M60 to little six transmission adapters

[32valve]

OK. a vehicle i want to swap uses a ZF 4HP22 transmission. Idea is to use the sad and unappreciated B30 because the 40 will shred the driveline.

I see on that adapters exists to use M2x/5x pattern transmissions on an M60, obviously for guys trying to go fast. Anything i’m missing here when it comes to bolting an automatic? I know that bolting an M20 auto onto an M50 results in a slanted transmission.

[shogun]

M60 never used the ZF 4HP22, M60B30 uses the ZF 5HP18 and the M60B40 uses the ZF 5HP30.
Which engine are you using? You could just enforce the ZF4HP22 with parts from the ZF4HP24 which is used in my E32 750 with 12 cylinder engine. Many Landrover owners modify the 4HP22 they originally have, there is a specialized shop on the U.K. which offers such mods, see here the upgrades https://www.ashcroft-transmissions.c...s/zf4hp22.html

[32valve]

https://www.driftshop.com/adapter-ki...v8-engine.html

[32valve]

idea is to bolt the LR 4HP22 with an M20 bellhousing to the M60 using an adapter for M20/M50 transmissions. i can’t post links, but it’s the guys who made the V8 to V12 adapter.

[shogun]

takes a while till your posts show up as you have less than 10 posts, a moderator has to manually approve your posts, so just be patient. Main maker of adapter kits is PMC in EU https://pmcmotorsport.eu/
blog.paddockspares.com/zf-4hp22-automatic-gearbox-frequently-asked-questions/
I assume the standard 4hp22 will be enough for the M60, it is used in many cars https://en.wikipedia.org/wiki/ZF_4HP22_transmission
I have serviced last year a valve body of a 4HP22 in a Maserati Biturbo, no problem at all, ATF looked fine, no large particles in the oil sump, 4HP22 can handle from 100 to 380 NM of input torque. The 4HP24 is designed for a maximum input torque of 450Nm.
There are numerous changes between 4HP22 (used in for example E32 735) and 4HP24 (used on E32 750).
First off
- Springs with different rates are incorporated
- the torque converter diameter is increased to 280 mm
- the bearing surface of the torque converter is longer to take the stronger loads
- the converter lockup clutch diameter is increased to 300mm
- the transmission bell housing is larger due to the increased converter size
- the A transfer plate is 15 mm wider in order to accept the larger a clutch
-the stator wheel shaft is now mounted with 6 countersunk screws for a tighter connection with the transfer plate
- a new pump body was designed for the longer converter shaft bearing
- the splines on the input shaft are longer
- both sealing rings on the input shaft are cast iron
- the A clutch has a larger diameter and the clutch friction surfaces are increased in size also
- the number of plates in the B,C and D clutches was increased by one inch each
- the one way clutch for 2nd gear has been stenghtened and riveted together
- the one-way clutch for 3rd gear was changed from a roller type to a locking body type for greater torque
- the planetary gear for 4 is much stronger now with forged webs
- the output shaft diameter is increased and 2 holes are provided for more lubrication
- the output flange has a larger bolt circle to take more force
-the pan is deeper
- the filter is different for the deeper pan = longer neck
- valve body plates gasket is different

[32valve]

ok i found it on their site, thank you.

now i’m still wondering if using the M20’s 4HP22 with the adapter M50->M60 for manual boxes is a feasible path. strength is not a concern, B30 is the choice because they’re worthless and make enough power for the job

[shogun]

In my opinion the biggest problem will be not the mechanical stuff like adapters, you might have big headaches how the Motronic / DME will work with the trans computer of a different car, they have to communicate with each other.
Just as a starter, check how many pins a TCU from an 5HP18 has, the TCU from the E34/E32 has different pin numbers.
Early 4HP22 TCU pinout, 35 pins https://www.europeantransmissions.co...n_zf_86-88.pdf
late 4HP22 TCU pinout 35 pins https://www.europeantransmissions.co...inout88-89.pdf
Then, there were 3 !!! different types of 4 HP 22, and all have different transmission control units, some even have 8-pin connectors, others have 7. http://www.bmwe34.net/E34main/Troubl...ch%20Guide.pdf
The Electronic Control system was first introduced in 1986 and was incorporated into the totally hydraulic 4HP-22 unit produced by ZF. It combines the hydraulic control of forward and reverse gear engagement,with electronic control for automatic upshifts from 1st thru 4th and automatic downshifts from 4th thru 1stgears. Three different versions of valve bodies have been used on BMW vehicles, with minor differences between them
The 1st version, designated Early "E-7", has 5 solenoids on the valve body, was introduced in 1986 and used up thru 1989. This version includes a solenoid for reverse lockout.
The 2nd version, designated Late "E-7", has 5 solenoids on the valve body, was introduced in 1988 and used up thru Mid-1989. This version includes a solenoid for reverse lockout.
The 3rd version, designated "E-9", has 4 solenoids on the valve body, was introduced in Mid-1989 and used up thru 1994. This version uses a shift solenoid for the reverse lockout function.

If you find a manual trans for the M60B30 and use that, you will have much less headaches. In any case if you want to have an 4HP22 merged with an M60B30, you are probably the first one which will try that.
Because the M60B30 already has the newer 5HP18 originally installed, to switch to 4HP22 is a step backwards.

[32valve]

this is not a 4HP22EH, this is the early hydraulic one in a range rover. i’m limited to this box as adapting a 5HP or any manual to the transfer case simply isn’t viable.

idea was to use a 404 dme set up as a manual. just has to be able to start and run the engine and have a 20pin tucked away somewhere for diagnostics. same type of swap has been done with an M52 and a 413, but again that engine can bolt right into a 4HP with the appropriate M20 bellhousing

[ross1]

So, you have a 4hp22 on hand and are determined to utilize it. ?
Correct auto trannys for V-8s are cheap. By the time you are finished re-engineering to fit an ill fitting trans to the b30 you'll be upside down and wishing you hadn't started.
You could buy an entire b30(probably b40 too) autobox car for less than this should have been aborted project will wind up costing you.
That is all.

[32valve]

So, you have a 4hp22 on hand and are determined to utilize it. ?
Correct auto trannys for V-8s are cheap. By the time you are finished re-engineering to fit an ill fitting trans to the b30 you'll be upside down and wishing you hadn't started.
You could buy an entire b30(probably b40 too) autobox car for less than this should have been aborted project will wind up costing you.
That is all.

again, this is a non-bmw 4wd vehicle that needs to keep a 4hp22 and attached transfer case mounted in its original location. fabbing an adapter for the 5hp30 to the transfer case is out of the scope of this hackjob.

[ross1]

again, this is a non-bmw 4wd vehicle that needs to keep a 4hp22 and attached transfer case mounted in its original location. fabbing an adapter for the 5hp30 to the transfer case is out of the scope of this hackjob.

I see no previous mention of this.
So, a Land Rover then? I can't protect you from yourself.
Enjoy, good luck.