I owned a 21' class A motorhome with the Mercedes 616 engine (307d). (4cyl 70hp). It had a 5 spd with a granny gear. Topped out around 68mph. The 617 turbo has lots more horsepower so with the right gearing it should push a wagon just fine. Turbo 617's were available from 79 (300SD) until 1985 (300SD, 300D, 300TD). Some people like the early ones (79) since they had no EGR valves. The 85 has a small electronic rack sensor which controls the EGR. Nothing electronic on earlier ones. At altitude I would not consider the NA version which was available from 1976, although MB put only the NA versions in the G-Wagon.
Mercedes diesel conversion
- Thread starter cumminscruiser
- Start date
1stgenoverland
Adventurer
One of these engines in a first Gen 4runner would be epic...Since the 4runner and the mercedes car weigh about the same. Only issue I see is that fact that the mercedes motor is 180 lbs heavier then the 22re and that it doesnt leave much room for the fan up front. Also a toyota diesel weighs a little less and if you get the 1kz-t, it has comparable HP. Although not as much torque I think. I did see one forum of a guy putting the OM617 in his lifted 4runner though...Looked and sounded very cool. Seems like a good motor to put in with some HP upgrades and bigger exhaust. I will be looking into this to replace my 22re..
dieselcruiserhead
16 Years on ExPo. Whoa!!
I haven't posted and word isn't really out yet, but I'm happy to mention it. Only because I have one in my posession as we speak, and I'm putting it in my '91 truck with the OM617 because of lots of complications I ended up having with two adapters with the Chevy AA kit to the 4x4Labs chevy OM617 kit...
But, 4x4Labs has a OM617 to G series toyota 5 speed kit out... now! this also works with the Toyota R series transmissions (the turbo and 6 cyl 5 speeds) using the correct Toyota bellhousing. Here is the best part: uses the 22RE starter, a 22RE flywheel that they have precision machined behind the OM617, and a 22RE clutch.. All OEM parts! The only part not OEM is the adapter of course, but it is a beautiful beefy aluminum adapter, aka no issues. It is also much smaller than the Chevy adapter so it will fit into many more applications. One has been installed in a truck already. The truck immediately left for the Rubicon for an entire week and performed flawlessly.. I have one of the kits in my possession ready to go into my truck, and as always, it is a work of art.
So let me repeat this again: 4x4Labs has developed a kit that will let you bolt a Mercedes diesel into your pickup. It is a work of art, uses all OEM parts, it is reasonably priced, and it is available right now. So call 4x4Labs with questions when you get a chance...
But, 4x4Labs has a OM617 to G series toyota 5 speed kit out... now! this also works with the Toyota R series transmissions (the turbo and 6 cyl 5 speeds) using the correct Toyota bellhousing. Here is the best part: uses the 22RE starter, a 22RE flywheel that they have precision machined behind the OM617, and a 22RE clutch.. All OEM parts! The only part not OEM is the adapter of course, but it is a beautiful beefy aluminum adapter, aka no issues. It is also much smaller than the Chevy adapter so it will fit into many more applications. One has been installed in a truck already. The truck immediately left for the Rubicon for an entire week and performed flawlessly.. I have one of the kits in my possession ready to go into my truck, and as always, it is a work of art.
So let me repeat this again: 4x4Labs has developed a kit that will let you bolt a Mercedes diesel into your pickup. It is a work of art, uses all OEM parts, it is reasonably priced, and it is available right now. So call 4x4Labs with questions when you get a chance...
dieselcruiserhead
16 Years on ExPo. Whoa!!
I haven't yet but here is a great Youtube video of a 123 wagon and it weighs about the same weight as a FJ60.
[ame="http://www.youtube.com/watch?v=czV3fwZ73gc"]YouTube - world's fastest diesel mercedes w123 300d[/ame]
On my 617 I did a number of very basic performance modifications that should net I figure 20 hp fairly easily that were also "common sense" , ie anyone who does a swap would do the same. AKA, big exhaust (3", there is little additional cost by going to 3" instead of 2.5"), and removing some of the emissions equip (the EGR device) and boost controller that are complications with the swap.
The heavy 123 is powerful on hills with the 617 when running right & tuned accordingly. My 91 pickup will be heavy and I'm assuming it will still perform very well. It is also perfectly geared, in my opinion, for the 617 with the Toyota truck 5 speed with 4.1 gears and 33" tires. The 617 likes to run high and redlines above 5000 rpms unlike most diesels. Their sweet spot on the highway is about 2800 RPMs. The R series 5 speeds are strong and I've been them in a number of Land Cruisers with Chevy 350s or more powerful diesels like the Isuzu 4BD-1T and they still hold up. Rhino on this board has this setup, with the Isuzu, in his heavy FJ55. So this is a great option even in a Land Cruiser, and would also save some money...
