be over my head as soon as I looked at it...
MB was not good about where it put information... accidentally putting it in places logical to them... but not necessarily to one doing a particular job.

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1980 240d ,

chain elongation, cam marks reference:
http://www.peachparts.com/shopforum/showthread.php?threadid=10414

http://www.peachparts.com/shopforum/diesel-discussion/305365-9-degrees-chain-stretch.html

evap fin cleaning:

http://www.peachparts.com/shopforum/diesel-discussion/156207-photo-step-step-post-showing-w123-evaporator-removal-1983-240d-1982-300td.html?highlight=evaporator

A/C thread

http://www.peachparts.com/shopforum/diesel-discussion/297462-c-recommendations-mb-vehicles.html

I highly doubt an NA head on a stock turbo 177PS engine would ever fail, reason I say that is folks run turbos on NA 606s and have no problems holding 300hp+ with them reliably. Not going to say it won't happen, but I highly doubt it My formerly NA 617 has held up to 30 psi boost so far. Don't be scared off, these engines are seriously built well.

__________________
1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD