Obligatory "total noob here". So I have a 300sd that I would love to keep the original om617a in due to the car having a lot of sentimental value to me. My goal is 300 horsepower but it seems that 250 is a more realistic goal with the om617a... My current lineup for mods is:

7.5mm elements pump
Much larger turbo
Straight pipe exhaust (can't decide between 2.5" or 3"... Any input?)
Custom exhaust manifold
Swap the auto trans for a custom manual setup.

I have no clue if this will get me near my goal.

At this point though I'm unsure if I should even try this and just bail out and pay someone to help me with an om606 swap. Once again I would really hate to swap out the om617 because its such a quirky engine and having the original one in would mean a lot to me. Its cool having this inline 5.

What would be the most realistic and cost effective approach? I will definitely have to pay my mechanic here and there for help especially on the transmission swap and fabrication on the manifold if I stick with the om617. So labor costs are definitely a factor.

Thanks in advance and sorry if this comes off as silly or stupid.

Forgot to note, Ill of course still need to mod the om606.

I suggest you read my build thread. I have what might be the fastest OM617 in North America (though there may be someone quicker out there) as proven by actual timing slips from a real certified set of clocks. Just to let you know that I actually know something.

EDIT: Link to my build thread: I'm Back! S-10 OM617 Project You can skip to at least page 5 or so and not miss anything.

With the mods as detailed in my build I have right at 223 HP (IIRC) rear wheel measured with a DynoJet so that's probably a bit high. My point is that your OM617 goals are pretty ambitious but I'm not saying you can't get there. My current HP readings are with a SuperPump and a stock turbo with clipped vanes. I have a big turbo ready to go on but haven't had time to mess with it yet.

Be aware that these engines are not cheap to build. There is little off-the-shelf stuff for them so you have to be prepared to make a lot of your own bits and pieces. If you're paying someone to do this for you it's going to be pricey.

I know nothing about the 606 but it might be a good choice. I didn't consider it as it's too big (displacement) for my class rules and probably wouldn't fit in the S-10. I barely got the 617 in there!

Interesting project

Dan

A shame the 617 gets under appreciated

Many Europeans easily get that sort of power out of 617s. A highly modded one got 425 whp about this time last year and a not so modded one the owner claims 396hp IIRC (not sure if bhp or whp), many others around north of 300 too. I'm aiming for 200ish with my NA to turbo conversion.

I got a 3" straight pipe exhaust built.

Remember with a big turbo comes big lag so you have to tradeoff power or driveablilty unless you go twincharging or compund turbos, VGT etc

__________________
1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD

To add to what Scott said - Goran (DieselMeken) says that there are European guys claiming 600 HP but these are heavily modified from the crankshaft up. Different cams, modified prechambers, etc, etc. Mine is stock from the valve cover to the oil pan with only external mods. I'm hoping for 300 rear wheel with the big turbo and maybe additional pump tuning - Goran has videos on the process so I may take that on once I have more air to work with.

On the exhaust - I don't believe in it. Mine is about 16" long in total! That's why cars have a right front fender, to run the exhaust thru.

Dan

Not aware of a 600hp 617. Not sure that's physically possible in our two valve reverse flow head?

(sorry OP going on a tangent...)

__________________
1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD

I'd start with the stick conversion and if you still have money to burn go for the upgrade to the 617. the stick conversion is pretty straight forward.

__________________
[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

Hmmm.

What were your class rules? Under 3 liters? I was under the impression the 606 and the 617 had the same displacement...

I just checked... the 606 is smaller displacement. 617 was up to 3005 cc... 606 only went 2996

__________________
John HAUL AWAY, OR CRUSHED CARS!!! HELP ME keep the cars out of the crusher! A/C Thread
"as I ride with my a/c on... I have fond memories of sweaty oily saturdays and spewing R12 into the air. THANKS for all you do!

My drivers:
1987 190D 2.5Turbo
1987 190D 2.5Turbo
1987 190D 2.5-5SPEED!!!

1987 300TD
1987 300TD
1994GMC 2500 6.5Turbo truck... I had to put the ladder somewhere!

I just re-Googled. Mine is 2998cc (they got a tad smaller when they went turbo). I thought the 606 was a bit bigger but (as usual) VSTech is right - displacement is pretty much the same. Still, the 5 cylinder barely fits in the S-10's hole so the 6 cylinder would have taken a lot more cutting and fitting. No engine swaps planned in Mutt's future!

Dan

Being extremely facetious but just for the record all 616s + 617s got changed from 91mm bore to 90.9 not just "when they went turbo"

(Sorry Dan and OP!)

__________________
1978 300D, 373,000km 617.912, 711.113 5 speed, 7.5mm superpump, HX30W turbo...many, many years in the making....
1977 280> 300D - 500,000km+ (to be sold...)
1984 240TD>300TD 121,000 miles, *gone*
1977 250 parts car
1988 Toyota Corona 2.0D *gone*
1975 FJ45>HJ45
1981 200>240D (to be sold...)
1999 Hyundai Lantra 1.6 *gone*
1980s Lansing Bagnall FOER 5.2 Forklift (the Mk2 engine hoist)
2001 Holden Rodeo 4JB1T 2WD

I thought that switch coincided with the switch to turbo. Not so? Ya learn something every day......

Dan

Yeah, you have to wonder why?

__________________
[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC]

..I also have a 427 Cobra replica with an aluminum chassis.

You can get there, the 617 is fun.

The head is your most limiting factor. If you're serious about making it fast you need to port the head-it necks down just behind the valves.

After that the standard header/turbo/big pump/modded injectors/PCs/hot cam stuff will apply.

__________________
$60 OM617 Blank Exhaust Flanges
$110 OM606 Blank Exhaust Flanges
No merc at the moment

But, can you do 200HP+ with a 617 and not be blowing black smoke all over hell? I would love a little more power from mine, but I don't want it "rolling coal". I want it to still be a daily driver. All built engines I see, including the few with Goran super pumps throw black smoke... and if I understand it right, that's just wasted unburnt fuel so why not back it off some? there has to be a happy medium. Next would the stock trans even handle more power? Mine getting a little long in the tooth with 500,000K on it.

I owned an s-10 with a 383 stroker motor, a 617 blower, twin 750 double pumpers, B&M racing 3 speed trans running on a ford 9 narrowed 3.70 geared fully locked with 33' tall tires 18.5' wide Mikey Thompsons custom Greg Moser axles full square tube frame and I drove that truck to every event for 14 years. .... no smoke, unless I was laying down the 36' wide patches of rubber..... may have got 3 miles to the gallon, but it was very drivable.


Come to think of it... a replica of this build in the my 85 wagon.....

The 606 is the same length as the 617 each cylinder is smaller then the 617 cylinder they are almost the same displacement both engines are 3.0 litters