OM617 Conversion Series: Toyota Pickup 3VZE-to-OM617 Swap Overview 

I also have a CJ5 with a OM616 engine in my case they simply removed and blocked off! the oil filter! i have no oil filter on my engine! (because there is no space for it) what did you do for oil filter?

Doomsdaydiesel.net for the "ultimate clearance" front sump, and the new rear sump

Also, are you only running the valve cover breather, or did you run the crank case breather to the oil catch can as well? Would it cost too much vacuum to illuminate the breather on the upper oil pan? I’m working on that right now, just converted the valve cover breather to AN fitting as well as the turbo drain. Debating drilling and tapping another a.m. fitting in the crank case breather since the factory one is worthless and leaks

You'll certainly never regret it!

@@doomsdaydiesel One question though will that oil pan clear a dual shock steering stabilizer?

@@TheSohckidyou shouldn't need 1 stabilizer let alone 2! You'll have to relocate to a different position if you want to make that work.

@@doomsdaydiesel what is that intercooler from?

@@jamesmay5394 Saab Blackstone

Ebay, amazon, and summit racing

Thank you

My own Doomsday Wiring Harness with an EGR solenoid from the Toyota

Pushers will cause overheating. They block surface area and don't flow as much. I've troubleshooted this with 5 different customers now. The fan in this truck cools just fine with that built pump in 93° weather. A second will fit if needed. And if that's still not enough, the serpentine conversion opens up room for the mechanical fan.

@@doomsdaydiesel weird, im by no means a diesel expert, honestly very limited experience with them outside of reg maintenance. But have built at least 5 street cars over the last few years with between 400-600hp ls's and in summer in Texas with ac on they do the job just fine. Wasn't trying to flame or anything just adding a suggestion. It's a really cool build and I like the amount of parts from various oems you used!

@@philipallen7956 normally diesels run much cooler, so much in fact that a lot of Cummins 6BT swaps don't even have fans. IDI's have to run hotter to burn the fuel, which I believe is the culprit with the overheating 617's. In your LS builds, I'm guessing you had plenty of radiator? Whereas we're limited with radiator size in these Toyota's.

@@doomsdaydiesel I think you def onto something with radiator size i do try to upgrade them size wise if it's possible. as well as the general engine temp difference between gas and diesel.

www.doomsdaydiesel.net/product-page/om617-to-r150-adapter-kit

1990 Saab Blackstone. Unfortunately they are not made in the aftermarket and are only available used

They can net around 30mpg with stock suspension and tires. My rock crawler on 37's was getting 24mpg on the highway at 60mph. Call/email for prices on in-house swaps.

No. You gear the 617 the same as the Toyota motors

Add a Dieselmeken pump, HE221 7cm² from me, and Saab Blackstone Intercooler, and that'll get you a reliable 220hp. Anything beyond that is a pipe dream.

I had to replace the lines as the factory lines as tank were completely rusted thru, so I moved them to the left side

I'm in Nebraska

It was fine with only 1 fan up to 90°. The 2nd fan never needed to be installed yet.

Yes, with my Ultimate Clearance Oil Pan

I'm not well versed on Troopers, but you can never go wrong with a Toyota R150 since they have transfer case options with outputs on either side

@@doomsdaydiesel so the most cost efficient option is the R150 set up? I guess if I got this engine for my swap the I’d also need to swap transmissions. Not finding much info at the moment but that’s what it’s looking like.

@@gerardourbina6243 yes, either swap in an 88-95 passenger drop, or a 96-04 drivers drop.

Check out the turbo-testing videos I've recently uploaded

Depends on the options the customer chooses

pan*

I am not currently taking on any more customer's in-house builds as I am booked out for the rest of the year, but they typically cost $10-$12k

I make 1" body lifts for these. They're not necessary for this swap tho

Yes & yes.

@@doomsdaydiesel Cool now I'm on the lookout for a OM617. Thanks for the quick reply.

G-PLUS aftermarket aluminum 3VZE replacement

There's about 3 total minutes of welding involved

1979-1985 Mercedes 300. Doomsdaydiesel.net

@@doomsdaydiesel thank you sir

Contact Overland Crusiers in Montana

Nebraska

That's a loaded question. I actually sell adapters for both. The OM617 is all mechanical. VW uses approx. 36 wires. The OM617 is essentially the big brother like a 6BT is to a 4BT or a 350 is to a 4.3 Vortec. The OM617 is 3.0L vs 1.9L. They have about the same RPM range and same power potential - the OM617 just makes more because of more displacement. One of the biggest things my customers tell me is how cheap the OM617 is. It can usually be had for $0-$500 depending on what you do with the donor car. The TDI is a lot higher at $1000-$2000 for a car that has little re-sale value. The 1.9 is obviously smaller, so it takes up less room, but it has components on the rear side of the motor which can be a pain to deal with. Doomsday Diesel is really based around EMP-proof, apocalypse ready, mechanical diesels, but the TDI is the exception.

Doomsday Diesel thank you.

@@doomsdaydiesel how much was the swap in total? How do-able is it on a DIY scale? I always see these trucks for super cheap because the 3.0 it comes with is just trouble some. All mechanical diesel is something I’m interesting in doing in the future. Would be some good content

@@4.0cowboy parts list is $3-$5k. DIY is very doable now that I've made it a 95% bolt-in swap.

@@doomsdaydiesel man that is awesome. I’m gonna sub and keep this in mind. Hoping I’m the next 2 years we can buy an older Toyota to do something unique and document it. Thankful for the few like you

Oh ya, this trans came behind an LS in a certain application. It can hold 300hp no problem. I'd recommend the 10" Aisin clutch.

@@doomsdaydiesel awesome, thank you!

Call or email for a quote for an in-house swap

I don't support the little S10 stuff, just the common GM 90° pattern.

@@doomsdaydiesel sorry but I don't understand what you mean? The transmission won't hold up to the engine? What's the 90° mean? Thanks

@@dunavungoeckner6495 Google gm 90°. I'm sure the s10 trannys would hold up, but there aren't enough of them around to create enough demand for me to support them. Might sell 1 kit a year tops.

Yes, the OEM cooler is tucked up under the cab under the driver's seat

I am not currently taking on any more customer's in-house builds as I am booked out for the rest of the year, but they typically cost $10-$12k

Good luck! Unique is cool!

Absolutely

Ok, I'll tell it to quit working 😅 (it's been beaten daily for 4 years without a problem)

Anywhere from 21-32 depending on tires/lift/gears

@@doomsdaydiesel sweet! between TDI vs om617, which one do you think is more reliable and lasts longer when converted to other trucks?

@@bowlineastronomenov5507 they're both great. 617 is easier to work on and doesn't have the risky timing belt tho

@@doomsdaydiesel awesome, tnx man. hoping to convert my 3rd gen with one of those engines.

OM617

It's an oil-to-air cooler. It just needs air.

Making me rethink my setup. Any chance you know the thread pitch to the stock 617 cooler?

@@cmmrusche drill & tap to 1/2" npt

Interior threading right. I already have 1/2” npt -10an fittings to use so that works out.

@@cmmrusche yes

Yes

@@doomsdaydieselwell a lowered 2/3 2wd?

@@valleyprospectrecords6877 can't say I've tried it yet but will eventually swap my 03 5-lug Taco w/ a 2/3 drop

The TMIC works great