All the cars use the original 4 speed Peugeot transimissions (
manual, of course ). I cannot see any reason for changing these
delightful boxes. For the purposes of suitability, I have written a
small computer programme which takes in engine power, torque, peak
rpms for power and torque, gear ratios, rear axle ratio and wheel
overall diameter and gives an analytical output of various
parameters.
The methods used for physically mating the engines are as follows:
OM616:
This engine comes with a mini bell housing which covers upto the rear
end of the flywheel. The original bellhousing was machined down to an
appropriate depth, and a circular matching plate was machined out of mild
steel plate. Mounting holes for the mini bell housing and those on
the gearbox were made on a jig boring machine and a cutout for the
clutch fork made.
Something like this -
mini bell housing
/ ______matching plate
_____________ / / ___gearbox bellhousing
| | \ / / _______gearbox
| engine | |||\/__/____
| | ||| |______|
| | |||/
|____________ | /
The Peugeot clutch plate and cover assembly were used, so the
flywheel had to be machined a bit to accomodate this cover assembly.
The engine is rather tall, so it was inclined slightly to the right
of the car. The oil sump pan was modified to clear the anti roll
bar.
This is a wonderful combination and very driveable - the engine has a
very linear power delivery.
4FG1:
A special bell housing was made out of thick steel plate around 50 mm
thick - about 2 inches, to accomodate the flywheel. Holes were drilled on
the periphery to bolt on to the gearbox bellhousing and holes bored
on the front end to bolt on to the engine. This replaces the starter
motor carrier plate that comes with the engine.
The sump pan was modified again, this time bring the dip of the pan
to the front to clear the cross member.
This engine is incredibly compact, so there was no need to tilt it at
all. The ground clearance is wonderful as compared to the 616 fitted
car.
I've not yet driven my wagon; it will be ready in a couple of days.
>
> Are those engines heavier? How do you stiffen the front springs?
>
Yes, the engines are heavier. As far as I could dig out information,
the front springs do not change between GL and GLD, which is the
original diesel version.
The original diesel car is heavier than the petrol one by about 75
kg, which is about the same difference I have on the 616 vehicle. I
expect the ISUZU to add much less extra weight to the car.
The most popular diesel conversion for Peugeots in India is to fit the
Peugeot 2112 cc diesel ( 62 bhp, pushrod, light alloy head ).
The original GLD uses the XD3 engine, which is 2498 cc, 68 bhp, light
alloy head, pushrod.
Both the 616 and the 4FG1 are OHCs.
I guess my mail is already too long. More later.
Regds.,
J. Balamurugan