OM 617 A ( turbo versie )
OM 617 Turbo
There are 3 types in these engines:
The best, the European ones:
Original European 3000cc 5cyl turbo engines, have engine code OM617.952 Only 28 219 of the European versions were built. 125 hp (92 kW) at 4350 rpm and torque of 250 Nm at 2400 rpm.
These engines were fitted only in station wagons, chassis nrs : WDB 123 193 1F 0xx xxx
The 2 USA versions
American versions are less desirable, because of poor maintenance, and always having operated with the harmful egr valve. Moreover, these engines have often run very high mileage. Of these, 83 268 were built.
These engines have engine code 617.950 until the end of 1980 and engine code 617.951 from 1981 onwards.
Because of the standard egr valve, these engines have much more internal contamination in the intake collector, valves, piston rings and the engine oil is oxidised very quickly, resulting in less lubrication of the engine parts. When I use these engines , I have always reworked the segment grooves in the pistons ! This eliminates the damage done by the EGR valve !
Still, occasionally a serviceable USA engine can be found somewhere.
Of course, a USA engine that has been overhauled, and then used without egr is also perfect.
There are some USA versions of these engines made with an electronic fuel pump and/or catalytic converter, where the turbo is at the height of the valve cover. These are therefore not usable for installation in your G class.
Advantages of installing an OM617a , so a turbo engine in a G class:
The advantage to using these engines is their simplicity of installation and their solidity.
With a perfect engine 125 HP instead of the standard 88 HP , this really does make a big difference.
With the exception of adjusting the exhaust pipe and oil contact and a few small details, these engines fit right away.
The oil sump and oil cooler pipes require no modification at all!
You use your old flywheel and clutch from your 300GD engine. Not a version of clutch and flywheel from a passenger car, these are much smaller and lighter and cannot handle the power sufficiently!
Connecting automatic gearboxes to a turbo engine is also possible, of course when driving carefully. I do not recomand to use it with the original 5 speed gearbox.
Keep in mind, however, that the front springs are more heavily loaded, and this ‘lowers’ the car a bit, so there is a chance that the front axle may hit the sump pan at one spot, and thus damage it. Especially with heavy off-road driving, this can happen !
So:
Do you have you already considered that the springs under your G are already more than 40 years old and have thus lost their strength.
Buy the reinforced and better versions here :
https://www.dietro.be/en/taxonomy/term/7/set-4-koni-shock-absorbers
Also the shock absorbers need a better upgrade to our Koni versions :
https://www.dietro.be/en/taxonomy/term/7/set-4-koni-shock-absorbers
Disadvantages of OM617 turbo
A weak point of an om61x is that the segments lose their strength, and thus no longer seal properly and lose compression if these engines have once gotten much too hot; i.e. > 120°C . So a cooling radiator must be in perfect condition, and in a tuned version better use ower reinforsed radiators!
Another weak point are cracks in the cilinderheads.
Immediately after driving, stopping the engine, or directly loading the engine full throttle when cold often causes a crack in the cylinder head. This damage is beyond repair. The fault lies with the user, not the engine ... .
Tuning :
When tuned to +-180 hp, these engines become punchy but manageable. Moreover, you do not change anything under the bonnet, which normally does not cause any problems at a technical inspection. Also, your drive shafts and driveline of your G can tolerate these engines well because of the gently rising torque these engines then have.
With correct tuning, the engine will not smoke heavily on acceleration.
A different, modified fuel pump, and some other parts but with the original turbo gives an immediate +-180 HP. When using the original automatic gearbox or an original 5-speed gearbox, sensible use with this tuning is necessary.
Guide price for this from € 2500. This conversion is highly recommended!
The addition of an intercooler is necessary! Your current radiator should really be in a 100% perfect condition, otherwise the engine will run hot immediately, causing irreparable damage to these engines.
A reinforced radiator is for sale on our site !
For an intercooler I can help you, mail me for this : info@dietro.be
With a different turbo, a tuned pump and some more internal and external modifications,
these engines perform+- 250 PK
Guide price for this tuning € 6000.
Not to be used with an original automatic gearbox and certainly not with an original 5-speed gearbox. Also no airco radiator.
Adding an intercooler is necessary though!
Also a reinforced enlarged radiator for better cooling is necessary!
A reinforced radiator is for sale on our site !
Also:
I myself also use an EGT for this, this is an exhaust gas temperature gauge, so you know how much load you put on the engine under certain conditions. This in combination with a tachometer and a turbo pressure gauge. These 3 gauges show the state and operation of the engine, combined with the requested power, without overloading the engine. Finally, we want a very long life of the tuned engine.
My personal setup at 250 HP is with the old, cast-iron 4-speed gearbox fitted in a G class from year1985, or in a military version of a G as these have stronger axles.
Tuning freaks got up to 500hp out of this engine, but this doesn't improve longevity of course.
Know that these engines are old. The very youngest were built in 1985, the oldest date from 1976. Fitting an old used engine straight away is stupid. After all, all the seals are old, so you have to replace them. Also a complete overhaul of the cylinder head, chemical cleaning of the water channels and replacing all cooling parts. Also an overhaul of oil pump and all oil-related parts should be completely cleaned and checked afterwards. Crankshaft, bearings, connecting rods and pistons should be re-measured, and replaced where necessary.
You should also have the diesel pump recalibrated, and of course new injectors, front chamber seals, etc. Otherwise, an installation makes no sense. You lose too much power and engine reliability.
Another important advantage is that these engines already perform their maximum power from 2400 rpm, which therefore gives a lot of reserve when driving.
Occasionally it happens that I have a good turbo engine for sale, which is ready to be fitted, i.e. a complete tune-up with the necessary overhaul. MAIL me for this at : info@dietro.be
Fun fact :
Until today, 2025, this legendary turbo diesel engine is still being built, new,even in CDi version !!!!
Indian firm TATA still builds it ! See at the pictures below, to see this.
If you are reading this here, and you have a connection at this company, I would love to go to India together sometime to see how these engines are still built yonder. You would fulfil a life dream of mine !!!
Want a however a cheap OM617 turbo engine? Fine, just buy junk elsewhere, but don't contact me.
If you want quality, feel free to contact me.
Do you want more even more HP ?
Fine. Then buy an OM 606 turbo engine.
Extremely high horsepower can be achieved with these engines. But I have no practical experience in these types of engines, so I cannot help you with this.
