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  #101  
Old 07-14-2020, 10:54 AM
Nevadan Nevadan is offline
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Default Throttle spools

Quote:
Originally Posted by RedArrow View Post
I dont mind removing a throttle spool unit from a d24t to take pictures for you if that helps.
Here's a few from some d24 nonturbo engines, the one with the smallest top is a very early version; the other too are nearly identical to each other, only slightly different. LMK if you need measurements.
Nice pictures showing the differences in versions. Thanks for the effort. The way the stock cable comes through the firewall at an angle, to get around the brake booster, it was nearly impossible to route the cable far enough to the passenger side to connect to the IP.

I haven't been getting notices on thread replies so am a little tardy in replying.

I found a LONG throttle cable from an early 1990's Datsun or Nissan which worked after hours of fitting, modifying and making brackets. It loops almost to the grille then back to the IP. I'll get a photo this weekend.
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J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #102  
Old 07-14-2020, 10:56 AM
Nevadan Nevadan is offline
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Default

Quote:
Originally Posted by ngoma View Post
These photos should help clarify the different accelerator cable clocking orientations:

First one is a D24T/M46 in a 740, no cruise control, no auto kickdown cable.
Attachment 1706
You can see the accel cable enters at approx. 2 o'clock position (when viewed from the front). Seems like this could work for you?

Second one (shown placed alongside, in approximately correct orientation) with auto kickdown, and cruise control. Guessing from a D24T 740 w/AT and CC.
Attachment 1707
Here the accel cable enters at roughly 6 o'clock position (when viewed from the front), must be similar to what you are dealing with?
Thank you for the photo's. I did look at my friends 740 (mine soon) which is the same as the D24T/M46 photo you sent. See my replie the the post above this for what I ended up doing; photo's to come this weekend.
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J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #103  
Old 07-14-2020, 11:04 AM
Nevadan Nevadan is offline
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Quote:
Originally Posted by v8volvo View Post
Another alternative that might work for running the tach is this product:
https://www.dakotadigital.com/index....od/prd1192.htm
That's a good tip. I saw this somewhere earlier and may use it depending on what I find in the current Audi alternator, especially since the sprocket/pulley ratio is different. I'm also not sure where to attach it since I removed the entire ECM wiring harness...there were a few connections to the remaining harness which I'm sure is where the distributor signal connected, but I'm not certain, I was not thinking about that when I remove everything.
__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #104  
Old 07-14-2020, 11:10 AM
Nevadan Nevadan is offline
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Default

Quote:
Originally Posted by v8volvo View Post
What is being driven by the V-belt off the back of the camshaft in this configuration? Power steering? That is an unfamiliar setup, not used on the Volvo engines.
That's a vane type vacuum pump, odd stock mounting, it just sort of sticks out there.

You're also right in the time needed to finish the project, I felt 90% done three weeks ago!! The custom brackets, hose and wire routing and extra pieces and parts are extremely time consuming and, like you've observed, I don't want to skip the details towards the end of this project.

It's not very often when we, as long term users with mechanical experience, can factually improve upon the original engineering but it does occur.
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J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #105  
Old 07-15-2020, 07:33 AM
v8volvo v8volvo is offline
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Quote:
Originally Posted by Nevadan View Post
That's a vane type vacuum pump, odd stock mounting, it just sort of sticks out there.
Interesting. I always thought the 5cyl engines used the same plunger/diaphragm type vacuum pump mounted on the side of the head and driven off the cam lobe, identical to a D24 or D24T. In fact I'm almost sure I have seen some 5cyl diesel and gas engines that had that plunger style pump.

Does your engine have the mounting location for the plunger style pump as well? I wonder why they used this different setup here. Maybe something about the vacuum demands on the original car the engine was in being greater than the other type pump could supply, and this pump has higher capacity to compensate? Like if the former automatic trans had a vacuum based control system, or vacuum hvac or door locks like some cars from the '80s did? Maybe we will never know for sure.

