L322 madness

Yeah, replacing it with another auto is very difficult and hadn't been done as far as I can tell. I have seen a manual conversion on a range rover using a 5 speed box out of a BMW car of some description, but it was then just a rear wheel drive rangy which sort of defeats the whole purpose IMO, but hey, if you don't want to go off road again, the 2WD conversion might be for you.... But not me.

I'd just use the 5 speed - the 6 speed has the same 0.8:1 overdrive in top gear, but the other 5 are just closer together. The M57 diesel will easily pull through the gearing on the 5 speed. It is also a bucket load cheaper.

2001 BMW 3 Series E46 M57D30 3 0 Litre Diesel 5 Speed Manual Trans Gearbox | eBay

something like this?

Quote:

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Originally Posted by chaybra

2001 BMW 3 Series E46 M57D30 3 0 Litre Diesel 5 Speed Manual Trans Gearbox | eBay

something like this?

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Yep, that would bolt straight up but you would be left with a 2WD, high range only vehicle. The box required is from an X5 - 02 to 09 ish. Ideally with the NV125 transfer case still bolted to the back as a couple of bits from that would be needed to graft the NV225 onto it (I think). All my research is purely theoretical at the moment. Would love to have a box sitting in the garage to take some accurate measurements off.

What information is transferred between the transmission ECU and the Engine ECU?
why is it more difficult to take an existing strong auto with transfer box already attached from another large 4x4? as long as the outputs are in the same relative position, mechanically it should be viable.
If you can get the car to run with no trans computer, it should be possible to run an auto with a separate computer or no computer even.
making a bell housing adapter surely would be easier/cheaper than putting in clutch pedals and cutting a big hole in the center console.

Also in my opinion, loosing the auto in a big car is definitely a disadvantage when it comes to off roading.

Bell housings can be had from BMW X5's, which have the Td6 6HP ZF Autos ! It's the electronics that need to be done. Don't forget there are 2 ? variants of the Canbus 02-04MY and MY05-06 Updated model !
We just need someone to compare ECU's and have a "Patch"for the differences if possible.
Easy :angel:

Laurie

Quote:

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Originally Posted by chaybra

What information is transferred between the transmission ECU and the Engine ECU?
why is it more difficult to take an existing strong auto with transfer box already attached from another large 4x4? as long as the outputs are in the same relative position, mechanically it should be viable.
If you can get the car to run with no trans computer, it should be possible to run an auto with a separate computer or no computer even.
making a bell housing adapter surely would be easier/cheaper than putting in clutch pedals and cutting a big hole in the center console.

Also in my opinion, loosing the auto in a big car is definitely a disadvantage when it comes to off roading.

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I see your points and they're all good and valid. Even if if you can get an auto to run on its own - I think that is possible - the engineering would be more difficult I think. How's this - you start an auto conversion, and I'll get stuck into the manual conversion. See if we can get 2 different viable options for them! :)

I've already seen what you're capable of - you've got a lot further than me with your vehicle in a much shorter time. :)

Ok then. This is again all theory but the transfer case and ZF 6HP26 out of a Disco3/RRS? Mechanically is there a possibility? Software seems again like the obvious issue.

RRPhil stated:

With the 4.10 final drive in the TD6, maximum overdrive ratio would be around 31mph/1000rpm in 6th gear. Because 1st gear ratio in the 6HP26 is 4.17 compared with 3.42 in the 5L40-E, and because the torque converter K-factor and stall torque ratio will have been matched against the 640Nm TDV8 engine output (compared with only 390Nm for the BMW TD6) there would be some work to do matching the torque converter I think.

The T/C from the 6HP28 in the 3.0 D4 would be a good candidate if it fits the 6HP26 (splines etc.) In standard form it is rated to 750Nm which is more than the 4.4TdV8 puts out in standard trim. So a HD item for a Td6 spec.

The D4 3.0TdV6 puts out (180 kW; 241 hp)@4000, 600 Nm (443 lb?ft)@2000 in the latest version

The L322 Td6 is 177 PS (130 kW; 175 hp) @ 4,000 and 390 Nm (288 lbf?ft) @ 2,000 rpm.

The Td6TT in the BMW X5 is (210 kW; 282 hp)@4000, 580 Nm (430 lb?ft)@2000-2250 in it's ultimate production variant!!

Laurie

Quote:

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Originally Posted by bacicat

I see your points and they're all good and valid. Even if if you can get an auto to run on its own - I think that is possible - the engineering would be more difficult I think. How's this - you start an auto conversion, and I'll get stuck into the manual conversion. See if we can get 2 different viable options for them! :)

I've already seen what you're capable of - you've got a lot further than me with your vehicle in a much shorter time. :)

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Haha could be a fun race!
The 6L80E out of the SS commodores etc are a very common, strong, 6 speed box that have had a lot of conversions to 4x4 using a variety of transfer cases. They also run a stand along transmission computer, being GM chances of the communication systems being compatible could be more likely. Can get a used box under $1K in aus

Just stumbled across this looking for some details on the flange mounting...

http://koti.mbnet.fi/pro-ht/Kuvat/au...laatikko/5L40E


If anyone - like me, would attempt a rebuild this could be extremely beneficial. I am not sure if anyone on here has come up with this document yet?

Added:

The same for the 6L80E trans using CAN bus controls

http://www.all-trans.by/assets/site/files/gm/6L80E