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And I forogt one thing. I dont have tons of cash but I do work at a machine shop. So fabing some parts wont be that hard for me, just figuring out how to hang it into the car and make it adjustable enough to ne lined up correctly will be the hard part. If I happen to get this done reasonably soon I will make some extra hangers/brackets and such and sell the for cost of materials only. Since you guys are giving me the inspiratoin to do it just because no-one, including me now, thinks it will work very well, if at all. So that said hopefully I will prove me wrong.
 

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I have followed this thread with interest over time,as an awd turbo van would be great fun.Last fall I removed,then converted an awd auto to 2wd,and fitted it to a 2wd van.This gave me a good look at how the awd system worked.I was also a bit surprised at how 3 wheels are driven from one end of the diff..
I also looked at it all with view to fitting the system to my turbo van,and I believe it would be achievable.I have just purchased another turbo van for it's rust free shell (and it's factory 5sp),and have plans to try the awd conversion with my hybrid engine fitted.
I'll be interested to see how things survive.
 

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sweet, I have a friend that lives near you woody, I can get with him aand see if he can lend a hand to turn wrenches.
his nickname is digger, he is a cool cat. and loves Dodges.
 

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Ok, I have read the whole thread, and in many ways I agree with Phatfoto that having 3 out of 4 tires driven off half the output of the tranny is a bit disconcerting.

Under extreme acceleration what would slip at one tire or another do to this situation. Would it kill the PTO? They use overrun clutches in stock situations, is it for perfect operation with no kinks? Or is it a necessary part to keep the PTO from killing the whole system? If all the tires are the same size, and LSD only in the rear, what wouldn't allow enough slip to keep the rest of the drivetrain alive? As long as there is slip from side to side, how much loading would there be of the rest of the drivetrain?

Either way, I am watching this thread!
Chris
 

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Ok, I have read the whole thread, and in many ways I agree with Phatfoto that having 3 out of 4 tires driven off half the output of the tranny is a bit disconcerting.

Under extreme acceleration what would slip at one tire or another do to this situation. Would it kill the PTO? They use overrun clutches in stock situations, is it for perfect operation with no kinks? Or is it a necessary part to keep the PTO from killing the whole system? If all the tires are the same size, and LSD only in the rear, what wouldn't allow enough slip to keep the rest of the drivetrain alive? As long as there is slip from side to side, how much loading would there be of the rest of the drivetrain?

Either way, I am watching this thread!
Chris
3 of 4 tires are not driven off half of anything. The front axles spline into the differential's spider gears the same way that they do in FWD. The PTU input shaft splines into the differential housing so it is basically connected solid with the ring gear.
 

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none of you guys have ever driven a awd caravan? do you know you can posi the fwd a604 hummm and if u posi the rear diff in the awd WOW thats killer i got mr.t to posi(respects to mr transmision)(cant spell)my 3.3 fwd a604 and i do killer with it so whats stopping anybody from doing it to a awd???? i cant find one here on ontairo for less than 1000 (that works) if not the owner thinks that he/she has a van made out of gold so i havent been able to make this happen. and if u guys r thinking of playing with awd power think of getting a shelby3.3 and use that for your awd setup 255hp ?????torq and the 3.3 is set up to handle 500hp i ve been porting polishing and building my own version of the 3.3 and doing resurch in building this motor its possible to get 500hp..... im prob going to be blasted for this (never worked with a 4 cyclnder b 4 )but can u get 500 hp but have the torq?
 

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3 of 4 tires are not driven off half of anything. The front axles spline into the differential's spider gears the same way that they do in FWD. The PTU input shaft splines into the differential housing so it is basically connected solid with the ring gear.
I am not disagreeing with you, as I have never seen one in person. What I am saying is that the input shaft on all the drawings of the PTU's show a solid input shaft. How does the PTU spline into the differential housing with a solid shaft yet the axle spline into the spider gear with a solid shaft? You can't put a solid THROUGH a solid. Now if the input of the PTU is hollow, and splines on the outside of the housing while the axle splines into the spider gears I can get what you say, but none of the diagrams I have seen or the pictures show a hollow input for the PTU.

Either way I am excited to see if we can adapt a Quaife LSD to the PTU so we can have real AWD for an evil little omni....
Chris.
 

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The input shaft of the PTU is in fact hollow. The passenger's side axles slides through it to engage the spider gear splines and the PTU is driven directly off of the diff housing as described before...
 

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The input shaft of the PTU is in fact hollow. The passenger's side axles slides through it to engage the spider gear splines and the PTU is driven directly off of the diff housing as described before...
Ok, this explains a lot, now the differential has Timken bearings on the outside edge setting the play and such, does the differential extend past where the bearing rides? basically what I am wondering is all the rearends I have built have the differential/shims/bearings, and the differential is flush with the bearing, there is nothing to spline into, unless the differential is different from the ones I have seen, and extends past it and has splines machined into it.

I also wonder if the problems is the metallurgy a problem with PTU's or is it a design flaw? Could cryogenics help keep these units together? I would love to have an AWD omni with 400+hp. Oh, and if the awd diff is different than a LSD, can a LSD be machined to accept the PTU.
Chris
 

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back to the original question it could work witha little bit of wild fabrication if you used a 4x4 front axle w/ independent suspention s10 type and awd rear end the axles swaped around at the u joint part if nessesary the only major prob is at the gear ratios of the axles but alot of modifing would go in to it . it makes sense to me and the drive shafts would suck to?
 

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From what I understand the AWD diff uses a larger bearing than the standard diff on the passenger's side. The splines for the PTU shaft are internal splines on the ID of the bearing "snout"(for lack of a better term at the moment) and are probably done via EDM. This could be done to any diff as long as it has the meat on the "snout" to do so. You also need the matching bearing retainer cup, or machine out the stock one from the tranny to accept the larger outer bearing race.

As I saidm this information is based on what I've read from other's experiences. I've never held one in my hands, so if something needs to be edited, then somebody with more experience than I please do so!
 

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i was just about to post a topic about this...i seen a awd dodge minivan yesterday then i was thinking what about the dsms? the tsi gsx and rs all came awd. the wheelbase on a baron is 103.5 in and the base on dsms is 97.2 in. the second gen caravan se had a wheelbase of 112 in. so would you just have to modify the driveshift? im not sure of the track but i dont think it could be that off.
 

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whats wrong with using the awd drive system from underneath an awd steatlh/3000gt or laser and just comizing where needed to have it fit
 

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whats wrong with using the awd drive system from underneath an awd steatlh/3000gt or laser and just comizing where needed to have it fit
You can bolt a 3L up to the 3S drivetrain, but the biggest problem is you have to do a 180* flip to make it work. Yes, it can fit...but you have to customize pretty much everything; mounts, wiring, rear-end, an endless amount of fabrication. It would be a cool project in the end, but tons of time and $$$.
 
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