Master
SubscriberJust bought a 2003 TD6 out of Melbourne. Higher mileage and suspect a lot of towing, OR lack of gearbox oil change? The TC in this has a lot of slippage, up to about 3100rpm; gearbox very lumpy changes; valve block worn?
It doesn't lock up till 95-100km so suspect time for change. I immediately changed oil and (partially blocked) filter, but no discernable difference.
As overseas now, haven't had a chance to try my Faultmate on it yet.
Presently importing a new 5L50E, ex Caddy, with TC, and plan to do a "swap" of TC--lower stall speed, if I can make fit, and complete gearbox, as appears they have the same valve block characteristics/plug, etc.
It looks as if one can change the output shaft from rear, unlike a ZF ( about a year ago, I fitted a Jaguar 4HP24 to my TD5- yep, full stripdown to change the output shaft! The Jaguar valve block/loom/plug straight to TD5 loom and works beautifully)!
The GM box is coming by sea, so will be an Xmas job.
Master
SubscriberThe L322 TD6? drove it out of the Melbourne dealer yard , a 100ks or so around town, then back to Toowoomba, via MR Automotive , Redcliffe for a checkup and recorded 9.5l/100km. All the way back on a permit/with no plates and only got pulled up in Brisbane!
Master
SubscriberDon I and many others would like to see a 5L40E side by side with the 5L50E and see if the extension housing bolts fit etc, as this could be a long term solution for the Td6 if it will bolt up without too much trouble or cost.
The 5L50E option is hindered by the rear annulus gear being different (more teeth)and therefore the output shaft cannot be straight swapped. Could you get a custom output shaft ? COST !
Both boxes have a 27 spline input shaft so that looks ok, if it works, personally I would get a custom Heavy Duty T/C built/imported, the standard ones leave much to desired !
I will be watching this carefully, if you need any help just PM me.
Laurie
Master
SubscriberLaurie,
Looking thru parts catalogue, admittedly USA, they list same part number for the complete final planetary set ( that the output shaft fits in/held with large circlip) for 5L40E and 5L50E, 1999 up.
But you never know what BMW/RR got up to when they ordered their gearboxes.
Wait and see?
Don
Wizard
SupporterThis will be interesting... Lots of Pics please
L322 3.6TDv8 Lux
Master
SubscriberDon if you go to the attached link and open the Domestic GM tab; pages 112 -117 show and identify the different part numbers for the comparison between the 5L40E & 5L50E.
I have also read the planetry gears in the 5L50E were hardened !!
Transtar Industries, Inc. - Transmission Parts - Catalogs
Laurie
Master
SubscriberHi Laurie,
Thank you for this; much more comprehensive ( and yes, appears different ring gear/output shaft.
The gearbox I'm getting is one that bolts direct to diff and appears to have a short splined output shaft, a la RR; not like these as shown; wait and see.
otherwise, another stripdown and swap over complete final sun gears/ring/ shaft.
Don
Wizard
SubscriberMe TooOriginally Posted by harlie
Gary
ForumSage
SubscriberAs a followup to my original thread, I have just done 2000km over the last 10 days. As stated before, between 60 and 80 k/h the autobox is all over the place as far as lockup is concerned. Hit 80 k/h and the box locks up so well it is almost impossible to get it to kick down. It does it automatically well but a manual kickdown is tough. You really have to shove the boot in. Suffice to say tht the problems I thought I had for the past 2 years appears to be normal for these vehicles. A big sigh of relief and I put my credit card away. These vehicles certainly have a good box for highway cruising. Over 80 and it locks up well and pulls up most hills without kicking back. Thanks to all who gave advice on my apparent problem. Jim
Jim VK2MAD
-------------------------
'17 Isuzu D-Max
Master
SubscriberDon't assume normal for these vehicles!
Although mine's high mileage and I think getting very "loose", it doesn't seem to have any kickdown delays, albeit bit "sudden". But has high TC lockup. alve block wear?The oil and filter that came out looked like previous owner(s) believed that sealed-for-life bull****, for it's 240, 000km
Should we say that not as good as a ZF?
In my Classic with TD5, I replaced the 4HP22 with an as-new 4HP24 from a Jag, complete with the Jag torque converter and valve block( yep, just "plug and play") and it is as smooth as the proverbial babys bum; changes readily up/down; almost undetectable, except when under a full throttle. The lesser stall speed also makes it accelerate faster as it's putting the better hitorque from the TD5 through, where it counts-- 2200-2500rpm.
Anyhow, my planned 5L50E replacement is finally being shipped from US ( very slowwww seller).
It comes with the Caddy petrol V8 torque converter ( considerably lower stall speed I believe and hopefully not too low for the TD6) and valveblock setup, so will be interesting to see how it changes? It is a new box. I'm hoping as good as a ZF but I doubt it somehow.
In another field, boatbuilding, I had a considerable experience with Twin Disc ( GM in there) and ZF marine transmissions. There was considerable differences there in operation! ZFs MUCH smoother, quieter, lighter
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