Starting to lay out the project, would like to start soon. The engine is 603.960 with the turbo and head from .970. Might use the .970 IP also with the full-RPM turned up to .960 specs.

The car is a '95 E320 Special Edition, non-ASR.

Exhaust, driveshaft, throttle cable from '87.

Cruise control not sure, I'm guessing '87 unless the '87 actuator can plug directly into the '95 cruise harness.

Fuel system? I'm hoping I can simply remove the gasser fuel pumps and filter and bypass.

Engine shutoff will be a spare switchover valve: Non-energized = open (vacuum source to shutoff valve). Energized = closed with the shutoff valve side vented. I hope it can handle 100% duty-cycle.

Front (coil) springs = '87 300D springs (I'm assuming that the 603 is heavier).

PS pump = '87

Alternator = '95

A/C compressor? Hoping the '95 will adapt (R-134a).

Radiator and plumbing will be interesting with the different plumbing and locations of items in the '95 car. I'm planning to use the inner-firewall from the '87 passenger-side.

Air filter system will likely be the '87, but I'm not sure how it will work. I'm using the 55-trim turbo from the '91 which doesn't have the ARV (shorter snout). Also, I'd like to eliminate the AFM if possible, that will require a different hose from the air filter to the turbo. Available??
Also, if I eliminate the AFM, will the car's Electronic Idle Regulation work properly? I'm hoping that the AFM is for emissions only. I might install it and weld the flap full-open if I can't solve the intake-tube issue. OTOH, not having an inner-firewall on the right side does leave more space for clocking the turbo and plumbing an aftercooler, ... I will be leaving the fresh-air duct in place that cools the RH engine mount, maybe modifying it for cool air over the exhaust there.

Oil cooler from the '87, hope I can find the inner-fender plastic piece somewhere to protect it (300D only part).

The '95 engine wire harness (new) will be removed and the '87 one installed. Also, the '91 glow-plug harness (afterglow) and relay.

'95 cluster, with '87 idiot-light legends in the right side (glow-plug instead of check engine).

ABS should be unchanged with the car being a non-ASR car.

Any big oversights yet? I'm hoping that this is an interesting enough project to attract the combined knowledge of the board and eliminate some of the pitfalls I might otherwise find while the engine is half-way in the hole.

Oh, another thing: I might be registering it in Fort Lauderdale, FL. Do they have emission testing? Never had a problem with the motorhome (diesel), but do they test cars?

__________________

Gone to the dark side

- Jeff

they put a 606 in that same engine bay so dont see why not just figuring out the logistics of it all

I would like at a 95 E300 diesel to see how they do everything

__________________
1986 300SDL, 211K,Dealership serviced its whole life
1991 190E 2.6(120k)
1983 300D(300k)
1977 300D(211k)

I hope the ECUs don't communicate over a CAN. If so you might have trouble with ABS, SRS and the convenience module if they expect to communicate with a particular ECU.

I don't look forward to the wiring harness simply because I don't enjoy that type of work

You might need a Diesel Klima or ice cube relay.

It'll be interesting to see if the gasser tach works. And cruise amp.

Can a gasser fuel inlet pipe be modified to take a Diesel nozzle?

Sixto
87 300D

The AFM shouldn't affect idle..I've had mine unplugged for a while and didn't notice any difference (unless it was already broken beforehand!)

Yes, I think it's main purpose was to relay data to the EGR with regard to how much air was passing through it.

__________________
Dan
2005 E320 CDI - 246k
1987 300SDL TD05-16g, Herlevi pump, Elbe manifold, 2.47 LSD - 213k
Past: 1987 300D - 264k

That's a daunting possibility, I'm not sure if the engine ECU is necessary for the other ECUs to operate possibly on the data bus, there is a communication error code on the emissions computer. I guess I should post in the gasser/tech forum also to see if Arthur or others feel that it will operate properly.

__________________

Gone to the dark side

- Jeff

That question (and financing ) keeps me from dropping a 603 into a LWB 140.

Sixto
87 300D

What other ECUs are there? Depending on where the CAN controller lives you might have problems. The CAN controller needs to be there to set the protocol timing on the CAN bus, without it the whole operation stops. On VWs the controller doesn't live in the engine computer, but I don't know where benz physically puts it. I assume you're using the 87's trans? The ABS should still work even if it throws fault codes. Is the climate control system different? It's possible it gets speed information over the CAN bus.

