I was just wondering if the 5 cylinder from a 300 TD will bolt to the 4 speed from a 240D?

The 300TD's engine comes w/ an auto that slips badly, and I hate autos anyway, but I have the 240D's trans already, and wondered if I could use the 300TD w/ the 4 speed and they'd just bolt together and if so, what clutch to use?

http://www.peachparts.com//shopforum/showthread.php?t=88699&highlight=auto+manual+conversion

This thread was running a week or two back, go down to post 10, I listed a # of swap threads.

www.peachparts.com/shopforum/showthread.php?t=263717

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

This topic comes up enough it should probably be a sticky.

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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 wonder if you've considered using the search feature in this forum? Quite the amazing tool.

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Never a dull moment at Berry Hill Farm.

I did, but I searched using incorrect terms or something, because I came back with completely unrelated threads.

I actually searched on another diesel forum and found a link back to the thread that was first linked in this thread, on this forum.

Really, I don't need the whole spiel on how to install it and everything, because it's not going into a Merc at all. It's more than likely going to end up in a Ford F150 or a Dodge Dakota, so none of that thread applies except the fact that it bolts up, and which clutch I need to use. (Which I still haven't found 4 pages into that thread... I'm going to keep reading, though.)

I honestly just want a little more than 62 HP on tap for when I'm hauling stuff. I figured the 5 cylinder TD would be great matched up to the 4 speed for this task.

Don;t get your hopes up. <30% more hp...my 617.952 dynos out at about a whopping 78hp.

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Never a dull moment at Berry Hill Farm.

Anything more is still more, and the fuel economy (as I've been told) is still similar, not that it really matters when you're making your own fuel.

I don't haul huge trailers and such, but getting the load moving always takes much more power than keeping it at speed, which is where the torque comes into play.

I can haul 7,000 lbs (~4,000 equip trailer with ~3,000 car) with a 2.2 4 cylinder 5 speed S10 all day, but it takes forever to get it moving. Once it's up to 55, I can hang it there and relax, but it's literally a minute to 45, and 55 is an uphill battle even when you're coasting down hill, it seems.

On top of that, it only takes approx 25 HP to maintain 60 MPH with the F150, so the rest can be used to get/keep the load moving.

I could handle going a little slower if it meant I was going to be burning cleaner fuel.

Everything I read about the 1985 300D is telling me 120HP, a nearly 100% increase... That's where the motor is coming from, in case there was any confusion.

Also - how would the OM617 react with a GT37 VNT turbo and water/air intercooler?

Christ,
To answer the original question, the 4-speed from a 240d will bolt to your 617 engine. You can use the 240d clutch and flywheel, although it is preferable to use a 617 flywheel, if you can find one--they come up on ebay occasionally.

I like your idea of putting the 617 in a pickup, I'll probably do the same in the future, just haven't had the time.

Another idea you might consider is an adapter kit which allows you to use a 700r4 trans behind the 617. There is one available which utilizes the stock Mercedes flywheel and torque converter bolts. Included in the kit is a custom torque converter, adapter plate, neccessary hardware and mini-high torque starter in the stock location. It fits the 700r4 used with the 2.8 liter engine. $950 contact info bob@transmissionadapters.com

The $950 sounds kind of expensive, but when you consider the expense of the manual 240d trans and probably $300 for a used 617 flywheel it is not so far out of line. The automatic is also much better for everday driving and should yield good fuel economy with the right rear end ratio. Plus, 700r4's are about as common as rocks, and cheap.

Hope this helps.

That was very helpful, thank you.

It seems like there is a kit to bolt your cat to a 700R4 anymore, doesn't it? Just seems to be a pretty popular transmission to bolt just about anything to, unfortunately, it won't serve my purpose without further work, including a manual valve body. I hate automatics. There is one hooked to the back of the 617, but it slips badly, according to seller.

I'm not dead set on installing the 240 trans, just thought it might make my life a little easier when it comes to nuts and bolts. I have several other transmissions around, including some that you'd find in later model Fords, both full size and small SUV (Bronco II) in several configurations, so one of those may be the better way to go for me. Also, several of my transmissions have transfer cases hooked to them, so I can use the front output for PTO to drive air pumps or hydraulics.

Again, still debating the benefits of each setup, but I've made the deal for the 617 turbo engine, will be picking it up next Saturday from Wolcott, NY.

A 617/4 spd can be made to work in a Dakota or F150, but it will be pretty slow. Either vehicle is heavier and has more drag than the 123 and 126 bodies the engine originally came in. If I were going to all the trouble of an engine/trans swap in one of those, I would be looking at some more powerful/higher torque engines. I know of at least one Dakota that had a 5.9 Cummins stuffed in it.

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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.

If I had the money, I'd use a Cummins 4BT. I don't, so I work with what I have. Besides, your definition of slow and mine are going to be two completely different things. I seldom go over 60 on the highway, and my acceleration time could be measured in how many boxes the post office delivers on time.

If what I'm reading is correct, and the 300D does have ~120HP, the acceleration will be fine. And even if not, I'm driving a 3,500 lb minivan right now, usually with up to 1,000 lbs of crap in it, and it's only got 150HP on it's best days, with a 3 speed auto, FWD. (It's a Neon drivetrain in a Caravan.) and it does me fine. I'd love to get more than 30 MPG with it though.

I did the 300 conversion to my sons 240 4 speed this summer and it turned out great. We have put 3000 miles on it so far with no problems. The car is actually faster than his friends 85 300 CD turbo. The flywheels and crankshafts all have very small chistle marks in them that are lined up for balancing, just line up the marks on the 240 flywheel with the 300 crank and put it together.

Dan

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81 240D 4speed with 300D engine
87 560SL
2005 E320
Yukon Denali
Sierra Denali
850 Turbo Volvo
1996 Mustang
1984 Mustang race car
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