Installation of om602.961 into TN van - Page 4 - PeachParts Mercedes-Benz Forum

Stretch · #46 04-08-2013, 03:32 AM

Quote:

Originally Posted by pr2501

...
11. engine cower box adaption or engine position modification (low down for 3.5 cm) because of turbo.
(not have decided jet what to do)

I'd keep the internal volume of the engine as designed. If you are making it smaller you not only could end up with internal contact(!) but you might increase crank case pressure (smaller volume - same amount of "designed" escaping gas) causing seals to leak.

My vote is to lower - at the moment.

I guess you don't have space for a big bonnet scoop in a TN van!

However, if you are lowering the engine; how is the rest of the drive train configured? For example many W123s have a propshaft with a single universal joint (UJ). This system only works (in a vibration free manner) if the height of the propshaft at the transmission is the same height at the differential. If you have a bend in a single UJ design you get vibrations...

...so how is the TN van configured? I've never looked under one so I don't know.

pr2501 · #47 04-08-2013, 03:37 AM

Volker
i have bought cylinder for clutch and when i will install engine in the car i will work on clutch.

pr2501 · #48 04-08-2013, 03:45 AM

5. van type chassis adaption for turbo in horizontal direction

Because of turbo engine is larger so i modificate chassis to make fit in it
in horizontal direction.

pr2501 · #49 04-08-2013, 03:45 AM

Stretch i will prepare material for this point and here I will need support for really.

11. engine cower box adaption or engine position modification (low down for 3.5 cm) because of turbo.

pr2501 · #50 04-08-2013, 03:56 AM

I did not made clear myself:
on the picture is engine cover box .

pr2501 · #51 04-08-2013, 04:21 AM

Blue and orange arrowsare points wher i have intention to move all down for 3.5 cm. The red arrow is question i have to find out probability if engine carrier will hit front axle.

Yes bonnet scoop is problem. I would like to have les modification in the cabin as possible.

I will make pictures of van and i will attach them tomorow.

Stretch · #52 04-08-2013, 08:13 AM

Quote:

Originally Posted by Stretch

...
However, if you are lowering the engine; how is the rest of the drive train configured? For example many W123s have a propshaft with a single universal joint (UJ). This system only works (in a vibration free manner) if the height of the propshaft at the transmission is the same height at the differential. If you have a bend in a single UJ design you get vibrations...

...so how is the TN van configured? I've never looked under one so I don't know.

Thinking about this a bit further (after two more cups of coffee!) I think it is highly unlikely that the TN has independent rear suspension - the system with a single UJ won't be there.

I guess there'll be a more conventional system such as two UJs and a splined shaft.

You don't want to have a set up like the one you've drawn though

Ideally you still need to aim for a single straight connection from transmission to differential.

Can you drop the centre bearing height as well?

Stretch · #53 04-08-2013, 08:16 AM

Ah THAT engine cover box - I thought you meant rocker cover...

...doh...

...yeah change that sucker if necessary especially if it makes the engine and everything else go together more nicely...

Stretch · #54 04-08-2013, 08:18 AM

Can you take a picture showing where the horizontal modifications of this bit will go?

Simpler=Better · #55 04-08-2013, 09:02 AM

Quote:

Originally Posted by Stretch

Thinking about this a bit further (after two more cups of coffee!) I think it is highly unlikely that the TN has independent rear suspension - the system with a single UJ won't be there.

I guess there'll be a more conventional system such as two UJs and a splined shaft.

You don't want to have a set up like the one you've drawn though

Ideally you still need to aim for a single straight connection from transmission to differential.

Can you drop the centre bearing height as well?

I agree that the connection should be as straight as possible, but with a truck having the carries bearing will reduce the stress to the transmission's tail.

With the rear axle hopping around and the engine torquing things, you want a carrier bearing to take the torsional load.

With an angled carrier bears you could get away with: transmission->u joint->slip joint->carrier->slip joint->u joint->rear diff

pr2501 · #56 04-09-2013, 02:30 AM

From the pictures.

If i make lower points B, C and D angle Y doesent change.

Angle X becomes smaler , is it OK?

pr2501 · #57 04-09-2013, 03:05 AM

New chassis enlarged to fit turbo in horizontal direction.

pr2501 · #58 04-09-2013, 04:27 AM

And the reason that i would like to move engine down is that i would like not to modificate engine cower box.

As you may see on the second picture red arrow is the limit and green arrow the distance between engine and front axle.

Now when engine is already lower for 2.5 cm the green arrow is 10 cm and red is 9 cm.

And i would go down with green more but i must make red shorter also in this case.

Probably it would be only way to find how much i can go down to drive on bad road with load in the van and some have measure how much red arrow gets shorter with bad road.

Stretch · #59 04-09-2013, 04:35 AM

The best solution for the propshaft is to have it running in a straight line - you need to adjust point B so that its height is between A and C.

Points C and D need to be level.

Can you move the turbo and not cut the chassis?

pr2501 · #60 04-09-2013, 08:20 AM

From Strech:

Quote:

Can you move the turbo and not cut the chassis?

The pictures from #57 are aftrer cuting - new state.