Any views on the Mercury V6 Tdi diesel

[PCUK]

I'm currently talking to Mobile Marine who are my local agent as part of Brunswick's worldwide net (As I understand it). Boat is a 1978 Reinell V-204 (26ft) just because it's got the best internal layout of any boat of this size and I picked it up for peanuts for a total rebuild. Don't expect to be doing much pottering so power on will hopefully be the norm. Probably won't do more than about 100 hours a year looking at it truthfully. Obviously all consumables will be available from motor factors and if major parts are needed then there will often be a wait. I'm not too bothered about dealer back-up as I've never used one apart from getting spares. Obviously during the warranty period this will be an issue. Just looked on the Barrus website and they don't list the Mercury Diesels only Mercruiser engines. Anyway nothing is decided until I see how far I can screw down the price!!!

 

[B58]

Can you tell us more about vessel engine will be fitted to, i.e. performance planing, fast displacement etc etc. Duty cycle, predicted annual hours?

With exception of Volvo D4 there are only really two kids on the block, Mercruiser 300 TDI and Yanmar 6BY so choice is simple. Given that Yanmar BY has been an unmitigated disaster.

Many changes to this engine since VW, Marine sold and supported by Finning, not sure what you refer to by Worldwide dealer network, if your to your local Mercruiser (Barrus) dealer is franchised for UK only. Before purchasing you need to check that dealer has been on correct courses, have tooling, parts support on the shelf etc. VW engine WAS able to be supported with DIY Vag Com a real plus, suspect this is no longer the case, however you need to find out.

The VW Marine mototors used to have real nice feature of built in elecric lube change pump, do not know if this is still the case.

All accounts including MBY suggest that when compared with other engines in this power node V6 is a rocket ship as stated before, Cummins never got around to doing the V8 before the devorce.

If you intend to USE this engine suspect life will be good, if you want to spend hours putzing around at trolling speeds be prepared to have VG turbo sooting issues.

When I come up for air I will give my thoughts on engine life Vs engine loading, expect this will prevoke exponents of 'pedal to the metal operation' to dive in without spoiling your thread

The lube pump has been removed on the later units.

 

[B58]

The V6 TDI doesn't require wet/dry liners due the block design (compacted graphite iron block) same as used by Yanmar/Toyota in the 8LV.

Wet liners are a bit of a problem as cavitation springs to mind! They will require the correct coolant, and regular coolant changes!

 

[Latestarter1]

The V6 TDI doesn't require wet/dry liners due the block design (compacted graphite iron block) same as used by Yanmar/Toyota in the 8LV.

Wet liners are a bit of a problem as cavitation springs to mind! They will require the correct coolant, and regular coolant changes!

Cylinder block design is related to engine swept volume and applicaion.

Up about 8 liters parent bore is now the norm. Simply put an parent bore engine has perfectly true bore resulting in very low lube oil consumption which impacts on emissions. Use of dry liners has now fallen from grace, simple because pushing in dry slip fit liners causes degree of distortion leading to oil consumption.

Wet liners on any engine below 8 liters is simply nuts, as it increases weight by albout 35/40%. Wet top hung liners AKA Volvo 40 series lead nowhere, modern way is to have mid stop liners which present minimal crush of counterbore and no liner distortrion

 

[Keith-i]

Thought I might just chime in to this interesting thread. We have one if these engines in its original VW Marine guise in our boat. With the exception of an oil leak it is a great engine. It replaced a huge old mermaid marine straight six which filled the engine room. The VW is half the size but 20% more hp. It is a doddle to service with all filters etc very easy to access. There were problems on the 5 cyl versions with the turbos but this did not affect the V6's.

We suffered an oil leak from the timing chain cover plates which started whilst under warranty with Finning in command. They failed to solve it by which time Barrus took over the reigns. Barrus took on our warranty issue without complaint and have so far been fantastic.

A good proportion of the service items are available from your nearest VW dealer, which is invariably significantly cheaper than via the marine circuit. The only thing it lacks is nmea2000 but I gather this might have been added now. On our unit we can plug in vagcom to talk to the ECU and check for codes.

