GM 6.2 V8 diesel and ZF 4-speed auto box???

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GM 6.2 V8 diesel and ZF 4-speed auto box???

Postby stinkybum » Fri 11 Jan 2008 11:33 am

Hi all

A bit of advice please.

I'm thinking of attaching a GM 6.2 diesel to a ZF4HP22 4 speed auto box from a 1989 Rangie Vogue. I presume that the Rangie was originally a 3.5EFI V8 petrol.

I'm aware of the risk that I'm taking with broken drive train items!

The engine has all the relevant adapter kit, however I'm just a bit concerned about the gear change points. Since (I presume) the diesel will be lower revving, then will the gearbox change up and down at the right points?

I'm presuming that the gearbox that comes as an optional extra with the engine worked ok and is the hydraulic model with the valve block rather than the later electronic version.

So, here's the question:
(1) Does anyone have an experience in this area?
(2) I think there were several versions of the ZF auto box, designated by a three number code on the serial number plate. Does anyone know what these were? Was there a different one for the 2.5VM or TDI diesels? I thinmk there was.

Any advice gratefully received!

Regards

Dave
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Postby Trev. » Fri 11 Jan 2008 3:50 pm

The original engine would have been a 3.9V8. As you surmised, the shift points are different between the V8 and TDi versions of the ZF (it was never fitted to the VM). You are also correct in being concerned about the transmissions weakness, it could barely handle the torque of the V8 petrol as it is. If you are intending on off roading you will probably also destroy differentials, half shafts and CV joints!!

The gearbox can be re-programed for different shift points but this will probably be expensive. It would be advisable to consider exchanging the box for one of Ashcrofts uprated boxes. Take a look at http://www.ashcroft-transmissions.co.uk/ They probably have more experience of the ZF than anyone else on the planet!!
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Postby stinkybum » Fri 11 Jan 2008 5:34 pm

Thanks for confirming that.

I went on a course at Land Rover a few years ago (through the RRR) to learn how to rebuild the ZF autobox and was quite impressed at how simple the drive train actually is to work on. I think the planetary gear mechanism is brilliantly, ingeniously simple in principle, as are all good engineering concepts! The bit that was a bit scary was the valve block and tuning/repairing the little springs on the pistons that affect the engagement and disengagement of the clutches. A copy of the service manual was a useful take-away from that course! However, ZF in Nottingham are utterly unhelpful, arrogant and have always refused to deal with me for parts.

I have a GM 3-speed auto box with transfer box that came out of a Chevy Blazer and was designed to fit the GM/Chevy/Goodwrench 350 (5.7l) gasoline V8. However, I don't know that box at all, so wouldn't know how to change the valve block settings.

Ashcroft always look bloody expensive to me and I don't fancy a mortgage for a gearbox!

I'm most tempted to get a flywheel for the GM diesel and fit it to a GOOD OLD LT95, as they seem pretty bullet proof. I also have a Chevy small block 350ci V8 sitting around that came out of a Range Rover, and it's got the flywheel and clutch to fit the LT95. Any idea if that's the same as the 6.2 diesel? I should probably count the teeth and measure the size, then do a bit of research.

The car will be used more for heavy towing and load lugging then anything else.

cheers

Dave
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Postby Trev. » Fri 11 Jan 2008 5:55 pm

I don't know about the GM/Checy petrol combo. However, the GM three speed fitted to the earlier auto Range Rover was probably the strongest gearbox they ever used.

If you are going to use the vehicle mainly for towing I would think that providing you keep the transmission temperature down (additional cooler and a gauge for safety) it would probably cope. It's shock loading and overheating that kills them.
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Postby stinkybum » Fri 11 Jan 2008 6:28 pm

cruiser wrote:I don't know about the GM/Checy petrol combo. However, the GM three speed fitted to the earlier auto Range Rover was probably the strongest gearbox they ever used.
.


Do you mean the Chrysler Torqueflite that they fitted around 1983? I'd heard that the autobox itself was pretty strong, since it was designed to fit the big, muscly V8s like the Dodge 440ci, though I've heard mixed stories about the transfer box that they bodged onto it. I used one for quite a while in an offroad toy (an '83 RR Vogue) and didn't break it despite giving it fearful abuse. I think I even kept an adapter plate whiich I could cannibalise. Now there's a thought......

cheers

Dave
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Postby zen » Fri 11 Jan 2008 10:07 pm

its a bad bad idea..dont do it!!!

sell it to me!! :wink:
(one wonders about one's own sanity..1972 toyota powered rrc...hmmm...No..i dont wonder anymore..need help..please help..someone make me sell it and buy a nissan patrol...4 months..5 gearboxes...help...still the voices tell me i am right..can't argue with them..they get angry you see....)
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Postby stinkybum » Sat 12 Jan 2008 1:00 am

zen wrote:its a bad bad idea..dont do it!!!

sell it to me!! :wink:



Gerroff! it's mine! :-)
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Postby Chris-inBucks » Tue 12 Feb 2008 10:04 pm

The GM box you have for the 350 chevy is probably a TH400 and will fit the 6.2. They are great boxes and 10 years ago used to be cheap to rebuild. I had 3 different ones done by a specialist US gearbox company in London that were matched to 454 big block checvy engines. I have a 6.2 diesel with a standard RR box from a 3.5L. It worked fine until I changed to KAM diffs. If I ever get it back on the road from a bodyshell rebuild I am going to get a recon box from Ashcrofts.
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Postby vougese39 » Tue 12 Feb 2008 10:09 pm

instead of mating it to a worn lt230 transfere box fix a borge warner unit which is stronger and a lot quiter
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