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#31
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The benz u joint is only supposed to bend under acceleration, hence the lower RPM issues. After I dropped my trans 1/8" or so my problems went away. I could actually see the flex discs flexed when the car was on the jacks.
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http://superturbodiesel.com/images/sig.04.10.jpg 1995 E420 Schwarz 1995 E300 Weiss #1987 300D Sturmmachine #1991 300D Nearly Perfect #1994 E320 Cabriolet #1995 E320 Touring #1985 300D Sedan OBK #42 |
#32
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this may help vibes a little, but I had the exact part on the back of my jeep t-case/manual and all it was for was to keep the gears from chattering when you shift. it is more of a flywheel than a dampener to keep the gear engaged and doesnt allow the shaft to move with each tooth pass, at least on the jeep. auto jeeps do not have it. when i changed my t-case on the jeep I removed it and I did have a lot more chatter and noise than before between gears. sounds like something MB would do. if it was meant to be a balance damper wouldnt it have a rubber ring in between the outside steel ring to absorb vibes?
edit... i see now maybe the triangular portion is rubber? if so maybe it does both.
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1982 300CD Turbo (Otis, "ups & downs") parts for sale 2003 TJ with Hemi (to go anywhere, quickly) sold 2001 Excursion Powerstroke (to go dependably) 1970 Mustang 428SCJ (to go fast) 1962 Corvette LS1 (to go in style) 2001 Schwinn Grape Krate 10spd (if all else fails) Last edited by lutzTD; 03-26-2008 at 09:32 AM. |
#33
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I'll look into this, I thought it looked pretty centered... how did you measure/mount yours?
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For Sale: 1982 MB 300TD 1995 Chevrolet Suburban 6.5TD Sold: 1980 IH Scout Traveler- Nissan SD33T Diesel |
#34
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I had the OEM parts . Look at your flex disc. If it is flexing when not moving you have to much of an angle on the U joint. When I put those washers in the angle was decreased as well as the angle in the flex disc.
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http://superturbodiesel.com/images/sig.04.10.jpg 1995 E420 Schwarz 1995 E300 Weiss #1987 300D Sturmmachine #1991 300D Nearly Perfect #1994 E320 Cabriolet #1995 E320 Touring #1985 300D Sedan OBK #42 |
#35
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Just a guess
I do not remember the setup on manual shift Benzs but most engines require a pilot bearing inserted in the end of the crankshaft to center the input shaft of the trans. With an automatic you have the hub of the torque converter in the same hole. No where in your posts did I notice the mentioning of a pilot bearing. Did you put one in? If it is not there the input shaft will not be held in proper alignment and will cause a vibration. It will also lead to premature input shaft bearing failure. HTH.
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Retired ASE Master Car / Light Truck ASE Master Medium Heavy Truck EVT Master Technician Ambulance EVT Master Technician Fire Apparatus "Without Fleet The Pride Doesn't Ride" 1983 300SD 609K + still going strong! 1970 Monte Carlo 1994 Ford F150 |
#36
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Quote:
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For Sale: 1982 MB 300TD 1995 Chevrolet Suburban 6.5TD Sold: 1980 IH Scout Traveler- Nissan SD33T Diesel |
#37
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I'm sure you have this covered but, the tranny mount is not centered on the cross member (Left to Right) and could be turned around. The "big" holes face aft/the tranny sits more to the passenger side of center. Just a thought as I once got the cross member turned around.
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1985 Euro 240D 5 spd 140K 1979 240D 5 spd, 40K on engine rebuild 1994 Dodge/Cummins, 5 spd, 121K 1964 Allice Chalmers D15 tractor 2014 Kubota L3800 tractor 1964 VW bug "Lifes too short to drive a boring car" |
#38
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Slightly off topic, but why does the drive shaft from a manual transmission car have to be shortened when putting a manual into a car that used to have an automatic? Is the engine (from an auto) different from an engine with a manual?
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1985 300TD-euro 352,000 mi 1974 240D (1?)52,000 mi - has a new home now |
#39
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The 5 cylinder engine is 4" longer than the 4-cylinder engine so the driveshaft has to be cut down to compensate for that difference.
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#40
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Oh, so to remove an automatic from a 240 and put in a manual would be a bolt in replacement then?
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1985 300TD-euro 352,000 mi 1974 240D (1?)52,000 mi - has a new home now |
#41
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If you use the drive shaft from the manual 240D donor, yes.
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1979 240D- 316K miles - VGT Turbo, Intercooler, Stick Shift, Many Other Mods - Daily Driver 1982 300SD - 232K miles - Wife's Daily Driver 1986 560SL - Wife's red speed machine |
#42
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I thought the manual and automatic trannies were different lengths. They were when we put a manual tranny in my 300cd. The ds had to be lengthened.
Tom W
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[SIGPIC] Diesel loving autocrossing grandpa Architect. 08 Dodge 3/4 ton with Cummins & six speed; I have had about 35 benzes. I have a 39 Studebaker Coupe Express pickup in which I have had installed a 617 turbo and a five speed manual.[SIGPIC] ..I also have a 427 Cobra replica with an aluminum chassis. |
#43
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I have a drive line vibration on the wagon conversion I did as well.. it has to be the Ujoint.. OR that is my next attempt, just as soon as the ground dries out.. also i have had an engine vibration develop in the last thousand miles, which was not there last summer when the manual transmission was installed.. so I don't think it is an imbalance condition in the flywheel, but something else.. or that is what i Hope.
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46 WDX Power Wagon 84 300TDT daily driver |
#44
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The auto tranny is indeed longer, by about 6"
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For Sale: 1982 MB 300TD 1995 Chevrolet Suburban 6.5TD Sold: 1980 IH Scout Traveler- Nissan SD33T Diesel |
#45
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He meant the 240D manual shaft had to be shorten to work in a 300D.
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-Randy Wakefield 1969 220D 4 speed (parts car) 1976 280C 1976 280S 1981 240D 4 speed (parts car) 1982 300D 1983 300TD (Ivory) 1983 300TD (gold) 1985 300TD (gray) 1987 190D 2.5 1970 280SEL (sold) 1977 240D 4 speed (sold) 1974 280 (rusted to death) --- 1927 Chevy 4 door sedan 1938 Chevy 2 door sedan 1950 Willys Jeepster 1955 Studebaker President 4 door 1977 Ford F250 1979 Glastron 17' 1948 John Deere A 1960 John Deere 2010 1979 Satoh S650G -- 2000 Bichon (Doby) |
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