Overall I feel it is a smart bit of kit which has been very neatly marinised by the original manufacturer. Oh, and it is also lovely and smooth and so much quieter than the old Ford lump.

 

[PCUK]

Can't believe it. Not one tale of woe so far. And a glowing recommendation. For once it looks like I may be making the right choice!

 

[Skibsplast]

I have this motor in a 22 ft. daycruiser - Skibsplast 660 DC. It´s been running without any problems for two seasons now. I´m very happy with this engine. Frugal, smooth, quick and nice sound - for a diesel. Based on the VW/Audi 3.0 TDI, it´s probably the best V6 TDI available. My boat dos 43 knots with a single installation - not bad, but I was hoping for a little more

 

[Tell12]

Where did tht come from...........Audi/VW V6 has chain driven camshafts!!

In practice in general I prefer cam belts, more problems with poorly designed chain driven camshafts, plenty of evidence of Ford Duratorque and Mercedes engines jumping a tooth leading to trashed engine. When did cam drive stop people purchasing Volvo Penta D3's with belt driven camshafts? Personally I HATE VG turbomachinery on marine engines, but starting life as automotive engines this is what you get lumbered with.

Cummins did a heap of CPE(Combustion Performance Emissions) stuff before the falling out with Mercury and despite the fact I have never been out on boat with V6TDI installed it is reportedly a rocket ship.

On durability front although 87hp/liter is at the high end of LDA based marine diesels, however cruise power which is all that matters, is in the order of 70hp/liter therefore a no brainer.

How well Barrus support this engine is the key, Mercruiser have in the past always made a pigs ear for selling diesel engines hence the CMD tie up, have they suddenly become smart......Who knows.

 

[Tell12]

Can you tell us more about vessel engine will be fitted to, i.e. performance planing, fast displacement etc etc. Duty cycle, predicted annual hours?

With exception of Volvo D4 there are only really two kids on the block, Mercruiser 300 TDI and Yanmar 6BY so choice is simple. Given that Yanmar BY has been an unmitigated disaster.

Many changes to this engine since VW, Marine sold and supported by Finning, not sure what you refer to by Worldwide dealer network, if your to your local Mercruiser (Barrus) dealer is franchised for UK only. Before purchasing you need to check that dealer has been on correct courses, have tooling, parts support on the shelf etc. VW engine WAS able to be supported with DIY Vag Com a real plus, suspect this is no longer the case, however you need to find out.

The VW Marine motors used to have real nice feature of built in elecric lube change pump, do not know if this is still the case.

All accounts including MBY suggest that when compared with other engines in this power node V6 is a rocket ship as stated before, Cummins never got around to doing the V8 before the devorce.

If you intend to USE this engine suspect life will be good, if you want to spend hours putzing around at trolling speeds be prepared to have VG turbo sooting issues.

When I come up for air I will give my thoughts on engine life Vs engine loading, expect this will prevoke exponents of 'pedal to the metal operation' to dive in without spoiling your thread

Hi team . These engines are awesome, have great power to weight and run really well. Over 200K mileage , that's when mechanical maintenance needs done so they should be great in a marine conversion. Hence I am doing just that. However I want to get the right ECU or EDC Marine version with the correct control side plug, key start and vital engine alarms and gauges. Oil Water Temp RPM . I think this is a Mercury Marine item but surely available elksewhere ?? Does anyone know how/where/and who regards Tell

 

[spannerman]

I have one in the workshop right now, its a nightmare to work on. The belt which runs the alternator and circulation pump is buried behind the heat exchanger and charge air cooler you have to remove them then the heavy cast bracket its mounted on and a lot of other stuff just to replace the belt. Worst I have seen in 25 yrs in the boat business, I wouldn’t attempt it in situ, the one I have in the shop is out of the boat due to water damage in the engine room and still its about 5 hrs work to change the belt.
Mercruiser have now dropped all the Audi/VW engines from their range.

