Hello eight and nine generation F150 people. Me and a very close friend are starting to hash out the details of a over due diesel conversion. We know we will be using the M5OD-R2 for the transmission however we are still trying to decide on the best engine option.

Option one is of course the 4BT. Enough said since its been done up and down.
Specs: 110HP 265tq 750lbs
Pros: Strong, dependable, tons of low end torque, capable on 200hp with a good turbo and pump tuning.
Cons: COST!!! $3000 just for the motor, vibration, narrow power band, heavy

The second option is a little out of left field. We have kicked around the idea of using a lightly modified OM617 MB diesel.
Specs:110hp 170tq 550lbs
Pros: Very cheap=$400-1500 for a hole donor vehicle, Extremely reliable, refined and smooth for a IDI diesel, arguably a wider power band with safe operation up to 4500 rpms, 200lbs under the 4BT
Cons: Lower torque rating compared to the 4BT, no mainstream aftermarket, limited to about 180hp/250tq (at the fly wheel) with out major modifications.

So just looking for some feed back to see what you guys think.

 

Unique motor swaps are always cool.
4bt is tried and true. Easy transmission mounting.
4bt can be swapped to 6bt at later date...?

 

The transmission would stay in the stock location with the Om617 or 4BT. The 6BT is a hole different animal and would require significant modification to the front suspension since its weight is over a half ton or double that of the ford 300. Also the 6BT would definitely require a drive train upgrade since the M5OD-R2 would probably last about 5 miles behind a 5.9 cummins.


How do you guys feel the M50D-R2 would hold up behind a lightly modified 4BT. I personally feel if it can hold up well to the 351W @ 310-340 torque it should be able to live with a (modest) 4BT.


When I say modest I mean stock H1C with a 12cm housing, intercooler, and mild pump tuning on the 4BT.

 

You completely lost me with the those diesel engine explanations. It sounds like you mostly decided on the 4BT. My question to you is, will the M5OD-R2 physically bolt up to that, or for that matter any, diesel engine?

 

What was confusing about the explanation?

The Om617 requires an adapter plate and fly wheel adapter. MD4x4 makes the kit for about $455

The 4BT that came mated to the T19s will bolt directly to any SBF bell housing (T18,NP435,T5, and so on) as long as you grab the plate with it.

 

And truthfully I am leaning on the OM617 more then the 4BT. It's mostly because the OM617 is a simply replacement for a Ford 300 and with mild adjustments will produce more horse power and torque with half the fuel consumption.

The 4BT would be really cool with a NP435 or ZF-5 behind it. But I don't know if the extra cost would be worth it since the Mazda transmission would really limit the 4BTs power potential any way.

 

I actually own a 1990 Mercedes Benz 300D with the OM602. With slight mods (larger turbo and $400 IP with larger elements) you can turn a anemic diesel into a tire burning monster - as you can for the OM617. Super DieselPump (among others). My experience with multiple OM6xx motors, I would use one without hesitation.

 

That's one of the reasons I am leaning on the OM617 compared to the 4BT. Being 200lbs less and having a wider RPM range definitely gives you some flexibility. In addition OM617 cars are cheap and common in my area and in comparison I can buy two or three running cars for what one 4BT engine would run.

As far as the OM617 goes this would basicly be the game plan. Stock R2 transmission mated to the diesel by a Mercedes4x4 adapter kit, ford 300 hydraulic motor mounts, TD04 wastegatef turbo (off a Audi, Saab or VW), NA Intake manifold with long runners, air to air intercooler, and of course the normal pump tuning and free mods.