Engine Adapter is there any interest ???
#11
New to this board. My current project is a 1990 Cherokee with AX-15 and Cummins B3.3. I was inspired by a Wrangler project on Diesel Truck Resources.
http://www.dieseltruckresource.com/d...j-t112807.html
He has over 15K on his project. It depends on how you drive the rig - Street or heavy offroad.
Just bought a low mileage OM617 and was inspired by several projects posted.
Keep the projects coming.
Chris
AKA: BigBlue
http://www.dieseltruckresource.com/d...j-t112807.html
He has over 15K on his project. It depends on how you drive the rig - Street or heavy offroad.
Just bought a low mileage OM617 and was inspired by several projects posted.
Keep the projects coming.
Chris
AKA: BigBlue
#12
With the present economy , I now have 3 to 4 days off per week and twiddling my thumbs got old 2 months ago !!
I am gonna offer the Bell housing the adapter plate and the cover plate ( to cover all gaps between engine and bell ) !! I have alot of transmissions from alot of vehicles bolt pattern ( but I do not have every vehicle nor every year ) Since I am doing a 94 YJ and bolting OM617.9 to Aisin AX-15/NP235 combo, If someone has this combo and wants my KIT , I can offer the pilot bearing and Flywheel ( either NEW or Used ) in the KIT !
Thinking of price point around $ 650 for ( Bellhousing , Adapter plate , and cover plate ) for the vehicles I have patterns for !! And $ 725 (used flywheel) and $775 (new flywheel) for YJ/TJ where I can offer Flywheel and Pilot bushing in addition to other pieces ! I am planning to offer the KIT as a NO SWEAT AND NO SWEARING kit !! I will test fit every KIT before it leaves !!
With some KITS I can offer a provision to upgrade your clutch from Mechanical to Hydraulic (like what is available on the YJ ) ; If you request it when ordering .
If everything goes to plan I should be able to start shipping KITS from first run in approx 8 weeks !!
PM me if interested !! Or if you have any questions !!
I am gonna offer the Bell housing the adapter plate and the cover plate ( to cover all gaps between engine and bell ) !! I have alot of transmissions from alot of vehicles bolt pattern ( but I do not have every vehicle nor every year ) Since I am doing a 94 YJ and bolting OM617.9 to Aisin AX-15/NP235 combo, If someone has this combo and wants my KIT , I can offer the pilot bearing and Flywheel ( either NEW or Used ) in the KIT !
Thinking of price point around $ 650 for ( Bellhousing , Adapter plate , and cover plate ) for the vehicles I have patterns for !! And $ 725 (used flywheel) and $775 (new flywheel) for YJ/TJ where I can offer Flywheel and Pilot bushing in addition to other pieces ! I am planning to offer the KIT as a NO SWEAT AND NO SWEARING kit !! I will test fit every KIT before it leaves !!
With some KITS I can offer a provision to upgrade your clutch from Mechanical to Hydraulic (like what is available on the YJ ) ; If you request it when ordering .
If everything goes to plan I should be able to start shipping KITS from first run in approx 8 weeks !!
PM me if interested !! Or if you have any questions !!
currently looking at options to mate a sm465 to a om617
thanks
#15
Been talkin to a machinist !!! He can make an engine adapter from the Mercedez 3.0L turbo diesel ( OM617 ) to the stock Jeep manual trans ( AX - 15 ) which should be the same bolt pattern as the automatic ( aw-4 ) ( don't know if this trans would survive the diesel's torque ??) !!
Any ways ..... He can make a run of 5 adapters and I was wondering if anyone would be interested in the others ????
This is a fairly inexpensive way of making the YJ ( and possible TJ ) into a Diesel !!!
Any ways ..... He can make a run of 5 adapters and I was wondering if anyone would be interested in the others ????
This is a fairly inexpensive way of making the YJ ( and possible TJ ) into a Diesel !!!
The only tough part might be the starter. IIRC the stock OM617 starter bolts onto the adapter plate and the 700R4 isn't designed for the starter to bolt to the bellhousing, so you'd need to make your new adapter plate accomodate the starter in the stock OM617 location.
#16
I am in the process of making one for the 700r4 off a 4.3, same polt pattern as 350. There are no issues with the starter because the 700r4 bell is larger that the benz. So far it looks easy, just figuring out the converter bolts. Both are three lug but the 700r4 pattern is larger, also the pilot is larger. Cheeperjeeper, your t-converter must have a different pilot due to the 2.8 application. About using a different flywheel, these are EXTERNALLY BALLANCED MOTORS !!!!!! Just look at the factory flywheel and you will see the drilled out areas for ballance. And no you can't use one out of a 240 the reason they are externally balanced is the odd # of cylinders. Using anything else must be ballanced to match and bolted in time with the old one with all TWELVE BOLTS! Just my oppinion.
#17
#18
I am in the process of making one for the 700r4 off a 4.3, same polt pattern as 350. There are no issues with the starter because the 700r4 bell is larger that the benz. So far it looks easy, just figuring out the converter bolts. Both are three lug but the 700r4 pattern is larger, also the pilot is larger. Cheeperjeeper, your t-converter must have a different pilot due to the 2.8 application.
