Why is nobody installing the nelson engine mount?

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Originally Posted by Jeff V.

WTF are you talking about? The transmission never had a 'dynamic dampener' and the little POS on the engine mount was deleted when they changed to aluminum in '94. :lo5l:

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LOL... RTFM.

http://www.stealth316.com/images/stim/tim_09-08.gif

pretty sure that reads dynamic dampener.

:lo5l:

Thanks for posting a diagram that agrees with exactly what I said.

Quote:

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Originally Posted by Me

The transmission never had a 'dynamic dampener' and the little POS on the engine mount was deleted when they changed to aluminum in '94.

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It also contradicts what YOU said. The damper is to eliminate "high frequency noise". It's got nothing to do with harmful vibrations. Regardless, it went away in 94, like I said

Quote:

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Originally Posted by J. Fast

LOL... RTFM.

http://www.stealth316.com/images/stim/tim_09-08.gif

pretty sure that reads dynamic dampener.

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mirror link:
imgur: the simple image sharer

Jeff is right that basically, nelson's mount converts the system from a 4 point torque roll axis mount, to a 3 point focus mount. See page 4 and 5 for visualization of TRA and focus mounts.
http://www.vecom.org/events/04Erdely...layouttool.pdf

Quote:

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Originally Posted by i3igpete

mirror link:
imgur: the simple image sharer

Jeff is right that basically, nelson's mount converts the system from a 4 point torque roll axis mount, to a 3 point focus mount. See page 4 and 5 for visualization of TRA and focus mounts.
http://www.vecom.org/events/04Erdely...layouttool.pdf

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The TRA you linked to is for Inline 4 cylinder which has different 1st and second order harmonic characteristics. How does the mounting differ with a V6 60/90? I see mounting provisions on the TRA plane minimizes the mounts vibration but the way I interpreted is that's only for one bank of cylinders, an Inline engine. Lastly, a third mount is necessary on the transmission correct?

3 point TRA and 4 point TRA are pretty much the same thing. Back in the day, people would just add the two together, when doing calculations by hand. That's why it's usually OK to remove the front engine mount on our cars as long as you stiffen up the rear.

Mathematically, mounting is the same for 4cyl/I6/V6 etc. All we really care about is the number of firing pulses (remember 3000 RPM on a 4 cyl is the same as 2000 RPM on a 6 cyl).

Here's a fun fact: if you have bad engine mounts and hit the gas, the car won't accelerate until the rear mount is loaded up. Since the engine is lighter than the chassis, most of the torque is spent twisting the engine. Only after the mount is loaded up, does the torque start travelling to the transmission.

Another fun fact (this one will actually blow your mind): all of the torque applied on your crankshaft is actually generated by the piston skirts. cylinder pressure serves no other purpose other than loading up the skirt and conrod. look at the following picture. The pressure in the cylinder goes to the top and bottom (cancels out) and left and right (also cancels out).

http://i.imgur.com/rRGJjO3.gif

Hey, that's mind blowing for sure man! Like shooting a bullet thru a phone book.

Page 13, illustration #2 of your PDF shows motor mount provisions required somewhere in the effective elastic trace area for each bank of cylinders on a V6. Since our engines are horizontal mounted does that mean we need a mount under each bank?

IF that's the case which of the remaining side mounts can be eliminated, driver or passenger/transmission?