With out a doubt its a long and expensive project. I'm still picking away at mine, but have not had time to even lay hands on it this summer! Just to many other rthings going on and it keeps getting pushed to the side.

 

Hey all. I just got off an involuntary vacation and i have to apologize. I am back now and will be continuing where i left off ref last date of last post. I will be busy untill wed this comming week. Know that my 3.9 will be out on friday and i will be very detailed on all modifications relative to the conversion especially the motor mounts, the oil pump snorkle extention mod and sump pan mod. Finally my adapter method. I have only been home for two days so please be patient. Again, please fogive me for not keeping this thread current and i was not able to do anything for 125 days if u feel me. cheers and thank you for all your interest inthis post!

 

After looking and finding pricing for the flywheel I need to move forward with the project, I have finally found it for less than 300.00 and local at that. I want to guess that I may have the engine fitted to trans enough to get a measurement for the fabled adapter. For the manual trans, the adapter is not a big deal. The flywheel fitted with clutch and pressure plate is however the biggest deal in the world so the bell housing, input shaft and the rear face of the OM617 engine can be measured so that the adapter plate can be measured for. HUGE BEANS HERE!!! As a huge financial worry out of the way, the project can move forward and one more step closer to getting 28 mpg with my OM617 benz vs. the ever thirsty ***** of an engine 3.4 LR built spec of GM group for BUICK 215 V8... Loves gas and like a good *****.... wants more money every time i get inside her.!

More to come and stay tuned!

 

Was hoping you had a thread of your own so I can check it out. The more folks on here working on the same conversion is a plus if progress is shared. Hiccups, road blocks and successes alike. Give it up and share what you got

 

Actually I am quite sure severe vibration destroyed the crank as he had no connecting rod bearings left. I believe this to be caused by bad balancing of the way he mated the torque converter up to his flywheel. I am sure he could have at least removed the valley pan to inspect his crank journals and bearings as well. Who knows. He did tell me personally about vibrations which effects the factory balance of the om617 motor.

 

Tell me about your 95 D1 5sp om617... I have found that this project is not that expensive as you will not need the fabled adapter plate to the extent everyone speaks of unless you have an auto trans. You will not know until you have the r380 trans up to your om617 motor.

I found the 240D manual flywheel clutch, pressure plate and bearing for 50.00 local from a retiring benz mechanic with loads of this stuff laying around. I almost feel guilty so I bought 2 of everything....lol I decided to use benz all the way to my trans so only issue I may have is the splines on the trans won't match my disk and i may have to go to rovahfarm.com and order the rover disk for 60.oo and shave the diameter as 10 inches is too big to fit insite the benz flywheel. I have been told a good metal lathe should make quick work of it.

 

Last motor designated for the swap was installed for a motor that ran dry of oil and spun the 5th cyl rod bearing. I have since got a 98 with 4.0 that is rust free and better interior than my 95.

I have a running A to B vehicle for the time it takes for the swap as the main hindrance of this project. PICS from here on out of nothing but progress.

Thank you all for your patience as I am certain folks thought "Just another pipe dream and a huge waste of time following this thread" but this is the real thing.

Digest:

3.0L 5cyl Benz OM617 swap for a gas guzzling rover V8. 125hp and 181FP torque mate up with a R380 trans. Benz all the way to the trans including manual flywheel, friction plate.

Will be back with fabled adapter plate thickness at least for the swap.

I have 3 days a week that a baby sitter is afforded and other projects to bring funds into the household. Time is an issue obviously.

Have a welder and stock to fab the motor mounts, have motor, have a drive around vehicle and have motivation to get min 22MPG

It's ON! Finally

 

First post.. and its going here!

Listen man, I've bookmarked your thread and several others looking for progress and a detailed run through all your trials and tribulations. I think its an excellent swap with it competitive in power with the 200tdi / 300tdi but not near as competitive in the long run and reliability. It's a tried-and-true iron workhorse.

Im going through a OM617 I have in my garage now, and when it's done contemplating this very swap. R380 all the way. I've been on the lookout for 5spd discovery for the last little bit, not much has turned up in my neck of the woods so far (PNW).

Questions though, your wanting to use 240 flywheel back to the clutch, are you still planning on using a lathe to work down the disco clutch disc? Do you know if the throwout bearing will work with the pressure plate (have enough throw / too much?) that would be a concern of mine, I would hate to put it all together and find out that it is not disengaging properly.. would be a real kick in the sack. Might be some other alternatives. Have you figured what you are going to do for a bushing adapter for the input shaft?

I'm glad to see your touching base with your thread, please keep with it, I'll be watching close. Tons of pictures please!

Like I said, I'm thinking this will be my next diesel swap, I just finished one in a 1994 4x4 Ford Ranger. Check them out if you want to and get a chance!

 

I've not had a chance to even touch my project in over a year. Thinking of just scrapping the idea and working on my other projects. I got to the point of gabbing the plate between the r380 and the motor and that's where it stalled. Now, I work all the time, and the few days I do have off don't allow me any free time to continue.

 

Welcome to the forum KOLDSTART!!.

To answer your question about lathing the 10" (65.00 at rovahfarm) rover disk, it is either that or change the input shaft to a 10 spline as the Benz clutch disk is or find a 9" 20+ spline disk to mate with the r380 input shaft and fit in the 240 manual flywheel. Balancing of the crank and weight to transfer and maintain torque is main key. The 300GD and Euro 300TD uses a 38lb flywheel for a good weight match of a auto torque converter. I do not want a broken crank after all the work is complete.

So the pilot or spigot bushing issue. I toyed with the idea of a sealed bearing ID matching the input shaft and OD matching the place of the insert portion of the origional torque converter. Bearings wear and tend to deviate the input shaft upon failure so.... I have a hard aluminium disk and a cylinder from an injection / extrusion machine that i may extend the crank with. Of which I can machine the inner bore to accept a bushing.

As for the R380... There is a shop in Atlanta. that imports them rebuilt from UK. For about 2300. You can get one imported direct from Ashcroft trans in UK.

Honeslty as stated before, I never did this before and will not know exactly how the issues you bring up and are in the equation will be addressed until I actually have my motor out and I can see "HOW THE THING WORKS"

I will post pics of my parts used between the om617 and the R380 as soon as I locate my phone....lol