 

[Keith-i]

I have one in the workshop right now, its a nightmare to work on. The belt which runs the alternator and circulation pump is buried behind the heat exchanger and charge air cooler you have to remove them then the heavy cast bracket its mounted on and a lot of other stuff just to replace the belt.

To be fair, the belt and coolers are both listed as 5 year maintenance cycle so removing all the accessories to get to the belt is not totally wasted effort. I suppose some of that is the compromise for such a compact engine. Compared to our previous straight 6 there is so much more spanner wielding room in the engine bay that these jobs are actually feasible in situ.

 

[Fishtigua]

Just to say that not only does Mercruiser Diesel still sell the VW V6 but the new 4.2 V8 335 and 370hp are from those big Audi SUV's. Can't wait to see the V12.

 

[Tell12]

To be fair, the belt and coolers are both listed as 5 year maintenance cycle so removing all the accessories to get to the belt is not totally wasted effort. I suppose some of that is the compromise for such a compact engine. Compared to our previous straight 6 there is so much more spanner wielding room in the engine bay that these jobs are actually feasible in situ.

Thanks for your knowledge on those engines . Good to hear. Any chance you have a contact or yourself being able to supply the ECU . EDC for the 3.o TDi engine us the boat wiring loom out with PIN coding please ?? Or even the correct Mercury partnumbers please??

 

[R400]

I believe the newer Venice water taxis use them.

 

[Keith-i]

PIN coding please ?? Or even the correct Mercury partnumbers please??

I have some info that might help but I can’t send you a pm until you have made more posts. Not sure how many posts a new member has to make until they can message.

 

[Tell12]

Not sure if I'm allowed to but tcsouthernman@outlook.com

 

[Tell12]

Thought I might just chime in to this interesting thread. We have one if these engines in its original VW Marine guise in our boat. With the exception of an oil leak it is a great engine. It replaced a huge old mermaid marine straight six which filled the engine room. The VW is half the size but 20% more hp. It is a doddle to service with all filters etc very easy to access. There were problems on the 5 cyl versions with the turbos but this did not affect the V6's.

We suffered an oil leak from the timing chain cover plates which started whilst under warranty with Finning in command. They failed to solve it by which time Barrus took over the reigns. Barrus took on our warranty issue without complaint and have so far been fantastic.

A good proportion of the service items are available from your nearest VW dealer, which is invariably significantly cheaper than via the marine circuit. The only thing it lacks is nmea2000 but I gather this might have been added now. On our unit we can plug in vagcom to talk to the ECU and check for codes.

Overall I feel it is a smart bit of kit which has been very neatly marinised by the original manufacturer. Oh, and it is also lovely and smooth and so much quieter than the old Ford lump.

Can you tell me the ECU number/model used on the engine 3.0 l TDi diesel . And does it have a immobilizer part programmed into it ?? Is it the same as this unit ?

 

[lynallbel]

Might be useful info or not, but wife is on her 4th audi 3.0tdi, oldest 2004 (205bhp), newest 2013 (245bhp, all have been faultless.
Early 3.0 suffered injector issues pre 2008, and all suffer from camchain wear due to the silly long service intervals.
I always change oils at 5k and no issues to date.

Best mpg was on the old 205bhp one with over 50mpg, all later ones seem to hover between 35 to 40mpg.

 

[Tell12]

Might be useful info or not, but wife is on her 4th audi 3.0tdi, oldest 2004 (205bhp), newest 2013 (245bhp, all have been faultless.
Early 3.0 suffered injector issues pre 2008, and all suffer from camchain wear due to the silly long service intervals.
I always change oils at 5k and no issues to date.

Best mpg was on the old 205bhp one with over 50mpg, all later ones seem to hover between 35 to 40mpg.

Excellent to hear . thankyou

 

[ultimate808]

How did you go converting the auto engine to Marine? I'm thinking of doing the same. Is the block the same material compacted graphite iron? I have an old noisy VM Motori 220D inline 6 that sounds like a truck.