[ame="http://www.youtube.com/watch?v=czV3fwZ73gc"]YouTube - world's fastest diesel mercedes w123 300d[/ame]
On my 617 I did a number of very basic performance modifications that should net I figure 20 hp fairly easily that were also "common sense" , ie anyone who does a swap would do the same. AKA, big exhaust (3", there is little additional cost by going to 3" instead of 2.5"), and removing some of the emissions equip (the EGR device) and boost controller that are complications with the swap.
The heavy 123 is powerful on hills with the 617 when running right & tuned accordingly. My 91 pickup will be heavy and I'm assuming it will still perform very well. It is also perfectly geared, in my opinion, for the 617 with the Toyota truck 5 speed with 4.1 gears and 33" tires. The 617 likes to run high and redlines above 5000 rpms unlike most diesels. Their sweet spot on the highway is about 2800 RPMs. The R series 5 speeds are strong and I've been them in a number of Land Cruisers with Chevy 350s or more powerful diesels like the Isuzu 4BD-1T and they still hold up. Rhino on this board has this setup, with the Isuzu, in his heavy FJ55. So this is a great option even in a Land Cruiser, and would also save some money...
addicted56
Adventurer
I would have loved this when I bought another 3.slow to put in my old 4runner.
Can you tell me which toyotas came with the G and R series transmission. I'm getting conflicting and little information when I google it. I take it that it is in all manual trucks pre 96? Is the price on the kit the same as your chevy kits?
So years for Tacoma, Land Cruiser, and 4 Runner?
Can you tell me which toyotas came with the G and R series transmission. I'm getting conflicting and little information when I google it. I take it that it is in all manual trucks pre 96? Is the price on the kit the same as your chevy kits?
So years for Tacoma, Land Cruiser, and 4 Runner?
addicted56
Adventurer
Good deal. Plenty of those R series trucks out there and for a good deal and usually in decent shape. Luckily the engines were such POS that the were just sidelined and have been sitting broken down for years. I remember climbing a Mt. in Virginia in second gear with nothing but slighly larger tires and it bogging down so much I almost had to downshift again. I really hated that engine, not sure why I replaced the old one with the same thing. I guess becuase it was easy and the engine was cheap.
I stopped to look at a Tacoma today but it was an automatic and apperently the engine was still ticking. Looking and building it is more fun than driving them usually.
Time to clear the driveway and move on to the next project :victory: Who needs a built LX450 or a fresh frame off FJ40 :smiley_drive:?
I stopped to look at a Tacoma today but it was an automatic and apperently the engine was still ticking. Looking and building it is more fun than driving them usually.
Time to clear the driveway and move on to the next project :victory: Who needs a built LX450 or a fresh frame off FJ40 :smiley_drive:?
dieselcruiserhead
16 Years on ExPo. Whoa!!
This is mostly right. The Gs were in the 4 cyls through 1995 including fuel injected, and the Rs were in the 6 and turbo 4. So this is the mentality behind using the 22RE pattern, that it would work for both. Even the 4 cyl trans is surprisingly durable but I would only consider the R personally mostly related to just making sure it holds up. It is a modern, smooth, synchro'd, and excellently geared trans. It would be a great trans in anything including a Tacoma or a modern vehicle in my opinion, but is still stout enough for something like a FJ60. It is also very cheap to build/rebuild and also has tons of aftermarket t case options. It's frankly the most inexpensive 5 speed with the widest range of options, I think among anything I've messed with. I'm running mine with the normal 1st gear (not the low turbo 1st gear) and with a double case. This said it would be just fine with stock gearing because the diesels will have so much grunt at torque and it should idle over most things. The power the Benz engine has is night and day versus the original automatic that was behind it. It is much more powerful and torquey in particular on the low end. This is mostly from 123s I've driven that have been converted to manual, or had the OM617 installed into them if they came manual.
thanks,
Andre
Last edited:
addicted56
Adventurer
I had only driven one manual 240D and it was night and day over the automatic. Loved the automatics though. For an early automatic transmission to last in a heavy car for 300+K miles was pretty amazing.
So I'm still sort of confused on all of the trucks they came. I've got a pretty good jist I believe. Still if I was going thru all of that work to put it in an FJ 40/60 I'm not sure if I would go chevy or not. Like you said the t-case gearing options are good in the Toyota realm. I would also have to look about the t-case drops. Aren't most chevy's meant for a centered rear diff while the toyotas are offset?
So I'm still sort of confused on all of the trucks they came. I've got a pretty good jist I believe. Still if I was going thru all of that work to put it in an FJ 40/60 I'm not sure if I would go chevy or not. Like you said the t-case gearing options are good in the Toyota realm. I would also have to look about the t-case drops. Aren't most chevy's meant for a centered rear diff while the toyotas are offset?
Last edited:
dieselcruiserhead
16 Years on ExPo. Whoa!!
With IFS, no lift required. With SFA, I am at about 2-3" lift (it matches Old Man Emu in the rear).
151fab
Observer
I'm not afraid
Did I bump into you the other week at Mark's Offroad? I was picking up a 4 speed, bellhousing, & clutch for my FJ60-OM617 conversion. What transmission setup are you using behind your MB engine?