Quote:
Originally Posted by Nevadan View Post
You're also right in the time needed to finish the project, I felt 90% done three weeks ago!! The custom brackets, hose and wire routing and extra pieces and parts are extremely time consuming and, like you've observed, I don't want to skip the details towards the end of this project.
I got my Toyota pickup with a TDI swap running and driving around the block for the first time 3 YEARS ago and am STILL buttoning up loose ends, wiring harnesses, plumbing routings, etc. Still have quite a bit yet to do, even now after all this time. 3 weeks is pretty quick in the grand scheme of these kinds of projects IMO!!
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  #106  
Old 07-16-2020, 07:58 AM
Nevadan Nevadan is offline
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Default

Quote:
Originally Posted by v8volvo View Post
Interesting. I always thought the 5cyl engines used the same plunger/diaphragm type vacuum pump mounted on the side of the head and driven off the cam lobe, identical to a D24 or D24T. In fact I'm almost sure I have seen some 5cyl diesel and gas engines that had that plunger style pump.

Does your engine have the mounting location for the plunger style pump as well? I wonder why they used this different setup here. Maybe something about the vacuum demands on the original car the engine was in being greater than the other type pump could supply, and this pump has higher capacity to compensate? Like if the former automatic trans had a vacuum based control system, or vacuum hvac or door locks like some cars from the '80s did? Maybe we will never know for sure.



I got my Toyota pickup with a TDI swap running and driving around the block for the first time 3 YEARS ago and am STILL buttoning up loose ends, wiring harnesses, plumbing routings, etc. Still have quite a bit yet to do, even now after all this time. 3 weeks is pretty quick in the grand scheme of these kinds of projects IMO!!
There's a casting for the plunger style pump but nothing is machined on the head.
The center and rear differential lock use vacuum to hold the lockers in place so maybe that's why, there's also not much room for the side mounted pump with all the hoses there.

I think I'll be working on some of the electrical stuff for some time, the tach, oil pressure warning light which I think has some connection to the tach, re-plumbing the cooling for the waxstat, etc., etc.

I'll post more photos today with a few more questions.

This is the first time I've done more than just a rebuild or engine swap and it's definitely time consuming. It's so nice to have access to that big shop even though it's 100 miles away, it has actually save me a lot of time; not having to wriggle around in my small garage.
__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #107  
Old 07-16-2020, 08:16 AM
Nevadan Nevadan is offline
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Default Alternator

Here's some alternator photos, this first one showing a possible W terminal that's currently connected to a suppressor. Is this an actual W terminal? It's the one in the 6 o'clock position; the one in the 3 o'clock position is empty. There's no winding ends on this alternator so the possible W terminal is my only option with this alternator.



Suppressor part number 0 290 800 036.



Alternator part number 034 903 016 and from a parts catalog 034 903 017 BX

__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #108  
Old 07-16-2020, 08:25 AM
Nevadan Nevadan is offline
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Join Date: Jan 2013
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Default Oil cooler from Mercedes 300TD

Oil cooler bracket


Bracket with spring keeper.



View from the front



Tubing and hoses from the oil diverter valve. I'm not sure if my thermostat is working correctly and won't know until I get the engine under a load and hot enough to activate the "waxstat". If it doesn't work I'll just modify it so it's always in the open position as v8volvo suggested. I can just physically cover the cooler when it's real cold.

__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #109  
Old 07-16-2020, 08:35 AM
Nevadan Nevadan is offline
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Join Date: Jan 2013
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Default Throttle cable

Cable routing of a cable off a 1990's Datsun or Nissan.



Custom brackets, circled in red. I sandwiched a piece of a Volvo cable spool to the IP bracket.



Sandwich from the side

__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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  #110  
Old 07-16-2020, 08:39 AM
Nevadan Nevadan is offline
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Join Date: Jan 2013
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Default Airbox from Canadian Audi 5000

I got this with the engine, had to chop it down quite a bit to get it to fit in there. I still not to make some deflectors to prevent rainwater from getting in.

__________________
J.D. in Reno
1958 Mercedes 180D (rebuilding now)
1985 VW Jetta 1.6TD
1985 Volvo 745 Wagon 2.4TD (sold but still maintain it)
1987 VW Quantum Syncro 2.2 (converting to 2.0TD)
1996 TDI Passat
1997 Chevy 3/4 ton 6.5TD
2006 V10 TDI Touareg
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