617a whats the difference
any one know what the difference is between the
617-951 and the 617-952
thanks adrian
From Wikipedia:
The .952 is identical to the .951 apart from minor changes to fit the North American only 123 chassis. It was also fitted to the European market W123 wagon, the 300TD. This was the only turbocharged OM617 fitted to a European W123. Power originally was 121 hp / 89 kW @ 4350 rpm, torque 230 Nm @ 2400 rpm. From October 1982 - 125 hp / 92 kW @ 4350 rpm, torque 250 Nm @ 2400 rpm.
Not sure Adrian. Gav might know.
Hi Adrian
Nothing on the engine number gives you a date....
617 = 617 type engine
952 = Model Derivitive = 123 300TD
1 = LHD
2 = Auto
021003 = Serial number
That engine is from a 1982 T123 Series 300TD TurboDiesel
The Chassis Number was 123 193 12 010549
Champagne Metallic made in Sindelfingen and sold in Nuremburg
Hope that helps
Gav
Shipped from factory 2nd April 1982 so you would appear to be missing 4 horses
There nothing wrong with these grandfather clock motors, 198hp in a c111 im a firm believer in them
are you gonna let us in on the ip and intercooler mods ?
are you gonna let us in on the ip and intercooler mods ?
I second scouse on this adrian...good luck !
hi eddie . without stealing the thread [sorry adrian]
would you know any history on my 617a ? where did grix get it from ? was it overhauled ? is it an early version or the 125 ps version.
rgds hus
Huss.
I don't know the history of the Grix 617A.
Post the engine number here and Gav will chime in.
Adrian.
Your set up is very sweet.
Eddie.
you know the score adrian...!
but i think theres no engine number on mine...
which may indicate a new block and possible overhaul if im lucky. i hope to get to drive my G with the 617a soon. i dont want to look into any upgrades yet. lets see how it runs first.
could you share pics of the engine bay ? the intercooler and all other mods sound interesting.
did you adjust the valve clearence ? apparently its the heart of the 617 after about 10,000 miles..
rgds hus
i done the valve clearances before i put the motor in, 6k to go !
My test drive is long long long overdue, and i bet your not about 2mora?
adrian, i think the gain in power and loss in tire increase has kept the mpg the same. try using the G with the original rims and tire and i bet 25+ mpg will be very realistic.
electric fan would gain you about 15% power increase so i have read and also a 10% mpg gain. it seems all gains...i dont think you need a vicsous fan in the uk as weather there is nothing like it is here in cyprus.
only downside of electric fan is water. if you often wade through deep water you will need a 2 way switch to overide things if needed. ie,
1-switch off if things get wet and fan wants to switch....not a good thing.
2-switch to normal use.
i havent tested my G yet...but an electric fan is also on my mind.
617a valve clearance is different for the 617/617a so i just read. will get it checked. i have just had a 60 bore short exit exhaust fitted.silencer seems a bit too small, we will see. the flex thats been fitted is also smaller than what ive seen on other 617a conversions...
my mechanic is working on fine tuning the gears now. the linkages needed adjustments etc. gearbox is off a 308 van
711 110. he seems to be struggling....and the job is going on far too long. hes also struggling now with the engine shutoff. my g was an original 300gd so the switch off should be on the ignition barrel. he doesnt seem to have a clue or hes just talking crap. today he notices the the shut off swtich on the ip !!
i given him till saturday to sort out things or i am pulling the G to another mechanic.
i would like to see how you guys connected up the the 280 airfllter box to the turbo.
rgds hus
looking forward to seeing this conversion. if you get power close to the td5 you will have a seriously quick G !
rgds hus
Simon's inlet pipework, picture taken last nite. Purchased from autosiliconehoses.com
adrian you wonna see the crap they do out here, honestly !! that looks perfectly fine mate ! for the time being...:))
would be nice to see what the engine bay looks like now.
rgds hus
could anyone help with how they connected up the throttle linkage ? my mechanic has used a custom approach. not too happy with it. it will do for now though i guess or he will keep the G in his workshop for another 3 years !
rgds hus
Hi Pic of the engine bay for mine? no problem I will sort it and post here. Adrian the guys just used standard jubilee clip - guessing it must have been one for 75-100mm given I think the outlet from the airbox is 84mm?? Throttle linkage wise Grahame got the standard set up to work and then I had it adjusted (Grahame would have done it, but I had my wife locked outside the house waiting for me to get home from his garage :-) to get the hand throttle to work again. This was just a matter of sorting though the various linkages to make sure the IP arm could go through full range without fouling the bracket on the cylinder head. Ta Simon
Some pics of Adrian's engine bay. These are all I have.
Eddie.
Engine bay pics - well hopefully ta Simon
thanks eddie. thanks simon666.
the rod that comes from the firewall to the throttle mechanism on the ip. whats the use of it ? is that what pushes down when the pedal is pressed? because i can also see a throttle cable going on to the mechanism , or is that for idle control ?
btw, my engine sits far more forward than yours. my mechanic pulled the engine mount plates found on the chassis forward. its really cleared the sump from the diff by doing this. but the rad and fan are literally 'kissing'. also my 79G being a lhd the install was all pretty easy .
rgds hus
adrian , the 617 sump will not work on the 617a ..617a sump has the oil pump on it and thus about 5 cm longer
rgds hus
my setup in like the choke cable. but i would prefer the original setup too...thanks for enlightening me adrian. best contact guido or maybe mike or eddie might have these parts lying about.
rgds hus
Not sure which bits you need Hus. I have loads of 617 bits but nothing for 617A specific. Scouse G might be able to help there.
Some pics of Adrian's engine bay. These are all I have.
Eddie.
Adrian...
I assume the clamp you were asking Simon about is the rubber insulated "P" Clamp that is towards the end of the Air Intake Pipe in to the Air Box? Shown on the first picture Eddie posted of your engine bay, you have reused the 300GD standard clamp and had to cable tie it together as it is not large enough to go around the increased bore of the replacement 280GE Air Intake?
The 280GE does not appear to use that clamp in standard form...
Simon, any size dimension on the Clamp you / Graham used? Or can you measure the bore of the 280 Air Intake where you have that pipe? The 300GD standard Clamp lists as 50mm so assuming 60mm +
Quite a common part, but maybe not in Thailand Adrian? LOL
I can get one and send if you need... or Simon / Graham if you have a spare i can PM Adrian's UK address for an early Xmas present
Gav
hi eddie. i would generally need the linkages from the accelerator pedal to the ip.... the part of fixed to firewall that has round rubber grommet would probably have to be newly purchased as it causes play in the accelerator pedal.
gav may have the diagram to this..;)
rgds hus
all good advice adrian. you are old school but its the right way to be...
i can recommend you fit a simple turbo timer to your G. i have it on my cabrio. you can adjust it to your needs. mine is set to 40 seconds after i stop to shut off. get out lock the door and walk away...people always ask me why i forget to shut the engine off
79G will get onen fitted too...
rgds hus
sorry to ask but is that clamp necesary ?? sorry.....
i would say a snorkel is a very wise step forward. the cold air draws from external is very very benificial..it disconnected mine off the cabrio G to see if it made a difference under moderate throttle climbing the kyrenia mountain pass. BIGTIME !!
thanks eddie
is it posible to know what year engine i have from the number
617.952.12.021.003 the 12 and the 021 are left Hand drive / alto
not sure which way round so will the 003 tell the year
adrian