about that manifold and turbo issue, see the thing is, I've got a nice 115 with a wasted engine and a turbo trans and a number of other bits and pieces. I'm currently searching for a 617 so I want to make the right choice of course. You say you know for sure that only the 85 will clear? Is that a 49 state 85 vintage 617 or is there something about Cal. models, maybe any year that will work? I'm getting a bit confused! Also, I have seen in person a conversion done with a non turbo 617 and the owner/mechanic had cut the frame brace bar that runs down from the near the center of the firewall kind of up high and it normal runs down forward to the body frame rail. He had modified this piece to be a removable/replaceable piece. After the engine was in place, he replaced it with some slip over pipe or tubing pieces that were drilled and bolted back over some stub pieces that were left in place after cutting out a section in the middle. This allowed the clearance for the original oil filter housing. Anyway, I'm really interested in this manifold/turbo issue.

I am not sure if anyone has tried the 85 manifold. The California setup was higher as compared to the 49 state version as is with the attached picture. I presume and others may feel free to correct me that if the trap oxidizer is removed it should clear the frame rail. That is all conjecture but it would appear to work.

As for the oil filter, I am not a fan of cutting anything structural. If it's a show car maybe but if I might get hit in it then no way. I would opt to go with the oil filter plate which is a cheaper and probably a less time costly way to get the project done.

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1974 240D 3.0L 4(M) - 250K -OM617.910 + 300D FW + Rajay turbo power!
1977 6.9 3(A) - 84k

What about the turbodiesel from the first version of the SD which came in the 116?

I have done a four to five cylinder conversion using the non turbl five cylinder from a 76 300d into the 74 240d. That was very straightforward. I would recommend you not dismiss this conversion as the extra cylinder makes a huge difference in drivability and if you have or do a stick conversion you can use the 307 diff from the turbo cars and get better mileage than with the original four cylinder engine.

The non turbos are nigh onto indestructable and do not command much money to buy.

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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.

From what I've read and been told by MB diesel experts, the early 5cyl diesels in the w116 weren't as good of an engine as the ones in the W123's and W126 cars but don't take my word for it, just sayin' is all. No doubt anyone can research this info and draw their own conclusions...

That said, I have driven a very well cared for w115 300d and found it was definitely an improvement over my old 240d no doubt about it but having had a couple of w123 turbo's I know there's still more umph to be had with the turbo and for my money and sweat, if I'm going to go thru all the pain of it, I want the best improvement I can get, no wishing, wondering, shoulda coulda woulda hindsight.

So does anyone know of anyone who can "source" a California turbo setup for one of these engines? Just the manifold(s) and turbo parts and any various attached parts that would be needed?

Did you use a w123 300d motor to transplant into a w115 ?