Thanks for the replies guys. It's a lot to think about. Is there a general repository of information about the specifications (and, if possible, the potential) of the various engines that have been produced over the years?

Paul, don't be such a pessimist.

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Never a dull moment at Berry Hill Farm.

Paul may be pessimistic but i think we all know he's right.

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TXBill



Former owner of a few diesel MB cars
1998 Lexus ES 300 In Chicago We Trust

maybe a OM602 instead of the 603. From a 190D will fit without messing the flossy too much.
Your choices are not that vast actually, but with the requirements probably only the 602 could fit the bill. But they are pretty rare.
a shame you are not in europe, your choices would then be vast and overwhelmingly varied in Diesels.

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Aquilae non capunt muscas! (Eagles don't hunt flies!)


1979 300SD Black/Black MBtex239000mi
1983 300TD euro-NA. White/Olive Cloth-MBtex 201000mi. Fleet car of the USA embassy in Morocco
1983 240D Labrador Blue/Blue MBtex 161000mi

I think you can achieve 130 to 160hp, OR you can achieve 30+ MPG city, but I don't think you can achieve both at the same time with any MB diesel powerplant that I know of.

Edit: Of course, when you get into the more current engines, say, post 1997 or so, you have a much better chance, but that sounds like it would be outside the scope of this project.

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Palangi

2004 C240 Wagon 203.261 Baby Benz
2008 ML320 CDI Highway Cruiser
2006 Toyota Prius, Saving the Planet @ 48 mpg
2000 F-150, Destroying the Planet @ 20 mpg



TRUMP .......... WHITEHOUSE
HILLARY .........JAILHOUSE
BERNIE .......... NUTHOUSE
0BAMA .......... OUTHOUSE

The OM602 option mentioned above is something I'll definitely be looking into. It sounds like that may actually be capable of doing what I'm looking for, and still remaining somewhat cost-effective on the used market.

The turbo 617's are within spitting distance of the desired power stock. Mileage would probably be closer to 20 city, but with a light foot I could believe 25.

I've never even seen under the hood of a fintail, so I don't know how well they would fit. In W123's width is no problem, but height and length are close to maxed out.

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Whoever said there's nothing more expensive than a cheap Mercedes never had a cheap Jaguar.

83 300D Turbo with manual conversion, early W126 vented front rotors and H4 headlights 400,xxx miles
08 Suzuki GSX-R600 M4 Slip-on 22,xxx miles
88 Jaguar XJS V12 94,xxx miles. Work in progress.

I just went out and took some measurements. The engine that's in there now is a 2.3l I6 DI Gas engine that's been retrofitted with a carbureted intake manifold (likely the original engine was destroyed somehow, so the mani was placed on a DI block someone had sitting around). The block, from tranny to the front end of the accessory pullies, is about 31 inches, and there's another 4 or 5 inches in front of that in which to put the radiator/fans (which the car doesn't have in right now). The engine is about 28 inches high at the top of the carb, about 26 to the top of the head, with about 2 inches of clearance above the carb. And the bay is about 30-31 inches across from the inside of one frame member to the inside of the other. The battery/brake booster are completely on top of the driver's side frame member, so there's no worries about them getting in the way of the engine.

Likely the most important measurements: from the center of the engine mounts to the engine side of the bell-housing is 15 1/2 inches; from the center of the mount to the core support is 19 inches.

I'd look for a turbocharged OM602 (From a 1987 190D 2.5T). It's physically smaller than the OM617 and has a hair more HP and TQ.