ZF Heavy duty upgrades

I'd have to check again, but when I did the conversion into Nm's it ended up being 480Nm if my memory is correct.

Hope all goes well.
I don't know what the diference with the torque converters are. I have a custom flex plate anyway.
Will be pulling my box down tomorrow to find the blown seal.
If that don't work then new box next week.
Any one looked at how hard it is to wire up the computer module on the electronic ones?

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Originally Posted by rabs999

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

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I ended up dropping a 4.6 in it mainly due to time constraints mostly happy with it but still want more power, but the problem is why Slunnie put this post up. Am looking at the ZF4HP24EH tricked up from ashcrofts and the compushift controller. They do a paddle shift with I think would be a hoot in sand and mud

Holy thread resurrection, Batman ! :D

Wondering how the various rebuilt 4HP22's have held up over the years ?

Haven't had a self shifter since my late, lamented and almost indestructible 351C/C6 combo in my old Effy.
Reading some of these ZF threads is making me a wee bit nervy !

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Originally Posted by rick130

Holy thread resurrection, Batman ! :D

Wondering how the various rebuilt 4HP22's have held up over the years ?

Haven't had a self shifter since my late, lamented and almost indestructible 351C/C6 combo in my old Effy.
Reading some of these ZF threads is making me a wee bit nervy !

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350 + C9 + LT95 transfer case is a beautiful combo for me, and has been for quite a few kms now. Nice simple strong stuff.

cheers, DL

I think you're right on the money there, DL. I wish I had the same set-up!

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Originally Posted by 350RRC

350 + C9 + LT95 transfer case is a beautiful combo for me, and has been for quite a few kms now. Nice simple strong stuff.

cheers, DL

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I'm picking up a very low mileage D2 with a TD5/4HP22 combo, hence the Q.

With the Deefer going I was looking at possibly an RRC down the track, if not another Deefer, and was just going to get a cheap Japanese ute in the interim but the D2 offer has popped up in the last week.

Dont play with it and it will be fine,,
Torque Converter is usually the first problem,,(if serviced regularly)

read the whole thread,, but pay attention to Fluids words of wisdom
Mods for Towing a Caravan

So I've laid the money down in a second hand Ashcroft tricked up 22 with the 24 good bits and big torque converter

im excited

can anyone recommend a good mechanic for the transplant as I do not have the work area to do myself

Quote:

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Originally Posted by rick130

I'm picking up a very low mileage D2 with a TD5/4HP22 combo, hence the Q.

With the Deefer going I was looking at possibly an RRC down the track, if not another Deefer, and was just going to get a cheap Japanese ute in the interim but the D2 offer has popped up in the last week.

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I Think you are going to like it.
No doubt some light reading has been done for the usual suspects with a D2, but...
If I may offer a suggestion/ important advice- change the factory trans cooler flex hoses over to some custom Pirtec/Enzed/descent hydraulic hose and fittings as a priority.
Any of the other to date, unsorted D2 issues are an annoyance, but this little gem of a hose makes for an unpleasant day..