I had a 300d turbo engine installed in my 240d with 4spd man trans. I have a driveline vibration at certain rpms/load. One mechanic told me that there is a special flywheel that needs to be used for this swap. The shop that did the swap told me that wasn't true, everything will work just fine. Any help?

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Thanks much,
Tim
1982 240dw/5 cyl turbo 4sp man
1962 rr silver cloud
1952 willys sw
1975 bricklin

hmmmmmm - what should have happened is the crank, harmonic balancer and flywheel should have been balanced as a unit. Can you find out if this was done?

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Jim

If I am not mistaken wouldn’t the transmission need to shift rearward? The 5 cylinder engine is longer and I am almost certain that everything would definitely need to shift to the rear. This would inevitably require a drive line replacement (modification), or at the very least a decent recycled replacement.

Part numbers for the two flywheels are different for the two engines, my guess would be there is a significant weight difference between the two. I am not certain if an incorrect flywheel would cause a driveline to vibrate, it may if the driveline were too small in diameter. The smaller diameter shaft would struggle handling the new load being applied to it during hard acceleration.


The tribulations of altering from factory equipment.........................Good Luck

No, balancing is not needed, at least not so no vibration will be felt. I am not saying that they do not need to be balanced as per recommendations, just that you can get by without (4 conversions and going strong) it.

Try moving the rear tranny mount diagonally, also remember that the 240Ds did not have provision for the engine shocks so some vibration will be felt (or did I read wrong, is it a 4-speed into a 300D chassis ??)

The other , more likely, possibility is that the driveshaft half was put back in grossly misaligned (like almost 180 deg apart)

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1982 300SD (214 k, excellent shape) kidmobile running mostly biodiesel, gets 31 mpg hwy with 2.82 rear from a euro 500SEL



1976 115 body 240D 4-speed (traded for Jeep parts) - Engine lives on in my CJ7

If they just bolted the 240 flywheel to the 300 and made no effort to statically balance the 240 and 300 flywheels, then you should not be surprised by vibration.

Same if the driveshaft sections were taken apart and not marked.

I have never been able to figure out the real story on transmission position with different engines. I THINK that they keep the rear of the engine in the same place and vary stuff like the water pump shaft length.

I would be interested in other knowledge or opinions.

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Chuck Taylor
Falls Church VA
'66 200, '66 230SL, '96 SL500. Sold: '81 380SL, '86 300E, '72 250C, '95 C220, 3 '84 280SL's '90 420SEL, '72 280SE, '73 280C, '78 280SE, '70 280SL, '77 450SL, '85 380SL, '87 560SL, '85 380SL, '72 350SL, '96 S500 Coupe

NO, water pump is the same for ALL 616/617 engines. The rear tranny mount and driveshaft (front half) are all that vary. The shifter rods too (by 4" if I recall )

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1982 300SD (214 k, excellent shape) kidmobile running mostly biodiesel, gets 31 mpg hwy with 2.82 rear from a euro 500SEL



1976 115 body 240D 4-speed (traded for Jeep parts) - Engine lives on in my CJ7

If they cut and shortened the drive shaft it might not be balanced right, it also has marks on it as must go back in the same position as it came out.
I would have it checked first as it is the simpler of the possible problems.There have been a lot of threads and different opinions on this conversion usally it's putting a 240 tranny in an automatic 617 car which is about the same thing, so you might want to check out search......

William Rogers...........

Ummm, once again - this is a '300' engine in a 240 chassis. Hence, no shockk mounts for the engine.
that plus the driveshaft is my guess

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1982 300SD (214 k, excellent shape) kidmobile running mostly biodiesel, gets 31 mpg hwy with 2.82 rear from a euro 500SEL



1976 115 body 240D 4-speed (traded for Jeep parts) - Engine lives on in my CJ7

No engine shocks, I overlooked that one in my thought process. That being the case I would think the engine could be fitted with a stop strap. The stop strap will curb "engine hop/vibration!"

????????'s
When exactly does it vibrate?
How pronounced is it?
Is it during hard acceleration?
Does it shutter when starting off from a stop?
Is it at a constant speed?
If so, what speed?

I would think that flywheels are balanced seperately. I would also think that you should be able to fit a replacement flywheel to any engine without creating perceptible vibrations. I would also think that if a flywheel needed to be balanced to an engine/crankshaft it would be cost prohibitive to ever replace a damaged flywheel during a clutch repair.

My only real thougt about the different flywheels on these two engines is the difference in weight. I believe the 616 flywheel is heavier thereby affecting the rate of acceleration on the 617. It may also impact engine braking during a long, steep downhill descent. Would it be noticeable? geez

I am of the belief that if you are "rebuilding" an engine than it would be wise to have the engine balanced. The “Harmonic balancer, crank, and flywheel” are balanced to each other thereby eliminating any subtle vibrations that may, or may not cause damage.

Would it be safe to assume that the engine that went into your vehicle was a “recycled” unit with X number of miles on it?

I'll bet you could weld some kind of mount to fit 617 engine shocks.........

William Rogers.........