
 Originally Posted by 
Baytown
					 
				 
				I’m serious re this upgrade.
I wonder if Auto is worth looking into with the 3.2 mod? Obviously, cost has to be managed as much as possible.
Ken
			
		 
	 
 Glenn will likely be more optimistic.   According to him someone has put an auto in a Puma defender (started off as a 3.2 with auto conversion but the 3.2 was pulled and the auto bolted to the original engine).  I've not seen or heard of it on the forums so i'm interested to see how they did it. Ashcroft experimented with a 3.2 and 6R80 auto but my understanding from communicating with them they had problems and it didn't get finalised.  Having searched high and low on all land rover forums i didn't find any 6R80 auto conversions in a Puma (whether behind a 3.2 or the 2.4/2.2). AFAIK all 3.2 conversions are a manual box (save for what i was told by Glenn above). From my experience the auto from the Ranger 3.2 (6R80) fouls the front prop shaft necessitating rotating the TFC to clear or going to a divorced TFC set up (fine for a 130, maybe even a 110, not for a 90).  For a non-divorced set up you will need to make a spud shaft to join the auto to the TFC which i've been told will have the same problem of a non-lubricated spline like the current Puma set up for the MT82 to TFC. If your defender is lifted the rotation of the TFC amplifies the front prop shaft angles.  I run a multiple double carden front shaft (1 at each end) and i'm sure it would not cope with the angles.   
I had a look at the ZF6hp26 auto (the 6R80 is made by Ford under license and is a copy of the ZF) and potentially it will fit and avoid the foul i mentioned above. The valve body on the 6R80 protrudes on the drivers side whereas the ZF's valve body is more streamline on that side.  You won't know until you do a trial fit.  The 6R80 is good for 800 nm, the ZF is good for 600 nm.  Both within the factory tune of the 3.2 but a tuned 3.2 has the potential to meet or exceed the ZF box.  If you tow a 21 footer that would concern me.
I'd be most pleased to be proven wrong and someone engineer the 6 speed auto behind a 3.2 that is reliable.  Strike me down but a rear end coil conversion to a 76/79 series LC is cheaper and easier than all of the above with the bonus of a V8 diesel and remote touring support.
				
			 
			
		 
			
				
			
			
				MLD
Current: (Diggy) MY10 D130 ute, locked F&R, air suspension and rolling on 35's.  
Current: (but in need of TLC) 200tdi 110 ute & a 300tdi 110 ute.
Current: (Steed) MY11 Audi RS5 phantom black (the daily driver)
Gone: (Dorothy) MY99 TD5 D110
			
			
		 
	
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