The deutz has come up for sure, as well as the perkins options. I dont know a lot about them, but have poked around and some of the options do look pretty good. The question always comes back to the bellhousing and mating up to the tranny. I need to get with a friend of mine who is a really good mechanic on such things, and he'll know better.

 

do you go over to 4btswaps.com? alotta info over there. you can always have a custom 'housing made. mite be easier that trying to find "factory" type stuff. obviously there is/would need to be machining done.

 

Check this one out....Really cool...and could be found here.

Northern-Monkey-Offroad • View topic - Pinzgauer Turbo Diesel

 

If you are still interested there are 10 mdl 718s going up for auction at Wright Patterson 3-22 to 3-24. You may be able to pull the parts you need from these.


Government Liquidation

 

good idea use the om617 get the flywheel from a 240d and bellhousing it will hold a 8.5" clutch if you can use a divorced transfer case then use a t5 from a s10 will have a adapter plate for that done in a week or so

 

Whats the latest on the diesel Pinz? would LOVE to do that to my 710. I actually already HAVE the Pinz 5 sp Diesel transmission in it.
One other option, is, to reto fit a new FI system, but that s electronic. I've driven one wit hit, & it DOES make a heck of a difference. REAL easy to start. STILL wanna a diesel.


Dave

 

Hello everyone,

Not to hijack a thread, but I'd like to chime in. Actually, the only reason I created this account was to chime in on this very thread. You see, I have been dreaming of a diesel Pinzgauer for a few years now. Though I don't have a Pinz or a diesel to put in it, I am one to do a ton of research for the projects I have, in advance.

First off, the phrase about a 1.9L TDI-powered Pinzgauer not being able to "get out of its own way" is probably not completely true. The PD130 and up can make well over 200whp and 350lb/ft of torque to the wheels. The PD100's are actually the same "frame" (if you will) of the later PD130/PD150 engines. The latter simply have stronger internals to handle the extra power achieved by nozzles, a turbo, a slightly altered head, and the high pressure pump. In my make-believe Pinzgauer (which would be a 712M), I would have the ARL model PD150 engine which was available in the Mk4 Jetta/Golf TDI in the U.S. and in a few "Sport" diesel models in Europe. It has the best internals and aftermarket support from companies like Dark Side. The biggest problem, as I see it, is the location of the fuel pump, which is above the head. The benefit to this engine is that it was made to be mounted almost vertically, so leaning it over "the wrong way" to fit under the fan shroud would be much more simple and less likely to cause lubrication issues.

As was mentioned, there's an ACME adapter for this engine to mate to a Toyota 22R/RE/RET bellhousing bolt pattern. The W55/W56/W58 5-speed manual is a great gearbox, but even the most ideal combination of gears from these similar gearboxes would still have a 712 revved to about 3600rpm at 65mph with the 30" diameter tires and about 3400rpm if you fitted 33's.

My choice (don't make fun...) would be the Aisin A340 series transmission (same or extremely similar to the Jeep AW4). To the best of my knowledge (and to the best of the expressed knowledge I've found online) it seems the A340F from the 22R/22RE-powered T100/4Runner has a swappable bellhousing and torque converter for use on the A340E found in all the modern 2WD Toyota/Lexus trucks. If not, it seems they are all very similar internally and merely have different tailshaft housings, which are 100% swappable/removable. The A340E used on the Mk2 Supras are VERY strong. I've seen posts and videos of people putting 600+hp through them reliably. The trick is using SupraStick, which is a electronic transmission controller allowing for custom shift tuning to best match the 1.9TDI engine. With which, you can program the transmission to see appropriate shift points, torque converter lockups, and kick downs, as well as have a manual mode, all without complicated shift linkages.

With the A340 transmission, the 712 on 30" tires would be revved to about 3266rpm (2973rpm with 33" tires). Now before anyone realizes that the "4" in A340 means 4-speed and starts to poopoo this plan, I have some evidence that this gearbox would work as well as a modern diesel vehicle. I own a 2009 VW TDI. It has the CR motor in it, but for sake of conversation, let's say it has the same power and torque as a slightly modified ARL TDI engine... not that it matters. The shift points in the first four gears in my Jetta are almost EXACTLY what my calculations show would be for an A340 running through the transfer case and portal hubs of a 712. I know it would be slightly different for the 710, but the 0.88:1 high gear would only improve the Pinz on the highway and mildly hinder it on city streets. All that said, the A340 in a 712 would drive at city speeds exactly as VW tunes their cars with a similar engine to. The only downside would be the lack of two overdrive gears allowing for more diesel-appropriate RPMs on the highway.

Here are my foreseen possible issues with an ARL TDI engine running through a Toyota A340E automatic transmission:

-The late PD130/150 engines had issues running without the coded ECU and, in some cases, even the gauge cluster from the donor car. I know there's ways around it, but it is a setback.
-The PD engines have a number of components on the driver side of them (if mounted in a Pinz). These may cause issues when leaning it over to fit. The power steering pump, the AC compressor, the alternator, the oil filter housing and cooler, and the oil dipstick are all on the driver side of the engine. These may be able to all stay, depending on how far the engine needs to be leaned to fit which depends on which PD motor is chosen.
-The A340 transmission is very long with the tailshaft housing attached. I've seen some aftermarket tuners using the tranny without it and simply mounting the driveshaft directly to the tailshaft itself. With the angled driveshaft in the Pinzgauer, this may put too much odd side load on the tailshaft bearing.
-The 22R/RE torque converters have a 2000-2800rpm stall. This is too high for a TDI motor. I believe an ideal stall speed would be about 1800rpm, or just before the turbo spools at full acceleration. This way the SupraStick (or similar controller) could lockup the torque converter earlier and save the transmission from excess slippage heat.
-A flexplate would need to be fabricated to fit the TDI crank and starter while mating up to the TC on the A340.

Anyway, as I mentioned previously, I like to research my future projects. I've already fuel injected a 1962 Honda Superhawk TT replica, built a couple E30 M3s, and am in the process of turbocharging and restomodding a 1972 Honda N600 Sedan. I like to do weird stuff with vehicles. All of these projects have involved sleepless nights researching engine codes and crunching gear numbers. I hope it can be seen that I've done my homework on the TDI-powered Pinzgauer. The above info will hopefully push someone in the direction of using the internationally popular Audi TDI engine in a Pinzgauer, because I've confident it would be an impressive combination.

-Matt

 

Hey there fellas,

How are you all getting on with your Pinzgauer mods?

Matt, Did you ever get round to trying out your theoretical diesel arrangement?

 

Does anyone have technical details , photos or video of a 617 or 602 merc diesel conversion on a 710 or 712 Pinzgauer?