Hi there,

I wonder if someone managed to put a stronger autobox behind a Tdi.

Seems like the GM 700R4 would be a good option as it has 4 gears, nice gear ratios and a lockup-clutch, and no electronics.
Maybe another box is better suited ?

Well, if so, how did you make the adapter things ?

The zF autobox is plenty strong enough for the tdi engine. A retrofit to another for the diesel engine would be a waste of time.

JP

Follow this (http://forums.lr4x4.com/index.php?showtopic=1422") thread on the LR4x4 forum, where Will Warne has has a ZF gearbox built up by Ashcrofts in the UK to mate to his International 2.8 Tdi.

The gearbox was built to HP24 spec which is whats fitted to the latest 4.6 V8's with mucho-torque.

Interesting reading.

Our NAS transmissions from RRC LWB 93-95 have the type transmission descibed there if someone is looking for a stonger one to beat about.

JP

Our NAS transmissions from RRC LWB 93-95 have the type transmission descibed there if someone is looking for a stonger one to beat about.

JP

Hi Jim,

the box fitted to the LWB 4.2 RRC was box code '1043 010 740' this has bigger internals than the normal 3.9 4HP22 but the 4HP24 has the added bonus of a larger A clutch and bolted pump stator as well.

We are selling quite a few of the 4HP24 boxes at the moment for :

2.8 HS engined crop sprayers ( 6000 KG)
5.0 V8's in Range Rovers Etc.
winch Challange / rock crawler competition vehicles,

Hi Jim,

the box fitted to the LWB 4.2 RRC was box code '1043 010 740' this has bigger internals than the normal 3.9 4HP22 but the 4HP24 has the added bonus of a larger A clutch and bolted pump stator as well.


Hm, maybe it's time to tell Shopgrrl she needs a tranny that matches the 3.9 I put in her LWB so I can have the heavier duty tranny to go with the 4.2 I pulled out of her truck:flipoff2:

I'll blame this on Pendy as well:grinpimp:

Hi Jim,

the box fitted to the LWB 4.2 RRC was box code '1043 010 740' this has bigger internals than the normal 3.9 4HP22 but the 4HP24 has the added bonus of a larger A clutch and bolted pump stator as well.

We are selling quite a few of the 4HP24 boxes at the moment for :

2.8 HS engined crop sprayers ( 6000 KG)
5.0 V8's in Range Rovers Etc.
winch Challange / rock crawler competition vehicles,

Thanks for the clarification Dave. Can you discuss differences between Diesel ZF transmissions and Gasoline ZF transmissions here for referance as well. Specifically how to update a gasoline version to a diesel type. The later 4hp24 boxes seem difficult to change shift characterstics to diesel. Thanks for your time here with us.

JP

Thanks for the clarification Dave. Can you discuss differences between Diesel ZF transmissions and Gasoline ZF transmissions here for referance as well. Specifically how to update a gasoline version to a diesel type. The later 4hp24 boxes seem difficult to change shift characterstics to diesel. Thanks for your time here with us.

JP

External differences

kickdown cable
torque converter
bellhousing
rear housing

Internal Differences

Kickdown Cam
Valve body
governor

when we were doing a lot of these Tdi conversion kits a few years ago we made a kit of parts to alter the shift charactaristics :

Low stall torque converter
kickdown cam
governor valve
DDC hysteresis spring

the torque converter was to take up drive earlier with less revs, the cam and valve were to make it shift up earlier so you didn't need to thrash the diesel and the spring is the one that controls the torque converter lock up speed.

I think this hysterical :) spring is what I am lacking for a particular project. Can you describe the differences in gas and diesel spring and location. I have had good luck with reworked torque convertors and govenor weights already. Not sure I see the need for the replacement kickdown cam but would love to see the difference firsthand. What would a kit minus the torque convertor go for?

As always appreciate the insight.
JP

how are sales on the underdrive boxes going?

I think this hysterical :) spring is what I am lacking for a particular project. Can you describe the differences in gas and diesel spring and location. I have had good luck with reworked torque convertors and govenor weights already. Not sure I see the need for the replacement kickdown cam but would love to see the difference firsthand. What would a kit minus the torque convertor go for?

As always appreciate the insight.
JP

how are sales on the underdrive boxes going?

Hi,

not easy to describe the spring location but if you fancy modifying it I can email a photo to show the location,

it's not rocket science, the shorter the spring the earlier the lock up, the longer the later the lock uo, you can either fit a new spring or just cut a coil off one by one.

The governor valves are about £ 65, you don't always need to change the cam, the 3.5 ones are OK but the 3.9 ones have a very late 'forced kickdown' profile, meaning you have to set the cable quite tight with a diesel to get the forced kickdown working but this gives hard shifts.

Underdrives are going well, about 20 left,

Dave,

Have you had any sales of this kit for 300Tdi/110 conversions? Not too many of those here to reference and, apparently, not much better in the UK - if we go by the UK forums.

My plan is to uprate the intercooler and refuel but otherwise stock.

----------------------
Art

Dave,

Have you had any sales of this kit for 300Tdi/110 conversions? Not too many of those here to reference and, apparently, not much better in the UK - if we go by the UK forums.

My plan is to uprate the intercooler and refuel but otherwise stock.

----------------------
Art

Hi, we used to sell a lot of these ZF shift kits in conjunction with the TDi to V8 ZF adapter kits, but this job died many years ago when the TDi range rover classics depreciated to a point it was no longer cost effective to convert the V8's.

We now sell quite a few kits to convert both the 300 TDi and the TD5 defenders to auto but on the 300's we just fit the 300 TDi Disco auto set up,

Jim, thanks for popping up the link, most of info about the box is up on LR4x4. The box itself is based on a 300tdi spec autobox (serial no 744) but with has had one of Mr Ashcroft's monster build ups. I've only had it in for about a fortnight so I can't really comment on how good it is off road but it works well on it. The shift patterns seem to suit the 2.8 very well; it pulls strongly and responds nicely. I've set the kick down up quite tight as it suits the more free reving 2.8 TGV.

In terms of strength, I think I'll struggle to break this box, even when I tune the engine (I'm hoping for 200bhp and somewhere in the reigon of 400lb/ft :D ). I know a guy who fitted a simerlar spec box to a RR he built for the Ladoga Trophy and it performed extremely well. For the money, its an extremely good box.