Now for the reply that you all wanna blast me for......
 

There is the CHEVY v-8 installation option:rifle::gun_bandana::hanged:

Regards

Run-Em

Trucky guarantees you can do one in a weekend....no problemo.:eek:

Tom W

I took apart the block but there wasn't an obvious cause. I have #1 and possibly #6 rod and piston sets in the garage if anyone wants to check them for bending. Give me an address and I'll send it/them to you. I'm quick to blame the rods but possibly the pistons or wrist pins deformed.

Original 602 and 603 head gaskets are notorious for leaking oil from the oil passage between the timing chain cavity and #1 combustion chamber. A telltale is oil around the #1 exhaust runner and timing chain tensioner. gsxr chronicled oil passage design changes on the 14, 17, 19, 20 and 22 heads. Apparently cracks weren't the only problem of early 603 heads.

I don't think the 3.5 rod bending mystery will ever be solved but my money is on oil leaking past the head gasket into to cylinders. Whether the design flaw is in the block, head or gasket is the key question.

Sixto
87 300D

It's as easy as you say but not exactly like that :)

603.960 and .961 oil pans have that pocket on the right side. .970 and .971 oil pans don't. I don't know if a .970 oil pan will fit a W140 or vice versa. I know a .96 pan won't drop into a W140 because of the front crossmember. Along with swapping pans, you have to swap the dipstick. I didn't want to do the precision measurements to determine whether a .96 front dipstick would work with a .971 pan. I used the beefier .971 front cover which had the dipstick port plugged. The .971 dipstick comes up behind the IP. It's in the way of working on fuel lines and such. I should have done the math to see if it can stay at the front.

I didn't know .960 and .961 oil filter housings were different. I thought it was only the lid that was different. I know .961 and .971 oil filter housings are different, but seemingly only in how the oil cooler lines attach. I mean the fittings are off by a few mm and a few degrees. Everything else looks the same.

There aren't more electrical controls on a .971 per se. MB moved coolant temp sensors around but there's the same number of them. Oh, the there's an electric switchover valve for the shut-off actuator. It kinda hangs on the wiring harness so it's more part of the car than part of the engine. The vacuum actuator on the IP is the same. The IP has the same electrical connectors. In fact .96 and .97 IPs are interchangeable from what I can tell. It continues to puzzle me how my 93 SD with .961 block and .971 IP got better fuel mileage than my 87 SDL with .961 block and Gus Pfister rebuilt .961 IP.

I sent Chuck my swap notes so he'd know if I missed anything a year later :)

Sixto
87 300D

Yeah about what I figured, a bunch of little things were changed. But all you really need is the 3L block, then just bolt everything else to it.

That's what I did. Typing the last two messages took longer than the actual swap :)

I did a thousand mile round trip in the 300D last week and boy do I miss the SD.

Sixto
87 300D

sounds like a great option
 

Folks,

Sixto did a great job of documentation on the mixing and matching of parts to put a 3.0L 603 into a W140. As he mentioned there are differences in oil pan, some decisions on the turbo / wastegate, and few other things. I'll be glad to repost if others are interested. I also contacted and talked with a person from Benzworld that inserted a 606 turbo into a W-140. That conversion is way past my skills.

Chuck

Depends on how you do 606 into 140, which was a factory configuration outside the US. For the most part, the 606 block is indistinguishable from the 603 block. Both share the 104 oil pan gasket (in fact my bent rod 603 came with a 104 oil pan!). If I understand our Finnish friends, the 603 IP bolts up to a 606. That's half the battle won right there.

If you can live with a static intake manifold configuration, it should be a simple matter to get it running. The biggest complexity in my uneducated mind is attaching a 603 cruise actuator (since it's part of the throttle linkage) to the 606 head.

If you want to preserve drive-by-wire, variable intake tracks and other electronic 606 goodies, you'd better have an E300 parts car.

Sixto
87 300D

BTW, I'd like to hear about that 606 into 140 conversion some day :)

Sixto
87 300D

I've been away from this forum for some time . In the meantime I successfully installed a 606 engine in my '93 300SD. The topic was covered for some time in the Mercedes Benz forum.

The job was completed June of '07. The car has 6000 miles on the 606 engine with no problems.

I have installed a custom made intercooler, eliminated the EGR valve, installed a pressure controlled wastegate controller, eliminated all but one of the leaky push on fuel lines.

Check out some of the work involved at:

http://s235.photobucket.com/albums/ee67/jtripp_2007/?start=all

I believe that I may have the only one in the USA or at least the first one!

Mr. G, that is very cool! With the intercooler installed, you can now safely increase the power output. If you just installed the injection pump from the '93 engine, you're still limited to the stock 148hp. You can at the minimum max out the stock pump (good for 170-175hp or so), or have the larger plunger & barrel assemblies installed from the turbo 606 pump, which should get you north of 200hp. And THAT would be a way cool W140!!

:batman:

Oh I want, I want! Thats my dream car!

To bad MB screwed us over and stopped inporting the diesel S class right as they started putting good engines in them!

Or go a bit nuts and crank it up to 400hp!:D That would be fun screwing with S600's!

Ain't that the truth. My sister would promptly swap their S500 for an S300 (W140.135) if one existed in the USA. Actually, I did hear of a genuine gray-market car imported by a diplomat, that is running around here somewhere in the 'States. Not likely we'll ever get a crack at buying it though.


Very true! This is possible with a Myna diesel pump, but with the small-ish intercooler (and stock turbocharger), it probably wouldn't get much past 250-300hp without upsizing both of those items (and the exhaust plumbing, too). I'm pretty confident that 200-220hp should be possible with the 6mm plungers installed though.

:scholar:

Here is a picture of an European '98 S300 with the 606 engine and 722.6 transmission. I got the picture from E-Bay Italy