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Interchangable Parts
Topic Started: Fri Jul 17, 2009 9:32 am (623 Views)
The Gorilla
Part of things
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Hi,

Couple of questions please-

Are all the ancillis on the 2.5 16v same
at the 2.3 16v, like starter, alternator etc

Are the 190 4 pot ancills same as the
2.3/2.5 16v, again starter, alternator etc

Does anybody happen know by how much a
DTM Header fouls on a RHD steering box ?
Is it by a small margin or a major re-route ?

or, what amount of obstruction is caused when
using the LHD 2.5 Header in a RHD Car ?

I am trying to find out if the obstruction
caused by the steering box is due to the size of
the S/box itself, and that the connecting linkage
without the S/box would clear.

ie] the line of the steering colum/ linkage
is not at issue.

This one is for those running the remote oil
take off from Stadler or ATEC, are any of you
using an an 'in-line' oil fitre as opposed to
a remote head/ filtre with stat ?

Many thanks,

Regards,

The Gorilla.





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jeremy
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Too Far Gone To Help
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The LHD cars all used a different header , because of the steering box .and it is not so nice either.

at Hockenheim my curly exhaust manifold was much foto'd and admired .

Jeremy
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RobertE
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Serial victim...
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As far as I know, the ancilliaries on all valvers are the same - they certainly look it to me. Not sure about the other four bangers. DTM manifold only fitted to LHD cars, so don't know that one. Standard manifold more swept back but looks bendable. I posted a pic of an LHD one I have for sale. You can see the difference clearly.

I have installed Jenvey TBs on a shortened manifold without fouling the filter housing, but I think I'm going to have trouble with the airbox. You can't win, it seems. To run the initial install, I've lashed up individual filters. We'll see...
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The Gorilla
Part of things
[ *  * ]
Hi,

Jeremy- The RHD Header is about 3-4 BHP down on
its LHD counterpart.

Old adage of looks or performance, bit like most
women I have ever meet.

From the pics I have seen its appears as if
the DTM Header would fit if there was no
steering box, and also moving the engine
back about 50/60 mm would also place
the 'down part' of the primaries further away.

Might mean some bulkhead re-jigging for
the engine / gearbox bellhousing clearance.

RobertE- yes, I was thinking the same, as the
blocks externally appear the same its just
the internals that are different.

Oil Filtre housing, will see.

Regards,

The Gorilla.
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The Gorilla
Part of things
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Hi,

Will the 2.6 Alternator fit the 16v does does
anybody know ?

They seem the same but just have differing pick
ups on the block, but bolt spacing appears as
if its the same ?

16v Main Crank Pulley- is there a version
with any form of harmonic damper ?
or is all the Crankshaft dampening done
via the balance of the Crank / Crank Balance
weights itself ?

I have searched and looked at the many DTM
pics, but could not find any 16v/ DTM 4 pots
with any layered type harmonic balance Crank pulley.

Buzzy high revving 4 pots usually require
a dampened Crank Pulley of some sort ?

As for the power steering bracket, pulley
and pump, well no wonder there is
a steel shortage.

Regards,

The Gorilla.
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Stempies
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Hot Lips
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Parts from new! ;)

Alternator - Bosch 0 120 489 323.. Was fitted to - 1.8; 2.0; & 2.5-16
Alternator - Bosch 0 120 489 232..Was fitted to - 2.3-16
Starter Motor - Bosch 0 001 108 003..Was fitted to - 1.8; 2.0; 2.3-16 & 2.5-16


Alternator - Bosch 0 120 489 328.. Was fitted to - 2.6
Starter Motor - Bosch 0 001 110 016..Was fitted to - 2.6

Very early 2.0's had different numbers for the alternator for some reason! (got them to if you need them)

Voltage Regulator varied between models, may have numbers for them somewhere if needed!
Edited by Stempies, Mon Jul 20, 2009 3:18 pm.
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Johnboy Mac
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More than part of things
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Gorilla.

I recall a South African (R/H/D non cat) 2.5-16 owner who rebuilt his engine to standard spec. and reported a loss 4-5bhp from the quoted 204bhp. So that would suggest your correct about the r/h & l/h headers.

If there is no harmonic damper fitted to any version of the 16V I'd accept that as good news?

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The Gorilla
Part of things
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Hi,

Stempies- many thanks for the reply.

I think the Alternator is the same across most
190 Range, just some have larger voltage outputs.

Johnboy IRL- Well, I am guessing that
the std 16v Crank is balanced via the counterweights
and that a lot of the harmonics are absorbed
via the rotating mass and offset via the rods/pistons.

However, high revving 4 cylinder engines are prone to
Crank oscillation or vibration, which if not 'dampened out'
effectively shakes the engine to bits from its internals.

Bit like how much more harsh and noisey your
Track car becomes with stiffer mounts, solid
suspension bushes etc. The vibration has to go
somehwere now that the road going rubber
bushes and mounts have been removed.

High revving 2.5 S14 4 pots endure more Crank
flex that there shorter stroke 2.3 counterparts.
Hence if you look at any highly tuned or DTM
2.5 s14 you will see a Crank Pulley with vibration
dampner, to assist with these very issues.

Also they are rebuilt every 1500km.

This is in part why I went with
the 2.3 rather than a 2.5, short stroke
aside, it will hopefully rev more freely than
a long rod engine, which for the short bursts
of daily road driving, will hopefully work better.

I would be really surprised if the AMG / DTM
190's do not have some form of Crank damping
somewhere or somehow.

I was looking to knife edge the crank slightly
to reduce the roatating mass, but unless there
is an effective Crank dampner available it
will be balanced, and then blue printed, but
not put on a diet.

Regards,

The Gorilla.
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Chris Martens
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Part of things
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Posted Image

This is the harmonic damper each 16V has (this has a hall sensor / M6 screw for Racing's ignition setup).
These parts will fail at 300hp :P
Don't know how they did it in good ol' DTM.

regards,
Christian
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