Hey everyone I’m getting ready to swap my car to a manual transmission, I unfortunately obtained a 4 cylinder single mass flywheel with my transmission, and I need one for a 6.
Used preferred because cost, I’m expecting to have it resurfaced also

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1989 Mercedes 260e
1972 GMC shorty van
1982 Harley Davidson Ironhead

I’ve actually been studying this for the past two days. There’s a custom flywheel on eBay and you can see it is intended to be used with a (included?) auto flex plate with timing marks and magnets. It looks to me like it might be possible to cut the ring gear and some metal off the w201 4-cyl flywheel to allow the auto flex plate to fit nicely with the flywheel. That could require the flex plate plus flywheel to be thinned where it bolts to the crank or longer new crank bolts, but the movement of the flywheel towards the transmission could present issues too. I imagine thinning the flywheel here could be more complicated than cutting off the ring gear and some of the metal.


https://www.ebay.com/itm/323997227872

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Past mb: '73 450sl, '81 280slc stick, '71 250, '72 250c, '70 250c, '79 280sl, '73 450sl, parted: '75 240d stick, '69 280s, '73 450slc, '72 450sl,

Weird, I have scrolled past that a lot on eBay looking for one, never clicked on it.
That is odd what you’d run both the flex plate and flywheel. Trying to wrap my brain around why it wouldn’t work, but I don’t see why not.
Make me wonder why you’ll couldn’t line up the holes on the crank part of the stock flywheel and flex plate as well as the teeth, weld them together and roll that

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1989 Mercedes 260e
1972 GMC shorty van
1982 Harley Davidson Ironhead

Thickness of the flywheel with its ring gear, plus the flex plate and it’s ring gear. Better to:

1) machine ring gear and some metal off the 4-cyl flywheel. Brake lathe should be able to handle this. Hopefully no re-balance is required.

2) either:
2a) machine off the flywheel mounting surface the thickness of the flex plate, or
2b) use longer bolts to bolt the flex plate and flywheel to the crank AND reduce the length of the fork pivot ball and slave rod to compensate for the flywheel, pressure plate and clutch all moving towards the trans by the thickness of the flex plate, about 1/8” I assume. I’m not sure longer bolts or the shortening of the pivot ball or slave push rod would be required, but you’ve got to at least think about it.




Sent from my iPhone using Tapatalk

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Past mb: '73 450sl, '81 280slc stick, '71 250, '72 250c, '70 250c, '79 280sl, '73 450sl, parted: '75 240d stick, '69 280s, '73 450slc, '72 450sl,

Hmm. Interesting work around. A possibility for the m102 flywheel and maybe om602 flywheel that I have laying around.

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1983 123.133 California
- GreaseCar Veg System