The D24 and D24T both share the same compression ratios, 32MM chamber and bore/stroke however the diffrences are with regard to piston cooling, camshaft profile and the injection pressures. The turbodiesel uses slotted pistons and cooling jets located around the side of the block where the D24 non turbo has no jets or provisions other than a machine locater pad, I have detailed pictures to show the diffrences if you would like to see them as I have been working on rebuilding a D24T.
Camshaft timing is diffrent between the engines however using the non turbo cam on a turbo motor will yield a narrower powerband and pulls like stink but runs out of breath due to the overlap.


Headbolts, the early D24 motors before the turbo days (2 production years) used the small 11MM (M11x1.5) bolts and bi-metal washers to compinsate for expansion, the later engines used 12MM (M12x1.5) torque to yield bolts meaning you torque 3 steps then 180 degrees, warm it up torque another 90 then drive 600-1200 miles and torque another 90 and leave them for 10k miles and do it over again.
It is possible to drill out the block to accept the larger head bolts however the block will also need to be tapped and relieved to a depth of 4 threads to eliminate deck cracking. The head can also be drilled to accept the larger bolts however it will also have to be broached for washer lands and clearance so the integral bolt washer clears the internal castings. It would be easier to just find another 11MM bolt head and skip the expensive machine work to the early head. The camshafts between the heads are also diffrent, early non turbo cams are 0.015MM smaller on the journals however I dont know where the production changes happened, found this one out the hard way.


US vs European heads; US heads all use a 32MM chamber where the EU heads use 30MM chambers to yield a 24.5:1 compression, all EGR engines will use a 32MM chamber after 1986 except engine codes EM, EP, and prime power generator engines used by Katolight.

So you want to turbo a non-turbo engine? Well you *could* and get away with it but not for long, expanded pistons will stick in the bores or score themselves and the block, the injection pump is a completly diffrent ball of wax, non turbo motors did not have the enrichment transducer and the timing is completly diffrent eliminating the idea of adding the transducer to a non turbo pump. Everything however will bolt up and "look" turbo however the non turbo oil pan does not have the return hole or the casting boss to add one later, some maybe later on might have the boss but you still have to add the angled oil filter adapter and water plumbing to make it effective, it also has the tap for feeding oil to the turbo as the block sender location does not have the flow capability to feed the turbocharger during moderate speeds.

In short the D24 *can* be turbocharged however the risk of engine failure does not warrent hanging the hairdryer on the engine knowing what will happen in the near future, it's just not up to the task of being force fed large volumes of air.

I have many detailed pictures of the D24T guts including machine work before and after as well as details outlining the diffrences in construction, these pictures will ultimatly end up in a detailed D24T "how-to" that Im slowly working on.

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