__________________
1991 350SDL. 230,000 miles (new motor @ 150,000). Blown head gasket

Tesla Model 3. 205,000 miles. Been to 48 states!
Past: A fleet of VW TDIs.... including a V10,a Dieselgate Passat, and 2 ECOdiesels.
2014 Cadillac ELR
2013 Fiat 500E.

Doesn't a LWB W140 weigh like 2000+ lbs more than a LWB W126? That'd be quite a load to haul around with a 603.....the least powerful gasser they put in that chassis was a 220ish hp M104.....

__________________
-diesel is not just a fuel, its a way of life-
'15 GLK250 Bluetec 118k - mine - (OC-123,800)
'17 Metris(VITO!) - 37k - wifes (OC-41k)
'09 Sprinter 3500 Winnebago View - 62k (OC - 67k)
'13 ML350 Bluetec - 95k - dad's (OC-98k)
'01 SL500 - 103k(km) - dad's (OC-110,000km)
'16 E400 4matic Sedan - 148k - Brothers (OC-155k)

No more than 1200lbs (560 SEL vs heaviest 140)
The early 603.97 had 134 hp/229 ft-lbs, but then the later one that was in the 140s had 148hp/229 ft lbs. I guess with a nice axle ratio it could be reasonably quick From what I hear, those .97s have some real nice low end power (was that you, Sixto?)

Babymog, I'd like to see what kind of power curve you can manage with that block/pump duo. You might have yourself one sweet diesel there, especially if you plan on maxing the pump's full load

__________________
Dan
2005 E320 CDI - 246k
1987 300SDL TD05-16g, Herlevi pump, Elbe manifold, 2.47 LSD - 213k
Past: 1987 300D - 264k

I don't have much use for big engines but I like big cars. My 93 SD 3.0 had all the power I needed and some to spare on the top end so I'm sure a 603.96 can keep a LWB moving. A .97 would get it moving more quickly. I might still do that if I figure out where Ed Pink and Keith Black get their rods.

I've contemplated downgrading the 300D to a 300D 2.2 since it rarely sees the freeway. It's still more than Europe got in the 200D. Not worth the effort on many levels but primarily because I'd like to get back into a 140. S250, anyone?

Sixto
87 300D

I don't think the M104 in the SWB only S280 quite makes 200hp.

Sixto
87 300D

I think that someone here is running a 3.5L pump in an '87 300D. From memory though, he didn't turn the RPM up so he's running 3.5L top-end, but he said at one time that it seems to have more grunt at low-end.

I'm dragging my feet a little on installing the 3.5L pump, trying to get a set of 606turbo elements for it.

If it all works out, I'll probably pop for a chassis dyno run when finished. No baseline run, but I think that there are a few stock '87 300Ds out there to compare with.

Just need to get that data-bus thing figured out, don't want to be staring at an ABS light on my dash.

__________________

Gone to the dark side

- Jeff

My 93 SD 3.0 ran the .971 pump. If that was more low end grunt than a .96 pump, it was a far cry from native 3.5 torque.

The network thing might be a non-issue but it was suggested I look into it when I was contemplating a 140 gasser -> Diesel conversion.

Sixto
87 300D

Might be a non-issue, but it would be nice to know for sure.

The question falls on deaf ears on the tech forum unfortunately, and I think that there are at least a couple of guys there that understand the bus data path over there.

I'll keep trying, has to be someone who has the answer.

__________________

Gone to the dark side

- Jeff

There's a guy who successfully installed an OM606 turbo in his W140, so I doubt there are CAN bus issues too extensive to overcome.

I would strongly suggest that you try to locate a good used ignition switch from a diesel model, so that the vacuum shut-off feature is integrated. You don't want to skimp on this and cobble something together, as it's really a safety issue.

The AFM is strictly for emissions, so it can be jettisoned. I'd remove it altogether and free up six pounds of uselessness. I'm pretty sure you can use both the AC compressor and PS pump from the original vehicle.

Which transmission are you using? I'd opt for the diesel version, which means you should use the diesel differential and speedo.