I have read a few posts concerning that specific engine swap (a turbodiesel in a w115 body) and the main problem seems to be relocating the oil filter from the donor turbo engine.

But I was wondering if anybody has actually done the conversion? How difficult was it? Worth it?

I really like the looks of the w115 but wish it had more power.

IIRC there's also the matter of running a California '85 manifold and turbo for frame rail clearance.

Contact member diametricalbenz about his conversion.

Of course it's worth it

Sixto
87 300D

Here it is, Click on his 74 240D in his signature.

http://www.peachparts.com/shopforum/members/diametricalbenz.html

Charlie

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there were three HP ratings on the OM616...

1) Not much power
2) Even less power
3) Not nearly enough power!! 240D w/auto

Anyone that thinks a 240D is slow drives too fast.

80 240D Naturally Exasperated, 4-Spd 388k DD 150mph spedo 3:58 Diff

We are advised to NOT judge ALL Muslims by the actions of a few lunatics, but we are encouraged to judge ALL gun owners by the actions of a few lunatics. Funny how that works

Thanks!

From what I understand the transplanted engine in diametricalbenz's car is a non-turbo 5 cyl diesel (OM617.910 like I have in my 76 300D) with after market turbo but I'm not sure.

OM617.952 is the turbodiesel in 1982-85 W123 300D, not sure that can fit in a W115.

I missed this thread because I was ironically in Canada most of the week. Anyhow yes mine is a 617.910 motor because the oil filter was a problem. If you go onto superturbodiesel there is a guy who can make an oil filter relocation plate for you. My plan was to use a Amsoil filter and bypass along with that setup but I couldn't find a machinist and didn't know the bolt pattern on the block. The other issue to contend with is the exhaust manifold and the turbo, you'd likely need an 85 manifold and the TripleK to be high enough to avoid the frame rail. I have a Rajay turbo on a custom manifold so it avoided that issue. The downpipe will have to fit to the exhaust system which will also need to be upgraded to handle the extra exhaust volume. There is also an issue of the trans, if you keep the auto you'll need the turbo trans otherwise it will tear that up. If you go manual you'll have to chop the driveline and install the pedals, shifters, rods and so on. Another issue is the rear diff which I haven't got to yet. Mine has a stock 3.69 which is too high for the increase in power. I am trying to go 3.07. Your stock 3.46 is better but you'll run out of revs very fast between gear changes and the turbo won't spool up fast enough.

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

I flirted / drooled over this idea briefly before sourcing another 616, here is the link diametricalbenz mentioned. Good luck!

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1972 280SE 4.5

If you decide to go for it please do post installation tips concerning the oil plate, oil line, turbo feed line tee and return.

The turbo setup with the '85 manifold would be much appreciated too.

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

Not decided yet, just in the contemplating phase.

My 300D is in fantastic original condition, and swapping the engine would certainly decrease it's value. However I dont drive it much because it's gutless by today's standards, and not that fun to drive. It would be much more fun if it had more power.

And since I prefer the W115 styling versus W123, my ideal car would be a W115 with a W123 turbodiesel.

There is a rusted out 82 300d with good engine that I could get, and that's what got me thinking!

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.

Attached Thumbnails

 

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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.

I expect the turbo oil supply and drain lines are different as is the exhaust pipe from the engine compartment. The valve cover breather hose and air cleaner are definitely different.

The turbo will have an ARV you probably won't need unless you transfer the emission control systems. A non-ARV turbo or compressor housing should fit but you'll have to modify the hose from the air cleaner. You'll have to do that anyway if you don't use the California air cleaner and it's $$$ air filter.

Sixto
87 300D

With the oil filter relocation, it will require custom oil lines for the existing or aftermarket filter so those lengths would have to be determined and then fittings made for it.

Are there any companies that make custom stainless braided oil lines?

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

This is the first I have heard there is a difference in longivity of the early sds as found in the 116 chassis. I would have thought in all major ways they are the same. I did think that the oil filter might be down under so it would fit the 115 chassis better.

Can someone say why they would be less durable than the later motors?

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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.

I am quite sure the W116 300SD motor, has the topside oil filter.

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