Thread: ZF Heavy duty upgrades

For the record my clutch pack failed due to a little rubber O ring on the input shaft being crushed/blown out. I should have the parts by the end of the week.

Thats Great,,, well, you know what I mean,,,


So now,, can you bring the 130 to Cooma???

Originally Posted by Pedro_The_Swift

Thats Great,,, well, you know what I mean,,,


So now,, can you bring the 130 to Cooma???

Looking good.
Got a call tonight saying parts will be ordered tomorrow so won't got the new clutch pack till early next week. Beyond that no damage so will do what I can during the week to get it finnished.

Originally Posted by blitz

My last replacement box was a beefed up BMW one. The clutch plates have started to disintergrate - and I might add not from even heavy work.

I love the car but I am sick to death of the autos not holding up and the lack luster performance of the engine given the fuel economy.

So I am biting the bullet and looking at an engine auto heart transplant, I am currently getting prices for a LS6 (6Lt chev aluminium V8) and a 4L80E GM auto box to go behind it.

the 6L80E would be a better box as it is a six speed but no adapter plate is made for it to go to the landy transfer case and cost is prohibitive.

Aditional changes will be 4.1 Ashcroft crown wheel and pinion and upgraded axles.

looks like I can get the engine and box (crate) for under 10k about a grand for the adapter landed in Darwin

I am currently talking to auto experts as to what would be the best box standard or up to which strengthened unit.

This may sound like an expensive exersize for a 94 year disco but it is vastly cheaper than a new vehicle

Blythe

Hi Blitz - I think the LS conversion is a very worthwhile endeavour. I'm going to go down this route when the old 4.0 in my disco decides to call it quits, it's a wee way off, but one has to have a plan.

I know there's a potent LS1 powered Defender owned by one of the Lads here in AULRO (can't recall his name tho I'm sure someone will let me know), which he races and I think there is an LS powered Rangie too, so plenty of good advice to be had re this increasingly popular swap.

Have you thought about buying a second hand LS donk and auto? They can be brought pretty cheap be it most of the autos are the 4L60E that reside behind all but the latest Commodores. There are a couple on sale here in NZ on TradeMe - New Zealand Online Auctions and Classifieds for $4500-6500 complete depending on mileage. I've seen a few on ebay.com.au too.

A bit of info re the LSx engines, The LS6 is a Gen III 5.7 ltr engine, out of the 2001-2005 Vette, these ran a std 405hp (the '01 Vette's had 385hp and 385ft/lbs) and 400 ft/lbs. The LS2, Gen IV, is the 6ltr jobbie you're referring to, which has a very usable 400hp and 400 ft/lb. Holden used the L76 and L92 6.0 Gen IV engines in the VY and VE commodores, though both have less power than the LS2.


You can get big power from any of the LS engines with relatively straight forward mods, a mafless tune, headers, big bore exhaust, cold air intake, cam and massaged heads will nett you in excess of 500hp on a LS1 with a std bottom end. My brother in law runs a hotted VX SS, which has most of the above (hasn't done the heads yet, but has Crane valve gear) with the addition of an aftermarket metal intake manifold and bigger injectors. Even though it runs a slushie it's putting out 320kw at the wheels...he's now got a 150hp progressive NOS kit! Silly and a bit of a waste for the street but I end up smiling for hours after a squirt down the road.

Best of luck with what ever you end up doing, I personally look forward to hearing more in due course.

Cheers

Adam

Update for all.
Picked up the clutch pack today. Only cost $220.
Picked up new temp guage $80.
Also picked up filters and oil $170.
Now just have to assemble it this weekend and test it out. Once it passes I will drop the oil again and sort out the new cooler.

Well, AMV have got the job for me!

I live in central west NSW, so anywhere is a journey for me.

AMV have pulled a low km TD5 ZF 4HP22EH and sent it off for a rebuild where it will be put together again with ZF4HP24EH internals. When I get down to Melb later next week they're changing the units over.

Next bit of info I guess I need if anybody has any knowledge, is fitting the 3.9/4.0V8 Torque converter to the TD5. AMV tell me there is a different mount to the flywheel compared to the TD5's, but Ashcroft seem to think that its a goer! Any ideas?

what are these
ZF4HP24EH
out of?

Originally Posted by Pedro_The_Swift

what are these
ZF4HP24EH
out of?

Most of the Landys had the ZF4HP22 or ZF4HP22EH (electronic control) which are rated to about 380Nm, but the 4.6V8's were given the ZF4HP24EH which is basically the same gearbox case, but the internals, pump etc are uprated and the transmission is rated to what I think is just under 500Nm. The guts of the 24 can be put into the 22 to upgrade it to handle more power. I cant run the 24 though, because they were all setup for the V8 and shift differently to the TD5.