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  #1  
Old 12-06-2011, 05:07 PM
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Differences between 617.950 and .951

Hi Team,

Australia never got the factory turbodiesels. Aside from a lower quoted output from the 950, just wondering what other differences there are between it and the .951 and if there are any issues in parts swapping, transmissions, lines etc.

Thanks

Dweezil
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Old 12-06-2011, 05:57 PM
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The Australian models were built upside down??
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Old 12-06-2011, 11:13 PM
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More info

What are you swapping the turbodiesel into?
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  #4  
Old 12-07-2011, 02:13 AM
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It's either going into a 81 TD, 82 TD or 1970 108 that's already got a 1982 Series II N/A OM617 in it.

Thanks

Dweezil
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Old 12-07-2011, 04:24 AM
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Take a look at this

Mercedes-Benz OM617 engine - Wikipedia, the free encyclopedia

Power is different - .951 is more powerful

I guess the .950 when fitted to the W116 was using a 722.1?? transmission...

...and the .951 was using a 722.3?? transmission.

The diesel engined versions of the 722.1 and 722.3 will swap between each engine - no problems. However not all 722.XXX transmissions are good for diesels... => different bell housing for petrol engines especially V8s - and different valve body and shift points. Early 722.118s don't even use vacuum for shifting but use a shifter rod to throttle linkage - whilst later 722.118s only use vacuum... so the message is get a transmission that suits your engine if possible!

What type of transmission is fitted to your N/A OM617 engine at the moment?

The 722.118 isn't well regarded - it suffers from spline shaft wear problems and front pump problems

Advice req'd:- shaft spline wear / measurements / possible fix 722.118 transmission

I guess - and I'm only guessing - the extra power from the .951 comes from a different cam and a different IP.
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Old 12-07-2011, 08:31 AM
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the oil pan is different, the .xx1 and xx2 motors have cast pans with lots of ribbing
the mount arms are different, and likely the oil filter stand is different.
yes, the cam is different likely the turbo as well.
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  #7  
Old 12-07-2011, 10:09 AM
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The early 617.950 engines had a the low power cam, rocker arms and valve springs. They also had no EGR. Later 617.950 engines were at the same power level as the 617.951/2.
The oil pans look different but exchange between all 617.95* engines.
So do the oil filter housings.
The engine mounts differ between body styles, 116, 126, 123.
There may be a difference in the IP, but i am no expert on IPs.
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  #8  
Old 12-07-2011, 10:29 AM
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Quote:
Originally Posted by Army View Post
...
I guess - and I'm only guessing - the extra power from the .951 comes from a different cam and a different IP.
My early morning guess about the IP is wrong.

I've just checked in the W123 (turbo) FSM and chapter 07.1-001 shows that all of the OM617.950 ; .951 ; .952 have the same IP

PES 5 MW 55/320 RS 16 but with different governors depending on the year / non Californian / Californian

So the power increase can be attributed to the valve train as the bore / stroke / blah de blah is the same for all turbo OM617s
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1965 Land Rover Series 2a Station Wagon CIS recovery therapy!
1961 Volvo PV544 Bare metal rat rod-ish thing

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  #9  
Old 12-08-2011, 08:40 AM
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Thanks, guys, this is all useful info. The Series II OM617 that's in the 108 is mated to a Series I rod-controlled trans as the vacuum version just didn't suit the throttle set-up that was in the 108 (as I only learned after installing the bugger).

Dweezil
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