Hey everyone, I know you guys might be tired of a noobs/novices asking about a diesel conversion/swap and there might be links/posts/articles on this, but would a OM617 fit in a 2nd generation El Camino? Did a search on the forums and didn't find anything. I have a feeling from some google searches that the engine is too tall? Just dreaming about a diesel El Camino (as I was a year ago lol). Thanks for any information or opinions! Happy Holidays everyone! Cheers, Kevin
Qeb
The OM617 has a front sump oil pan. Modifying it to rear sump is not easy. So, installation in an El Camino would require major surgery on the oil pan or the cross member.
I have one in a 56 Dodge truck. It is noisy and slow .... but dependable and economical.
If your heart is set of a diesel, the OM606 would be a much better choice, IMO, but is difficult to find in the US as they were sold here only in 98 and 99.
I have one in a 56 Dodge truck. It is noisy and slow .... but dependable and economical.
If your heart is set of a diesel, the OM606 would be a much better choice, IMO, but is difficult to find in the US as they were sold here only in 98 and 99.
If that is the main hurdle to the project one could easily convert to a removable/bolt-in crossmember up front...been done many times on various cars to enable oil pan removal.
Why not put a 2.8L duramax LWN, verses some out dated benz motor. Might have the benz and Chevy gods rip you a new one.
JKCamino, thanks for the encouragement!--------------CharlieBob, wow that sounds like an awesome truck!, so the OM606 won't have this sump problem?----------------HandOverFist, thanks for your input/joining in on the discussion----------------- JKCamino, do you know how much a 2.8L duramax might cost? I did a quick google search though, I have a feeling it will cost more than a used merecedes engine.================================== I think that r2.8 cummins would be great, but I can't afford that right now. Anyone know much about toyota diesels? Maybe the 3b or 3bt?===================== Cheers!
As someone who commonly does things that neither me or anyone else has likely done before, main first thing I'll ask to anyone is do you have a fair amount of fabrication skills (definitely cutting metal & welding) and at least some tools & place to work? Also the perseverance to push forwards through difficult projects. If you then then move forwards with planning. I love to see different projects pop up AND get completed. Leaves a hole in my heart when I see em start & then disappear.
Second would be picking a feasible project , figuring a possible budget, and securing all the big ticket items before starting.
If you can make it that far, then there should be another major planning stage & getting what you can of small items & a plan of where from for things you can't prefab, such as custom length driveshaft, exhaust, etc. take into account ALL involved systems, fuel system & tank , electric, hydroboost or add on vacuum pump for braking, electrical,gauges, heavier suspension springs, etc. Leave no stones unturned. If you can get that far you now have pages upon pages of notes & exhausting hours of research done & should finally be ready to proceed.
Now to your particular project I have no info about that particular engine, but if a forward sump pan looks to be a big issue, cutting the firewall & setting engine rearward can be a more difficult but great option for not only clearance , but for distributing the extra weight. Trans tunnel will have to be modified to fit a diesel sized trans REGUARDLESS of engine position. You'll be fabbing a trans crossmember for sure.
The list goes on. A really good person may get such a swap fairly done in 50 to 100 hours, cold run into 200 hours. for an enthusiast , the reward is all at the end of the road.
Obviously you want something to use & keep for years. If diesel sounds too challenging, consider something like a modern LS series engine & trans.......
Second would be picking a feasible project , figuring a possible budget, and securing all the big ticket items before starting.
If you can make it that far, then there should be another major planning stage & getting what you can of small items & a plan of where from for things you can't prefab, such as custom length driveshaft, exhaust, etc. take into account ALL involved systems, fuel system & tank , electric, hydroboost or add on vacuum pump for braking, electrical,gauges, heavier suspension springs, etc. Leave no stones unturned. If you can get that far you now have pages upon pages of notes & exhausting hours of research done & should finally be ready to proceed.
Now to your particular project I have no info about that particular engine, but if a forward sump pan looks to be a big issue, cutting the firewall & setting engine rearward can be a more difficult but great option for not only clearance , but for distributing the extra weight. Trans tunnel will have to be modified to fit a diesel sized trans REGUARDLESS of engine position. You'll be fabbing a trans crossmember for sure.
