Hi everyone, I am looking at replacing my blown up auto trans in my D2. This is not the first time its gone to meet its maker, and if any of you have tried to buy a "good low k second hand" unit from a wrecker, you'll be a)paying through the nose for something of unknown condition or b)told they have sold them all. Now i'm not gonna lie at this point and say that i treat my disco nicely( i am a mechanic though and i do service/maintain it regularly). I'm a firm believer in using this fourby for what it's meant to be used for, and in my experience, the auto, once it starts giving trouble, tends to render the vehicle almost useless, not to mention unreliable. The main issue seems to be overheating/overloading. Now the p38 RR 4.6 post 99, is fitted with the zf 4hp24 auto, which has a bigger fluid pump. Now as far as i can see, as long as the bellhousing from the td5 bolts up, this should fit under the disco. I'm aware this trans is 15mm longer to allow for a thicker intermediate plate. I've looked at the pinouts for the EAT ECU's for D2 and p38 and don't see any real issues there either they look very compatible. Can anyone see any reason why i shouldn't try this?? Any input would be greatly appreciated. cheers!
Theres a difference in the stack height of the boss and shims on the back of the crank (at least on the V8) when I fitted an Ashcroft HP24 to mine I needed to surface grind it to the right stack height as the TC had float between being fully seated in the pump and against the flex plate.
Not sure about the TD5 but the V8 HP24 TC is usually the largest TC of the 3, the largest TC the TD5 bell housing will take is the medium unit.
If you speak to Ashcrofts they will be able to advise of what if anything needs changing to fit.
how much float are we talking? most tc's that i've fitted when installing a trans usually pulls away from the pump when the tc bolts are done up. i would've thought that as long as the dogs engage in the pump its all good? but now that you have pointed it out i'll certainly make sure its right!
Hi Roarin8. Just for info the pump gears on the 22 and 24 are the same. The spacer plate is thicker to accommodate the much larger A clutch on the 24. Be aware the TC. 'Balloons' when pressurised hence the need for clearance when static. Regards. Ian Ashcroft
Update: now that i have the 4hp24 sitting in my shed, i've started taking measurements and comparing the differences: the snout (pump drive) on the v8 hp24 TC is 10mm longer than the td5 hp22 TC, also the output shaft on this one doesn't have a threaded center for the retaining bolt for the adaptor shaft to the lt230, As the p38 had the borg warner transfer which was fine splined. I'd imagine that if i had got a hp24 from an HSE 4.6 d2, it would have the adaptor shaft, or a threaded hole already. No big deal though as it's only a short amount of thread and i reckon i can drill it out square enough for this application. Also (obviously) i have to change over the rear adaptor housing to suit the lt230, which looks like it will bolt straight up! All i have to do at this point is send off the TC's and get one made up to suit.
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zf-4hp24 into D2 td5
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