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#31
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Now for the reply that you all wanna blast me for......
There is the CHEVY v-8 installation option
Regards Run-Em
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1983 300SD - SPARKY THE DIESEL 2004 Audi TT 3.2 Quattro Roadster 1999 SLK - aka - LIL RED 1956 Chevy Nomad - aka - REAL MAD 1940 Ford dbl dr. Deluxe - aka - ORANGE U GLAD 1998 Kawasaki Nomad bike -- |
#32
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Trucky guarantees you can do one in a weekend....no problemo.
Tom W
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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC] ..I also have a 427 Cobra replica with an aluminum chassis. |
#33
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Original 602 and 603 head gaskets are notorious for leaking oil from the oil passage between the timing chain cavity and #1 combustion chamber. A telltale is oil around the #1 exhaust runner and timing chain tensioner. gsxr chronicled oil passage design changes on the 14, 17, 19, 20 and 22 heads. Apparently cracks weren't the only problem of early 603 heads. I don't think the 3.5 rod bending mystery will ever be solved but my money is on oil leaking past the head gasket into to cylinders. Whether the design flaw is in the block, head or gasket is the key question. Sixto 87 300D |
#34
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603.960 and .961 oil pans have that pocket on the right side. .970 and .971 oil pans don't. I don't know if a .970 oil pan will fit a W140 or vice versa. I know a .96 pan won't drop into a W140 because of the front crossmember. Along with swapping pans, you have to swap the dipstick. I didn't want to do the precision measurements to determine whether a .96 front dipstick would work with a .971 pan. I used the beefier .971 front cover which had the dipstick port plugged. The .971 dipstick comes up behind the IP. It's in the way of working on fuel lines and such. I should have done the math to see if it can stay at the front. I didn't know .960 and .961 oil filter housings were different. I thought it was only the lid that was different. I know .961 and .971 oil filter housings are different, but seemingly only in how the oil cooler lines attach. I mean the fittings are off by a few mm and a few degrees. Everything else looks the same. There aren't more electrical controls on a .971 per se. MB moved coolant temp sensors around but there's the same number of them. Oh, the there's an electric switchover valve for the shut-off actuator. It kinda hangs on the wiring harness so it's more part of the car than part of the engine. The vacuum actuator on the IP is the same. The IP has the same electrical connectors. In fact .96 and .97 IPs are interchangeable from what I can tell. It continues to puzzle me how my 93 SD with .961 block and .971 IP got better fuel mileage than my 87 SDL with .961 block and Gus Pfister rebuilt .961 IP. I sent Chuck my swap notes so he'd know if I missed anything a year later Sixto 87 300D |
#35
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Yeah about what I figured, a bunch of little things were changed. But all you really need is the 3L block, then just bolt everything else to it.
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1999 SL500 1969 280SE 2023 Ram 1500 2007 Tiara 3200 |
#36
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That's what I did. Typing the last two messages took longer than the actual swap
I did a thousand mile round trip in the 300D last week and boy do I miss the SD. Sixto 87 300D |
#37
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sounds like a great option
Folks,
Sixto did a great job of documentation on the mixing and matching of parts to put a 3.0L 603 into a W140. As he mentioned there are differences in oil pan, some decisions on the turbo / wastegate, and few other things. I'll be glad to repost if others are interested. I also contacted and talked with a person from Benzworld that inserted a 606 turbo into a W-140. That conversion is way past my skills. Chuck |
#38
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Depends on how you do 606 into 140, which was a factory configuration outside the US. For the most part, the 606 block is indistinguishable from the 603 block. Both share the 104 oil pan gasket (in fact my bent rod 603 came with a 104 oil pan!). If I understand our Finnish friends, the 603 IP bolts up to a 606. That's half the battle won right there.
If you can live with a static intake manifold configuration, it should be a simple matter to get it running. The biggest complexity in my uneducated mind is attaching a 603 cruise actuator (since it's part of the throttle linkage) to the 606 head. If you want to preserve drive-by-wire, variable intake tracks and other electronic 606 goodies, you'd better have an E300 parts car. Sixto 87 300D |
#39
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BTW, I'd like to hear about that 606 into 140 conversion some day
Sixto 87 300D |
#40
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I've been away from this forum for some time . In the meantime I successfully installed a 606 engine in my '93 300SD. The topic was covered for some time in the Mercedes Benz forum.
The job was completed June of '07. The car has 6000 miles on the 606 engine with no problems. I have installed a custom made intercooler, eliminated the EGR valve, installed a pressure controlled wastegate controller, eliminated all but one of the leaky push on fuel lines. Check out some of the work involved at: http://s235.photobucket.com/albums/ee67/jtripp_2007/?start=all I believe that I may have the only one in the USA or at least the first one! |
#41
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#42
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Oh I want, I want! Thats my dream car! To bad MB screwed us over and stopped inporting the diesel S class right as they started putting good engines in them!
__________________
1999 SL500 1969 280SE 2023 Ram 1500 2007 Tiara 3200 |
#43
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__________________
1999 SL500 1969 280SE 2023 Ram 1500 2007 Tiara 3200 |
#44
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#45
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Here is a picture of an European '98 S300 with the 606 engine and 722.6 transmission. I got the picture from E-Bay Italy
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