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Thread: 4BD1T - auto conversion with 6R80??

  1. #1
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    4BD1T - auto conversion with 6R80??

    I know there has been talk about it, but looking for hard info if anyone has actually done it - or done detailed research into it.

    Looks to be a reasonably achievable conversion. Standalone controller available (Quick6 from USShift in the states), adapter to LT230 has been done by others. Relatively close range 6 speed box looks to fit nicely with the 4BD1 torque curve (not that I really know crap about this sort of thing - but having plotted it out you won't have to run the Isuzu to the governor to get enough revs for the next gear).

    Engine end - custom bellhousing adapter plate, and connecting suitable flex plate and converter.
    Miscellaneous stuff like speedo, throttle position sensor, oil cooler and shifter etc.

    6R80 here is in the Ford Ranger diesel, and Territory diesel. Years from 2011 upwards. Plenty of them in Corvettes and F150's etc in the US.
    Ranger and Territory have completely different bellhousing patterns, and apparently the clutch packs in the Ranger have extra plates.

    Chatting to a local auto trans specialist, they keep him pretty busy.
    The trans itself is good - but in the Ranger it is let down by converter failures.

    Basically the same box as a ZF 6HP26 but most parts aren't interchangeable. I've read they use the larger 6R80 input shaft as an upgrade in the 6HP26.

    Anyone on here got other info to add?

    Steve
    1985 County - Isuzu 4bd1 with HX30W turbo, LT95, 255/85-16 KM2's
    1988 120 with rust and potential
    1999 300tdi 130 single cab - "stock as bro"
    2003 D2a Td5 - the boss's daily drive

  2. #2
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    I thought they used the chev 6L80? trans, that conversion mob in the eastern suburbs use chev autos.
    MY08 TDV6 SE D3- permagrin ooh yeah
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  3. #3
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    Didn’t Sheldon do a YT vid fairly recently on a programmed 6hp26 in a RR Classic. I can’t find the FB post, it may have been a M57.
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  4. #4
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    Just found it, it was a 4BD1T with ford 6R80.
    L322 tdv8 poverty pack - wow
    Perentie 110 wagon ARN 49-107 (probably selling) turbo, p/steer, RFSV front axle/trutrack, HF, gullwing windows, double jerrys etc.
    Perentie 110 wagon ARN 48-699 another project
    Track Trailer ARN 200-117
    REMLR # 137

  5. #5
    TonyC is offline Master Silver Subscriber
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    Wholesale Automatics have done a a 4BD1 to 4R80, is the bellhousing the same? It might be worth talking to them.

    Land Rover Defender Isuzu 4BD1T Auto Conversion using 4L80E

    Sheldon on here was promising all sorts of conversations including 4DB1 to 6R80, but he seems to have disappeared again.

    This was the web site he had, now not working.
    https://honite.com.au/ols/products/i...o-6r80-adapter

    He also had stuff on Facebook, but I don't do Facebook, so I'll leave you to chase that one.

    Tony

  6. #6
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    I'm aware of the Wholesale Automatics 4L80E conversion, but TBH if I'm going to mess around with an auto its going to be to get the extra gears so a 4 speed isn't going to cut it!
    They did a good video on the conversion, but there were a couple of things that I wasn't crazy about. They had to re-tube the front prop shaft with a smaller diameter tube for clearance reasons, and it also required fabrication of a new crossmember that got located further rearwards. I assume that both propshafts had their lengths changed (and likely a longer front shaft created the clearance issue).
    I'm not sure if it was a result of the basic trans length, adapter design or a combination - but If possible I'd want to keep the transfer in the original position and run standard length shafts. Both from a spares perspective, and just cost in general.
    Every additional part you modify adds $$$, and if it has flow on effects then those things also cost $$$.

    I really like the fact that the 6R80 has no brain inside the trans - basically just solenoids and sensors. Means that a standalone controller can actually control it - not just be fudging signals to make the original TCU talk to the trans brain and get it to do things (likely not technically correct but that's how I see that they work!).

    Steve
    1985 County - Isuzu 4bd1 with HX30W turbo, LT95, 255/85-16 KM2's
    1988 120 with rust and potential
    1999 300tdi 130 single cab - "stock as bro"
    2003 D2a Td5 - the boss's daily drive

  7. #7
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    I would steer clear of the 4L80E too, I put the strongest version factory version from a Hummer H1 into an Oka which while it is heavier is powered by an asthmatic Perkins Phaser turbo diesel of 3.9L.
    Basically it boils down to the fact that the clutches, especially the torque converter clutch can't handle the torque load from a big 4 cylinder diesel.
    I was one of the first to fit the 4L80E to the Perkins in Oz and all the later adopters have had the same problems despite "indestructible" builds by the transmission experts.
    What works in a relatively light performance vehicle doesn't necessarily work in a heavier vehicle with a a torquey diesel.
    The Allison 6 speed fitted after that debacle, now that is a great transmission but way too heavy for a Landy or Cruiser, altough there have been a few fitted to 200 series Tojo's when Duramax has been fitted.

  8. #8
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    Quote Originally Posted by steveG View Post
    I'm aware of the Wholesale Automatics 4L80E conversion, but TBH if I'm going to mess around with an auto its going to be to get the extra gears so a 4 speed isn't going to cut it!
    They did a good video on the conversion, but there were a couple of things that I wasn't crazy about. They had to re-tube the front prop shaft with a smaller diameter tube for clearance reasons, and it also required fabrication of a new crossmember that got located further rearwards. I assume that both propshafts had their lengths changed (and likely a longer front shaft created the clearance issue).
    I'm not sure if it was a result of the basic trans length, adapter design or a combination - but If possible I'd want to keep the transfer in the original position and run standard length shafts. Both from a spares perspective, and just cost in general.
    Every additional part you modify adds $$$, and if it has flow on effects then those things also cost $$$.

    I really like the fact that the 6R80 has no brain inside the trans - basically just solenoids and sensors. Means that a standalone controller can actually control it - not just be fudging signals to make the original TCU talk to the trans brain and get it to do things (likely not technically correct but that's how I see that they work!).

    Steve
    Are you sure the 6R80 doesn't have the ECU on the valve body, it's a zf copy after all and zf have it on the valve body.
    MY08 TDV6 SE D3- permagrin ooh yeah
    2004 Jayco Freedom tin tent
    1998 Triumph Daytona T595
    1974 VW Kombi bus
    1958 Holden FC special sedan

  9. #9
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    6R80 has external TCM.

    We can read/write/clone/tune them too.
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  10. #10
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    Quote Originally Posted by Cambo_oldjaguar View Post
    6R80 has external TCM.

    We can read/write/clone/tune them too.
    Is that the factory TCM that you can tune - or the Quick6 I mentioned earlier?

    Steve
    1985 County - Isuzu 4bd1 with HX30W turbo, LT95, 255/85-16 KM2's
    1988 120 with rust and potential
    1999 300tdi 130 single cab - "stock as bro"
    2003 D2a Td5 - the boss's daily drive

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