Out of curiosity, did you notice any difference during those 4hrs?



Even though the oil-cooler is most effective on the hwy, the increased oil-capacity is a welcomed addition.

I believe an oil-change is 8quarts?
Without the cooler and lines, you would probably be looking at 6 quarts...

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toyota fj40 landcruiser with a mercedes om617 3.0L turbo diesel

It might be more interesting to put a temp probe right below where the Oil goes down the Turbo Drain since Oil is what cools the Turbo Bearing Housing; it cannot get rid of enough heat into the Air.

The situation on the Engine itself is a little different because there is a lot of external surface to get rid of the heat and heat can go into the Coolant.

No way to see what how much the temp of the Piston Heads change.

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84 300D, 82 Volvo 244Gl Diesel

Thanks for your suggestions Charlie.

maybe someone has one of those fancy infrared temperature probes handy?
oil-cooler inlet and outlet temps would be interesting

As you guys can imagine, I'm pretty anxious to get my truck back on the road.
Focused on doing things correctly the 1st time...as much as possible

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toyota fj40 landcruiser with a mercedes om617 3.0L turbo diesel

My non turbo OM617 has an oil cooler.

From my understanding of the FSM a slightly different oil filter housing / tower was used for a set up without an oil cooler.

I think (and only think as I have not been able to confirm this yet) that if you just block off the unions for the cooler lines and leave the thermostat in place you may promote a situation where the relief valve opens prematurely and redirects unfiltered oil back to the engine.

The relief valve is meant to do this under the circumstances of a blocked filter - but you wouldn't want that to happen if the thermostat for the oil cooler lines opened...

The scanned in pictures on the FSM CD aren't helping me with this but they do have some good schematics that explain how the oil is meant to flow and how the oil gets filtered - and why the filter has a fine filter element and a course one...

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1992 W201 190E 1.8 171,000 km - Daily driver
1981 W123 300D ~ 100,000 miles / 160,000 km - project car stripped to the bone
1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

I'm here to chat about cars and to help others - I'm not here "to always be right" like an internet warrior



Don't leave that there - I'll take it to bits!

nothing unusual mind you OATemps were near freezing on a early morning start and warmed up somewhat from there when the sun came out, near the end picked up the speed a bit to ~ 60-65 for a ~15 minute stretch

avoided any use of abrupt power the whole way though

I have a Thermometer as pictured below left I bought at Target fore $13+tax. If you want to check temps like Radiator or Heater Hose or the Turbo Drain you would Tape the Probe to the item and wrap Foam Rubber over the probe and Tape that around it.

For temp testing liquids Candy Thermometers are fragile but cheap.

(Before the digital age when I worked as a Mechanic I kept the Glass Candy Thermometer (left pic) wrapped up in my Car because it was not going to survive in my Tool Box.)

I bought an infrared Thermometer but I found they are not accurate; like 5-10 degrees off.

Any way there is a bunch of reasonable cost Thermometers out there; no need for Fancy.

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84 300D, 82 Volvo 244Gl Diesel

My first thought is with the pistons being cooled by the oil spray nozzles the oil is going to build heat. How much the oil cooler removes and the importance of it are currently unknown to me at least.

For whatever reason the manufacturer including an oil cooler it should probably remain. Those hoses and the cooler itself cost mercedes available radiator space.

It may have been a case of the manufacturer wanting to maintain the viscosity of the oil by keeping it's temperature down in severe usage situations. I suspect if it was safe to eliminate it they would have. You never want a diesel on really thin oil.Or at least these earlier diesel engines.

The non turbocharged versions might get along with out one much easier. On the other hand perhaps the oil system was designed for middle east type operational temperatures. It also to me seems a possibility that the additional heat loading has to be met with the coolant radiator. Unlike volkswagon diesels it's radiator area per engine displacement litre strikes me as much smaller.

I second this! I just had a drain added to my OC so I do not have to crack the line any more to drain -you would be surprised how much drips out -always over a quart well after sump plug has been pulled!

is that a cooler the oil lines are hooked up to?

It is a Dual Oil Filter Housing. I have a similar one on my Pick-up Truck.

What Size is the Oil Filter Adapter Plate tapped out for where the Hoses connect?

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84 300D, 82 Volvo 244Gl Diesel

i see now thx thought it was maybe something like this

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My turn to learn something. I have not seen a Oil Cooler like that before.

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84 300D, 82 Volvo 244Gl Diesel

just saw it myself recently but its a tranny cooler

http://www.cfrperformance.com/Aluminum_Transmission_Coolers_s/93.htm

Does anyone know if the mechanics manual mentions anything about not operating a turbo om617 without a functioning cooler?


Deleting the oil-cooler to provide for a Cleaner Install and eliminate potential oil leaks associated with lines/oil-cooler in the future.
vs
Potential benefits with turbo/motor longevity gained from the Stock Mercedes oil-cooler.


I'm a fan of the latter...

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toyota fj40 landcruiser with a mercedes om617 3.0L turbo diesel

Another possibility is a FPHE and use coolant to cool the oil instead of air. It can be mounted anywhere and is much smaller than an equivalent btu air to oil cooler.

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85 300D turbo pristine w 157k when purchased 161K now
83 300 D turbo 297K runs great. SOLD!
83 240D 4 spd manual- parted out then junked