#11
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That will end up being a nice swap, I have thought about doing a swap like that with a V90/S90 sedan. If you don't mind me asking what did you pay for all the parts from the wrecking yard? Keep us posted on the progress!
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12mm pump heads, ARP stud kits and GTD nozzles available! http://d24t.com/showthread.php?t=1646 NA intake manifolds and 240 turbo pans for sale. Need d24 or d24t parts? PM me! Shipments done on fridays! 1982 242 D24+T/M46- Super pumped! Build thread: http://www.d24t.com/showthread.php?t=1545 1984 764 D24T/ZF build thread: http://www.d24t.com/showthread.php?t=1734 Diesel parts cars: 82 244,83 244, 84 244, 84 245, 85 745 |
#12
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My cost was about $300.
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#13
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That's a pretty good deal in my opinion.. A local yard wants $500 for a non turbo D24.
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12mm pump heads, ARP stud kits and GTD nozzles available! http://d24t.com/showthread.php?t=1646 NA intake manifolds and 240 turbo pans for sale. Need d24 or d24t parts? PM me! Shipments done on fridays! 1982 242 D24+T/M46- Super pumped! Build thread: http://www.d24t.com/showthread.php?t=1545 1984 764 D24T/ZF build thread: http://www.d24t.com/showthread.php?t=1734 Diesel parts cars: 82 244,83 244, 84 244, 84 245, 85 745 |
#14
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Some yards are best avoided. There's a local place that always tells me, "Them Volvo parts are expensive" like they pay more for a Volvo when they buy them by the pound than they do a Chevette. I'm not afraid to leave parts behind if I get a lot of high-priced nonsense from them. I just usually tell them that I'm buying to resell (which is true in most cases) and I can't make any profit buying for full retail.
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#15
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So, a 7xx crossmember bolts into a 9xx-series? That would make it too easy!
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1985 744 gle d24t 1985 745 gle d24t |
#16
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In many ways, the 7's and 9's are essentially the same car.
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#17
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Nice find!
Very good idea to leave the whole drivetrain just assembled as you have it -- for converting the gas car to diesel, fastest and easiest way is to just put the engine and trans in from beneath with the crossmember attached. I just did that same thing converting a 1986 740 turbo gas wagon and found it much faster and more elegant than installing the drivetrain topside. See pictures below. Also, from the parts car, be sure to get the important parts of the diesel fuel system as well! Most critical is the fuel filler neck assembly. The diesel filler neck is larger and does not have the vapor-catch flap, so that it can admit the larger diesel fill nozzles that stations often use. See picture below for comparison. The fillers are not hard to swap and, IIRC, are shared between sedans and wagons. Grab it regardless. And yes, you will need the clutch pedal and its bracket, any cruise control vacuum/electrical switches related to the clutch pedal, the clutch cable (though you may want to replace with new), driveshaft with center support bearing and front and rear shaft halves marked to preserve their proper phasing, and most of the under-hood wiring harness bits. Bummer that someone took the turbo, since they certainly will have trouble using it on anything else. I hope they left the oil supply and return lines attached to the engine? I have a couple of spare D24T turbos in good shape that I would be willing to sell. The irritating part is that whoever stole that turbocharger also stole the turbo-to-downpipe gasket, which is getting hard to find and will not be useful to whoever bought it. Too bad. You will be able to find one with some effort. Fuel filler comparison, gasser on left, diesel on right. Good idea to get the filler cap from the diesel too. I can describe what I did to modify the fuel lines and venting system from the gas car -- that part is not hard, no need to worry about getting the tank and lines, just the filler. Plus the 960 wagons came with a nice extra large 19-gallon fuel tank anyway... which you will want to keep regardless. And here is what it looks like installing a D24T drivetrain "module" from below... disconnect the front suspension and steering and it is a piece of cake. I did it without even unhooking the power steering hoses from the donor car.
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86 745 D24T/ZF 345k lifted 2.5" 83 764 D24T/M46 155k |
#18
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One fly in the ointment is finding a shifter boot/console for the 960 that will work. I think I can put a later 960 center console in and install a boot. It sure would be easier to use a stock part and I've contacted a couple of guys I know in England who may can help me. Quote:
Wow, that's crazy! How did you pick up the front of the car? Overhead beam? |
#19
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There are a few things I would do differently a second time around... getting a couple strong wooden dollies with good wheels on them for maneuvering the drivetrains around on would be better than the pallets I used, and having two floor jacks on hand would have been better too. The hardest part was wrestling and dragging the drivetrains in and out from under the suspended car sitting on pallets on the concrete floor, but with the right equipment that part could be as seamless as the rest. Did you get the struts and springs out of the donor car? That is the only other major difference in the front end between gas and diesel, besides the crossmember... but then again, the other TD-swap 960 I have spent some time around still has its stock front springs and it sits just about right. The huge twincam head on the B6304 probably offsets any weight savings versus the D24T that it gets by having an aluminum block and no turbo or injection pump hanging off it.
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86 745 D24T/ZF 345k lifted 2.5" 83 764 D24T/M46 155k |
#20
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I know the early 7-series cars used a different strut than the later cars and I wonder if the springs would swap over. I imagine so, but it would be nice to know for sure. I have a 1000 lb. scale and dressed 6304 (960) engine at the shop that I can weigh and compare to the D24T. If they weigh about the same, I won't worry about it, but I would still like to have some good dope on the springs. |
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