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Stevo , are you getting the td5 converter modified or a v8 one?. I am about to take a td5 one to a specialist in Perth who will be replacing the clutch with kevlar and have asked them to strengthen and drop stall to around 2400-2500 as I think this would be ideal, its for my own car so will report on the benefits / disadvantages after fitting
V8 stall around the 2300 2400 mark
Ok an update and some costings for the reco and mods,
Transmission kit this incudes the steels, friction plates and seals $330.
ZF4HP24EH BMW transmission $330 used the centre C & D clutch assemble with planetary gears.
ZF4HP22EH transmission out of a V8 Disco $500.
Modified Torque converter $1094 (including freight from Melbourne).
Misc stuff like rags, degreaser, rubber grease, seal for oil pump, 20 ltrs of synthetic oil, gasket eliminator $400.
which comes to a grand total of$2654.
all the other stuff I have done to the landy and bear in mind I had ordered some of this stuff before my trans blew,
overhauled the transfer case and fitted a limited slip diff into it from Ashcroft.
turbo from TD5 Inside (thanks Josh).
Fitted a second transmission cooler.
wiring up a EGT/boost gauge from redarc.
wiring up a temp gauge for transmission this also comes with a amp gauge.
replaced Alternator mine was stuffed corrosion got into it due to fail.
Replaced water pump and power steering pump both were leaking.
Replaced all mounts the engine mounts were stuffed.
got the exhaust ceramic coated.
fixed up the wiring in engine bay put some heat proof weaving around loom from jaycar and then replaced the conduit too.
time for a beer I think but will wait for the road test and will be heading back to Sydney on Monday Arvo will be driving down.
nice list:cool:
I hope your updated insurance covers it all :p
where did you attach trans sender?:D
on the outlet pipe from pump beside bell housing using the fittings shown in an earlier post this does involve cutting a section out of pipe but it is easy.
Oh,, that T!! :D
apart from the seized pump--
any particular part stand out as um,,
unsuitable? not big enough? looks particularly prone to early wear/failure?
where some of the clutch pack splines wear into the alloy housings my A clutch had a bit of wear so used the one out of the V8 trans also on the back of the C & D clutch housing are prone for wear too apparently bad on the diesels.
Also was told by motospecs and one of the trans wrecking companies that it is hard to get parts for these trans and ZF has stopped making a lot of these parts and what they have left in stock has gone up heaps in price.
as for the pump failure the suction screen was full of crap and metal (probably from the failed sprag clutch) and with sitting there at idle the pump could not pull the oil through and it seized causing damage.
Have not had it running yet as hit another snag with radiator as I was doing up the little bleed hose the nipple out of the top tank broke off 6mm still sticking out so it is repairable going to slide a 5mm pipe up the guts and glue the broken bits together along with the steel splint.
I did a lot of swearing when that happened and it was getting dark so have walked away for now.
good you got another oil pump as the place i asked didn't have one.
well good news have finally fired it up and gone for a bit of a test drive, Have to finish of exhaust tail pipe tomorrow though a bit noisy, everything seems good shifts are smooth and quick.
will take it for a better and longer run tomorrow and of course I am heading back to Sydney early Monday morning that will be the test.
Stack height is incredibly important. Contact Ashcroft, they have a sheet of info for it. I had to surface grind a spacer to make mine correct in the end (plus it wasn't square). Different models have different spacers etc.Quote:
Originally Posted by stevo