About using a different flywheel, these are EXTERNALLY BALLANCED MOTORS !!!!!! Just look at the factory flywheel and you will see the drilled out areas for ballance. And no you can't use one out of a 240 the reason they are externally balanced is the odd # of cylinders. Using anything else must be ballanced to match and bolted in time with the old one with all TWELVE BOLTS! Just my oppinion.
There is a lot of debate on whether the MB motors are internally or externally balanced. Even the 240D flywheels are drilled for balance - and as you pointed out they are a 4 cylinder - not a 5 cylinder. People who use the 240D flywheel to install a manual tranny almost all seem to have some vibrations at certain speeds, but that may just as well be due to the fact that they are so much lighter than a 300D flywheel. The one off the 240D only weighs something like 24 pounds. Those who use the heavier 300D flywheel never seem to have these vibration problems.
Regardless of whether the engines are internally or externally balanced, others who have put a 50 pound flywheel off an AX-15 on the MB crank have not experienced the vibration problems that people using a 240D flywheel all seem to have. This would seem to be evidence supporting the theory that the vibration problems with the 240D flywheel have less to do with imbalance and more to do with not having enough rotating mass to dampen the vibrations. I'm of the persuasion that the drilling of the flywheels was done to fine-tune the balance of the entire rotating assembly, rather than as an external primary balancing.
I also don't recall there being 12 flywheel bolts - I thought it was just 6. But I could very well be wrong since it has been over a year since last time I looked at one separated from the tranny.
Last edited by CheaperJeeper; 01-11-2010 at 06:06 PM.
#19
Yeah the 2.8L with the 700R4 has a 7/8" diameter x (approximately) 1-1/2" long pilot. Seems to me that as I recall, the pilot on the MB t-converter (and the pilot hole in the MB crank) is bigger than that. No biggie - even if you're using a 700R4 with the 350 bell housing/bolt pattern, you can still use the t-converter from one with the 2.8L bell housing/bolt pattern. As long as you get a low enough stall speed.
That is true to some extent. The factory flywheel for the manual trannys are drilled for balance, but a lot of the MB guys claim that it is mainly to balance the flywheel itself - because a couple of ounces removed by drilling a few holes in the edge of a 38 pound flywheel isn't enough by itself to significantly affect the balance of the rest of the motor. There is also the fact that not all 300D flywheels are drilled the same.
There is a lot of debate on whether the MB motors are internally or externally balanced. Even the 240D flywheels are drilled for balance - and as you pointed out they are a 4 cylinder - not a 5 cylinder. People who use the 240D flywheel to install a manual tranny almost all seem to have some vibrations at certain speeds, but that may just as well be due to the fact that they are so much lighter than a 300D flywheel. The one off the 240D only weighs something like 24 pounds. Those who use the heavier 300D flywheel never seem to have these vibration problems.
Regardless of whether the engines are internally or externally balanced, others who have put a 50 pound flywheel off an AX-15 on the MB crank have not experienced the vibration problems that people using a 240D flywheel all seem to have. This would seem to be evidence supporting the theory that the vibration problems with the 240D flywheel have less to do with imbalance and more to do with not having enough rotating mass to dampen the vibrations. I'm of the persuasion that the drilling of the flywheels was done to fine-tune the balance of the entire rotating assembly, rather than as an external primary balancing.
I also don't recall there being 12 flywheel bolts - I thought it was just 6. But I could very well be wrong since it has been over a year since last time I looked at one separated from the tranny.
That is true to some extent. The factory flywheel for the manual trannys are drilled for balance, but a lot of the MB guys claim that it is mainly to balance the flywheel itself - because a couple of ounces removed by drilling a few holes in the edge of a 38 pound flywheel isn't enough by itself to significantly affect the balance of the rest of the motor. There is also the fact that not all 300D flywheels are drilled the same.
There is a lot of debate on whether the MB motors are internally or externally balanced. Even the 240D flywheels are drilled for balance - and as you pointed out they are a 4 cylinder - not a 5 cylinder. People who use the 240D flywheel to install a manual tranny almost all seem to have some vibrations at certain speeds, but that may just as well be due to the fact that they are so much lighter than a 300D flywheel. The one off the 240D only weighs something like 24 pounds. Those who use the heavier 300D flywheel never seem to have these vibration problems.
Regardless of whether the engines are internally or externally balanced, others who have put a 50 pound flywheel off an AX-15 on the MB crank have not experienced the vibration problems that people using a 240D flywheel all seem to have. This would seem to be evidence supporting the theory that the vibration problems with the 240D flywheel have less to do with imbalance and more to do with not having enough rotating mass to dampen the vibrations. I'm of the persuasion that the drilling of the flywheels was done to fine-tune the balance of the entire rotating assembly, rather than as an external primary balancing.
I also don't recall there being 12 flywheel bolts - I thought it was just 6. But I could very well be wrong since it has been over a year since last time I looked at one separated from the tranny.
John