OM602 transmission recommendations please!

[andoni10]

Hello everyone!

My name's Andoni, I'm new to the forum. Have a 1981 Ford f250 motorhome in my life for which i've just purchased a OM602 (2.9td from a Daewoo Musso).
Was hoping to ask you good people for some information about which transmission I should be looking for to match up to it? (Feel like I've been going around in circles with my internet searches!)

The truck is currently an automatic which would have been nice to keep, and it seems there are merc boxes out there that could handle the heavy load, only it appears that they would all need a stand alone controller to operate them(?) which from what I can see is way out of my budget.

So I imagine it'll be a manual. But I need one with that can handle the 5tons of the motorhome and it would be really nice if the 5th gear was an overdrive ratio.
If anyone has can point me in the direction of what i should be looking for I'd be incredibly grateful!

Thanks

 

[DSM10000]

I cannot answer your question but that engine has quite a low power output to move a 5 ton vehicle.

What did Ford fit originally? Surely mating a Ford engine to a Ford transmission would be easier?

 

[andoni10]

hello,
she might not actually be literally 5ton but she's going to be heavier than the average. (maybe 3.7/4 tons?, Will let you know when I do )
The truck originally came with the ford 300 (4.9l) engine mated to a 3 speed c6 auto box. The only transmission that mates to the 300 over here (uk) is seemingly the tremec T5 and then I'm still dealing with the thirsty Ford engine...
The 300 in my truck is rated at 130bhp/300n/m torques and the one from the 0M602 i sourced from the daewoo is supposedly 115bhp /250n/m torques. So they're not too far apart on paper.

>The transmission I've been looking at is the 711.113 Manual Gearbox from the old vans. I imagine it should be strong enough to move the weight of the Ford around, and I read somewhere the 5th gear is an o/d ratio? Anyone know if this is either of those statements are true?!

Thanks

 

[markjay]

I don't think transmissions care too much about the weight of the vehicle... it's the engine torque that they need to be able to deal with.

 

[Bellow]

I'm assuming the Musso that donated its engine had a manual transmission and/or, the engine you have isn't electronically controlled. Ie, engine electronics won't be looking for transmission data.

The truck originally came with the ford 300 (4.9l) engine mated to a 3 speed c6 auto box. The only transmission that mates to the 300 over here (uk) is seemingly the tremec T5 and then I'm still dealing with the thirsty Ford engine...
The 300 in my truck is rated at 130bhp/300n/m torques and the one from the 0M602 i sourced from the daewoo is supposedly 115bhp /250n/m torques. So they're not too far apart on paper.

Are you sure the Ford has only 300N.m? 300lb.ft would be a more typical output for 4.9l engine. If the Musso engine is correctly represented as having 250N.m (167lb.ft) then it has only a touch more than half the torque of the Ford six.

>The transmission I've been looking at is the 711.113 Manual Gearbox from the old vans. I imagine it should be strong enough to move the weight of the Ford around, and I read somewhere the 5th gear is an o/d ratio? Anyone know if this is either of those statements are true?!

Thanks

From Benz World forum:
''
711.113 = G1/18-5/4,7

Gears / ratio
1st gear / 4,695
2nd gear / 2,401
3rd gear / 1,436
4th gear / 1
5th gear / 0,806
reverse / 4,078

711.110 = G1/18-5/6,15

Gears / ratio
1st gear / 6,157
2nd gear / 3,148
3rd gear / 1,743
4th gear / 1,278
5th gear / 1
reverse / 5,347''

If correct, the 711.113 has an overdriven fifth gear but with what you have in mind I doubt very much that fifth will be usable. The 711.110 has a direct fifth gear and a 'crawler' first gear which may be a clutch saver.

Have you considered converting the existing Ford drivetrain to LPG? A simple single point system should be possible for a three figure sum (in parts at least), will save an absolute shed load of work compared to converting to OM602, be sweeter to drive (considerably so), and, remove the possibility that when being informed of the engine change DVLA demand it be submitted for SVA/IVA.
I'm running a full size American with a 5.7l V8 and auto box on LPG and wouldn't consider for one second it being diesel powered. At circa 70p/litre for LPG a diesel would have to return pretty good mpg to compete. At the height of diesel prices, I was running more cheaply than was possible on diesel.

 

[andoni10]

I'm assuming the Musso that donated its engine had a manual transmission and/or, the engine you have isn't electronically controlled. Ie, engine electronics won't be looking for transmission data.


Are you sure the Ford has only 300N.m? 300lb.ft would be a more typical output for 4.9l engine. If the Musso engine is correctly represented as having 250N.m (167lb.ft) then it has only a touch more than half the torque of the Ford six.

From Benz World forum:
''
711.113 = G1/18-5/4,7

Gears / ratio
1st gear / 4,695
2nd gear / 2,401
3rd gear / 1,436
4th gear / 1
5th gear / 0,806
reverse / 4,078

711.110 = G1/18-5/6,15

Gears / ratio
1st gear / 6,157
2nd gear / 3,148
3rd gear / 1,743
4th gear / 1,278
5th gear / 1
reverse / 5,347''

If correct, the 711.113 has an overdriven fifth gear but with what you have in mind I doubt very much that fifth will be usable. The 711.110 has a direct fifth gear and a 'crawler' first gear which may be a clutch saver.

Have you considered converting the existing Ford drivetrain to LPG? A simple single point system should be possible for a three figure sum (in parts at least), will save an absolute shed load of work compared to converting to OM602, be sweeter to drive (considerably so), and, remove the possibility that when being informed of the engine change DVLA demand it be submitted for SVA/IVA.
I'm running a full size American with a 5.7l V8 and auto box on LPG and wouldn't consider for one second it being diesel powered. At circa 70p/litre for LPG a diesel would have to return pretty good mpg to compete. At the height of diesel prices, I was running more cheaply than was possible on diesel.

Hello,
I apologise for not having replied before. I thought I had the 'e-mail for replies thing going' but apparently not!
Thank you for taking the time to pass me the ratios.
As for the engine situation, thanks for the advice. Thats great that you've got the lpg working well with your rig. Mine did actually come with the remains of a previous lpg conversion. In my case though the current engine needs the valces redoing, there's a knocking coming from the transmission, and the engine as well is a California car with all the old emissions systems and on top of that 40years of badly installed motorhome paraphenalia wiring... it's time for a change. Also I plan to take the van on some far adventures and i'm not sure how reasily available lpg will always be.
Am now thinking about going down the 722.6 automatic route (with a stand alone controller)