BMW N57 8hp to TD5 Auto adapter kit

So still waiting for the HTG IO Can, it appears that these are ready, the wiring harness not so as it showing backorder.

So the new plan A is to get a shop to do this including the wiring, my broken shoulder now 8 weeks post was scanned and I have one detached tendon and two full thickness tears of other shoulder tendons, most likely requiring surgery and this not till next year...

Just doing research for the installs and crossed my mind that it would be helpful if I need to get a custom crossmember made for the install, what dimensions should they be! There was a page on this forum which listed the distance between the rails at 630mm and width of rails at 80mm. The width in the link to the manual is shown to be 635mm/25"

Discovery 2. Manual - part 256

The fittings mentioned previously for support are shown attached (this I believe is a DCT not the 8HP)

Attachment 188159

The 8HP with attachment points indicated

Attachment 188161

Then the rubber mounts are attached in vertical orientation pointing down to chassis cross support.

Attachment 188160

Was also confusing regarding that some of the adaptors had angled mounts but they state

"We do not offer the mount kit with the OEM 20 degree angle anymore, as testing has found no practical difference between angleded and straight mounts.

So this is not so daunting as first appeared for the gearbox support, now to try to figure out the LT230

I had a quick look at a BMW M57 and auto conversion being done on a Defender a while back. The engine and trans are out of a BMW X5 - dunno if it was an E53 or E70, I never thought to ask.

I thought the N57 has timing chain failure problems.

Quote:

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Originally Posted by p38arover

I had a quick look at a BMW M57 and auto conversion being done on a Defender a while back. The engine and trans are out of a BMW X5 - dunno if it was an E53 or E70, I never thought to ask.

I thought the N57 has timing chain failure problems.

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There was / is an issue as I read it, but would think anyone doing a changeover would crack the auto off and change this as a matter of course whilst they have the engine out along with decoking or cleaning of the outlet and inlet manifolds. Waiting on an engine and trans change on my Mondeo and all maintenance will be undertaken whilst the engine trans is on a crate.



The mistake, duhhh moment, the end of the transmission will have an adaptor plate on it... how will I get the plate across this????

Been watching a lot, a lot of defender M57 (even some LS2) 8HP changeovers, one of the favorite's is MAHKER who make some pretty good, maybe exceptional defenders, be nice to take the body off and start from the chassis first.

HOW TO INSTALL A CHEVY V8 LS/LT INTO A LAND ROVER DEFENDER CHASSIS | MAHKER EP050 - YouTube around the 20 minute mark they show the engine and transmission mounts, ohh wish I could.

That would be cool to have a V8 Deefer. Only problem is the 50 thousand pounds needed.

Quote:

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Originally Posted by d2dave

That would be cool to have a V8 Deefer. Only problem is the 50 thousand pounds needed.

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I had a V8 Defender - well, actually a V8 County 110. They are much cheaper than one with a 4BD1.

Quote:

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Originally Posted by p38arover

I had a V8 Defender - well, actually a V8 County 110. They are much cheaper than one with a 4BD1.

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To buy!

Well, found this site up in NSW that makes a mounting plate for the LT230 which all but match the ones in the vid as to placement on the LT230.

LT230 Mounting Plates | Rampt Customs

As well as Mahker who have a sister company that they allude to about having the subframe for sale so email sent.

Order #4854 was placed on September 13, 2023 and is currently Shipped.

Am meeting with the installer this week. HTG arrived early Jan and hoping for replies from MW Machines and Syncro have come to naught, zip, zero.

So have a meeting with the installer this week as to getting the 8HP installed.

One option that we will be discussing is Body Off to do the install, yes it would be quicker from underneath, and more so if we knew every thing and had all the measurement etc., that we don't may actually make it simpler in the long run and give a better result by lifting the body.

I do note that doing this is not the preferred means by any stretch of the imagination. Sure the next person will not have to contemplate this once information is available, but right now, it isn't.

Body off is around 14 bolts and associated decoupling of components such as the ACE and radiator which probably adds a full days labour to get on and off. Once off the freedom to manufacture / manipulate the supports will be relatively simple.


Drive ratio
Changed over my daily driver from a Mondeo TDCi (Asian 6Speed Auto) to a 2010 Audi Allroad which has the 6HP behind the 3.0 V6 TDi. The Mondeo was alright and did not notice the gearbox too much although 2nd gear was failing, but going to the 6HP was revelation.

Driving behind the 6HP and its close relationship to the 8HP as to locking the TQ quickly, basically it seems never to not be in direct drive. This does not kick down unless absolutely necessary or unlock the TQ whilst in gear. There is no comparison to the 4HP in driving operation.

With the 4.37 diffs and 32" tyres I have fitted, the Ashcroft calculator shows that I match a standard TD5 give or take a hundred rpm in top gear with the 8HP.

Basically it has got me thinking about cruising at 100kph with 2300RPM or dropping that down to around 1900 RPM with a change of ratio in the LT230 to the Ashcroft 1.003 gear.


IDEAL ENGINE FOR THE D2 ??
With the engine bay of the D2 requiring serious modification for the BMW M57 fitment, after driving a 3.0 V6 TDi Audi (VAG) which theoretically should fit 'easily' with a 60' angle against the Rover V8's 90' and offering 500Nm, this would be a cracker of vehicle!!!

This same engine is used in the VW Tourag, the Porches Cayenne and Audi Q7. The Q7 is around 2.3 tonnes and this engine with the 6HP still provides excellent performance. The updated version even comes with the 8HP and 550Nm but is not as highly regarded as to longevity /reliability as the earlier version.

Have decided that I am going to do the 1.003 ratio in the LT230.

As getting closer to install have been going over the ratios and as to how this will work on the road - off road is a given - and more so how the gearing will be driving around.

The standard D2 starts off with 13.12:1 and then in top, 3.85:1, compared to the 8HP, 32" tyres and 4.37 diffs, this would be 24.85:1 and 3.53:1

the 1.003 drops 1st down to 20.6:1 and then second gear would be almost the same as the standard d2 1st at 13.78:1 and 2.92:1 in top giving 1908rpm at 100kph versus stock 2300rpm which equates to 7th gear in the 8HP.