300 turbo manual 1700-2000 RPM vibrations - Page 4 - PeachParts Mercedes-Benz Forum

winmutt · #46 03-17-2009, 11:10 PM

Quote:

Originally Posted by OM616

I want to replace the center bearing. Mine is squishier that I would like, could be letting the shafts move around too much.

That right there is your problem. It should be all but rigid. 1-2 weeks after my swap my bushing gave. High torque low rpm it sounded like someone with a sledge hammer was underneath.

t walgamuth · #47 03-18-2009, 06:00 AM

Quote:

Originally Posted by OM616

Mine is a 84 300D turbo model, BUT the engine that is in it now is out of an SD. Not sure if there is any difference. The shorter manual trans changes the angle of the drive shafts. I want to replace the center bearing. Mine is squishier that I would like, could be letting the shafts move around too much.

I also just got back from 120 mile round trip in my 78 240D. Now that I know what to feel for, it too has a very dampened vibration in the 30-40 MPH range, just like my 300D had until I moved things and the speed changed a bit. The car is very tight in comparison so it dose not rattle and buzz like the 300, but you can feel it come in and out as you drive though the speed range.

I am also not sure if the MB auto trans centerline is a true continuation of the crank shaft centerline as a manual trans is. The GM Turbo350 trans centerline is angled up from the crank. If you look at some model A street rods, you will see many with side pipes that point down towards the road. The detailed builders will have the engine parallel so the pipes are level, but the trans tail shaft will be pointing up. It is under the car so nobody sees it.

If the MB auto is like the GM trans. Then by converting to a manual trans the engine angle would change , which could affect the motor mounts ability to isolate vibrations.

With standard u jounts like is typical on a gm you want some angle to work the joint a bit. On the benz your two main joints are the rubber donut type. You want these to be straight.

#48 03-18-2009, 07:22 AM

The u-joint on these cars is only to compensate for the slight engine and subframe movement. If you check old ones you'll find they are worn loose in a very narrow angle since the movement isn't even remotely close to what cars with a live axle see.

Changing the angle of an old u-joint would cause it to constantly go in and out of that worn area.

nhdoc · #49 03-18-2009, 10:28 AM

Has anyone who did the swap priced out the correct flywheel rather than re-use the 240D flywheel or is the 617 flywheel for a manual tranny not available in the USA? Even if this is the case, in our global economy we ought to be able to get one from a dealer in Canada or overseas.

lutzTD · #50 03-18-2009, 10:31 AM

Quote:

Originally Posted by nhdoc

Has anyone who did the swap priced out the correct flywheel rather than re-use the 240D flywheel or is the 617 flywheel for a manual tranny not available in the USA? Even if this is the case, in our global economy we ought to be able to get one from a dealer in Canada or overseas.

they are still available in Europe. they are around $500-600 plus shipping I believe

nhdoc · #51 03-18-2009, 11:44 AM

Quote:

Originally Posted by lutzTD

they are still available in Europe. they are around $500-600 plus shipping I believe

Interesting...so if push came to shove and someone really wanted to try and narrow down the causes of a vibration they could order one.

I will point out that the W123 300TD turbo wagon was apparently available in europe with a 5 speed manual since it is shown on the EPC that way. Some people here doubted that Mercedes ever mated the OM617 turbo to a manual for "technical reasons" but this would tend to dispute those claims

The one I recently bought on ebay which is a 4 speed conversion is on its way here now so when it arrives I will report my impressions of it. The PO stated he only has vibrations if he lugs it but that would be true of just about any car. I am not sure if the PO knows what kind of FW was used as he had the work done by a local shop but I would assume it was done with a 240D 616 flywheel.

lutzTD · #52 03-18-2009, 12:17 PM

Quote:

Originally Posted by nhdoc

Interesting...so if push came to shove and someone really wanted to try and narrow down the causes of a vibration they could order one.

I will point out that the W123 300TD turbo wagon was apparently available in europe with a 5 speed manual since it is shown on the EPC that way. Some people here doubted that Mercedes ever mated the OM617 turbo to a manual for "technical reasons" but this would tend to dispute those claims

The one I recently bought on ebay which is a 4 speed conversion is on its way here now so when it arrives I will report my impressions of it. The PO stated he only has vibrations if he lugs it but that would be true of just about any car. I am not sure if the PO knows what kind of FW was used as he had the work done by a local shop but I would assume it was done with a 240D 616 flywheel.

I will be installing a 5 speed and 300 flywheel, but since I will be changing the trans, flywheel, trans cross member and mount and changing the drive shaft length, my results wouldnt be applicable for the 300 turbo 240 flywheel question.

OM616 · #53 03-19-2009, 03:44 PM

Quote:

Originally Posted by winmutt

That right there is your problem. It should be all but rigid. 1-2 weeks after my swap my bushing gave. High torque low rpm it sounded like someone with a sledge hammer was underneath.

It is not terribly squishy but as you said, I would like it to be as solid as possible. I will replace it. My 240 center bearing is firmer.

When I get a chance I will try lifting the trans tail a little more and see if the vibe gets better or worse.

panZZer · #54 03-19-2009, 04:12 PM

Quote:

Originally Posted by lutzTD

cool thanks, that jibes with the predicted 28 pounds from my model. now I will have to find a place to add an additional 4 pounds to the ring and not hit the bell

The 300d flywheel---or Truck as someone also called it is a 35 pound unit and the edge of the extra "ring" material has a 45 degree camfer on the outside edge to clear the inside of the bell house, also the r107 clutch is the best heavy duty one according to an experienced swap guy I talked to but it might be very hard to track down a 450sl v8 clutch in America.

winmutt · #55 03-19-2009, 06:00 PM

Quote:

Originally Posted by panZZer

The 300d flywheel---or Truck as someone also called it is a 35 pound unit and the edge of the extra "ring" material has a 45 degree camfer on the outside edge to clear the inside of the bell house, also the r107 clutch is the best heavy duty one according to an experienced swap guy I talked to but it might be very hard to track down a 450sl v8 clutch in Amaerica.

Part numbers would be wonderful. From what I saw the gassers had the same as the diesels.

lietuviai · #56 03-21-2009, 10:44 PM

Here's what the two different flywheels look like as shown by the FSM.

panZZer · #57 03-23-2009, 04:26 PM

This diagram does not show the 45 degree camfer that flywheel A should have. and the 35 lb flywheel was also used on truck applications like a 307d or a 309d and probably the 616 gwagon--not just 617's