The list goes on. A really good person may get such a swap fairly done in 50 to 100 hours, cold run into 200 hours. for an enthusiast , the reward is all at the end of the road.
Obviously you want something to use & keep for years. If diesel sounds too challenging, consider something like a modern LS series engine & trans.......
jlcustomz, thank you for your detailed reply! You have made me think in reality hahah ---------------------------- I have neither the space/tools or knowledge to do something like this and I was hoping to eventually find someone who can do it but not at 100 per hour shop rate (maybe a little less).---------------------- I have the money to get a well priced el camino (2nd gen) and a used diesel engine (4bt, toyota 3b, OM XXX) but then I would have to send the rest of the money monthly.----------------------------- I guess I really don't need a diesel engine in an el camino... the conversion cost is probably way more than the amount of gas/driving I would do in the non snowy months.-------------------- But thanks again -------------- ---------------- Cheers, Kevin
A 4.8 or 5.3 LS truck engine with 4L60E trans is essentially a bolt-in swap in a Chevelle. Although it is not "different" like a diesel, it is a very enjoyable powertrain that will get about the same mileage as an OM617 and have much lower maintenance costs. And the truck LS swap will cost less than any of the diesels.
The 4bt is super heavy, much more that a BBC with cast iron heads, and it will shake all of the fillings out of your teeth!
Nothing wrong with a 350/350 combo.
The 4bt is super heavy, much more that a BBC with cast iron heads, and it will shake all of the fillings out of your teeth!
Nothing wrong with a 350/350 combo.
Hey, been messaging more local hot rod custom garages and talking to other people on forums/online classified ads.
One classified ad for custom work, said he could do it for under 5000 CAD and that he would massage the cross member or something.... I didn't understand him.
Here is a link to another forum about putting a OM606 diesel engine into a land cruiser. He cuts up the sump oil pan and welds it shut. And after that is a reply to this diesel swap I just mentioned... he says use a different sump oil pan housing....
what do you guys think?
https://forum.ih8mud.com/threads/the-mercruiser-87fj60-with-a-om606.767948/ (see photos)
"I'm not sure what you're talking about in your first post regarding the oil pan and pump etc.. It seems like some misinformation. The pan can be swapped with a rear sump pan from an OM648...direct swap and it uses the same gasket as the 606 pan. The OM648 oil pump is also utilized. There is absolutely no need to modify the pan or figure out a jackshaft style pump. Then there is the 1/3 of the oil pan being part of the motor mount? the motor mounts are completely engine block mounted and other people have in fact made new pans but cutting off the mounting flange, the biggest issue is warpage and properly cutting down the oil pump pickup. As for the lower radiator hose and need for a custom radiator, You can use a generic flexhose like I did or get a hose skin kit from hose candy if you want to be really custom looking."
One classified ad for custom work, said he could do it for under 5000 CAD and that he would massage the cross member or something.... I didn't understand him.
Here is a link to another forum about putting a OM606 diesel engine into a land cruiser. He cuts up the sump oil pan and welds it shut. And after that is a reply to this diesel swap I just mentioned... he says use a different sump oil pan housing....
what do you guys think?
https://forum.ih8mud.com/threads/the-mercruiser-87fj60-with-a-om606.767948/ (see photos)
"I'm not sure what you're talking about in your first post regarding the oil pan and pump etc.. It seems like some misinformation. The pan can be swapped with a rear sump pan from an OM648...direct swap and it uses the same gasket as the 606 pan. The OM648 oil pump is also utilized. There is absolutely no need to modify the pan or figure out a jackshaft style pump. Then there is the 1/3 of the oil pan being part of the motor mount? the motor mounts are completely engine block mounted and other people have in fact made new pans but cutting off the mounting flange, the biggest issue is warpage and properly cutting down the oil pump pickup. As for the lower radiator hose and need for a custom radiator, You can use a generic flexhose like I did or get a hose skin kit from hose candy if you want to be really custom looking."
WOW,Just can't imagine why anyone would want a rattler in what can be a very nice car. Good luck on your thoughts
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