On a positive note, the delay will allow you ample time to have the rear tyres replaced Warren. :wink: You could almost say that from a safety perspective, that you have been prevented from driving for a very good reason.
Ron.
Ron.
ZF 4HP22
- Thread starter Geordie Jim
- Start date
ghce
Well-Known Member
Certainly a good opportunity to source some silicone compound tires, this while being a performance (and fuel ) upgrade will also ensure that the tires wont age in the same way as rubber compound tires do which is a pretty good bonus if your car is a low yearly mileage garage queen car.
Graeme
Graeme
WarrenL
Active Member
I intend to do one, but there's still a bit of fine tuning needed. I am still running the BMW valve body so the change points aren't right, and the torque converter doesn't lock up until about 65mph (it'll be about 50mph with the Land Rover valve body). I've also got a bouncing rev counter needle, which will ruin the general ambience of any video I shoot. Problem One I hope to have solved: I think I've tracked down what was preventing the Land Rover body from shifting the box into fourth. It now only remains to reassemble the body and install it in the gearbox. It takes about an hour to swap valve bodies, but it's a messy job, so I have to summon motivation and plenty of drop sheets. As for Problem Two, the rev counter, I'm going to patrol the threads. I think I've seen it covered somewhere.
I can tell you that at 65 mph with the torque converter locked up, the car is sitting on about 2100-2200rpm. Third, the same 1:1 as the old third (top) gear, has now been relegated to roaring revs kickdown overtaking duty. It's an amazing difference with the new top gear - a quick kickdown to third is enough to demonstrate the difference between old and new.
I'm also about to fit SD1 alloys, and the infinite adjustment of the Dakota Digital speedo adapter means I might just bump the profile of the intended rear 205s up to raise the gearing a little more. The car, even in bog standard 3500-plus-twin-SUs has plenty enough grunt to handle the tall gearing.
I can tell you that at 65 mph with the torque converter locked up, the car is sitting on about 2100-2200rpm. Third, the same 1:1 as the old third (top) gear, has now been relegated to roaring revs kickdown overtaking duty. It's an amazing difference with the new top gear - a quick kickdown to third is enough to demonstrate the difference between old and new.
I'm also about to fit SD1 alloys, and the infinite adjustment of the Dakota Digital speedo adapter means I might just bump the profile of the intended rear 205s up to raise the gearing a little more. The car, even in bog standard 3500-plus-twin-SUs has plenty enough grunt to handle the tall gearing.
WarrenL said:
I like the plate 8) Pity we don't get something like that here, instead of a small 'historic vehicle' logo on our tax disc, and a sheet of paper.
It would be interesting to see how the taller gearing affects MPG. I'd imagine the ZF it would be more frugal on longer cruises than urban stuff?
WarrenL
Active Member
Well, we have the knowledge, Tor. I won't say it's an easy job (the cross-member is the biggest hurdle to jump), but it's not that difficult either. I do thoroughly recommend the upgrade: that overdriven fourth gear is amazing! I've been driving up and down the road, kicking it down to third and letting it shift back up to fourth, just to sample the contrast between the old 1:1 and the new 0.728:1.
roverp5Bcoupe
Active Member
Congratulations. Nice work.
i am restroring a P5B coupe and included is a 4ZF HP22 conversion (from a lDV). No trouble here in Holland with doing such a conversion and we don't get such a plate either.
My other classic is a MGB roadster which i converter to V8 with the LT77 from An SD1. For this conversion had to the authorities for a sort of type approval and test but again no plate on the car. I got new car papers which mentioned a V8 was fitted.
Enjoy your 4 speeds. As you also mentioned, the rev in the third speed of the BW35 are also too high on a P5B so i am looking forward to driving my P5B with 4 speeds
peter
i am restroring a P5B coupe and included is a 4ZF HP22 conversion (from a lDV). No trouble here in Holland with doing such a conversion and we don't get such a plate either.
My other classic is a MGB roadster which i converter to V8 with the LT77 from An SD1. For this conversion had to the authorities for a sort of type approval and test but again no plate on the car. I got new car papers which mentioned a V8 was fitted.
Enjoy your 4 speeds. As you also mentioned, the rev in the third speed of the BW35 are also too high on a P5B so i am looking forward to driving my P5B with 4 speeds
peter
WarrenL
Active Member
I AM enjoying my 4 gears! The ZF is nothing short of revelatory after the BW35. I'll be very interested to see how the LDV box fits into the P5B - please post some photos. For the P6B I decided that the LDV box caused more problems than it solved. It has a mechanical speedo drive (see elsewhere in this thread for a discussion on issues concerning that), but the significant extra length of the tail housing raised issues surrounding the mounts and the propshaft. My particular combination of BMW tail housing and Jag XJ40 output yoke/flange allowed the fabrication of a new cross member that fitted the existing tunnel mounting brackets (trimmed a few mm to clear the ZF), and the propshaft simply bolted back in place. I arrived at that combination through a certain amount of trial and error, but it might be that a Jag tail housing (which I am yet to see in the flesh) is equally suitable, even though it looks longer in the photos I've seen. This, if verified, would make the Jag box the ideal second donor, rather than the BMW.
As for the speedo problem, I can thoroughly recommend the Dakota Digital speedo transducer I've used. It wasn't cheap, but it is the perfect solution, and was simplicity to install and calibrate. It also allows me to change my tyre size with impunity: when I fit my SD1 alloys in the next few weeks I'm planning to equip the rear with a higher profile tyre in order to lift the gearing a little more.
In other news, I've now sorted the Land Rover valve body and reinstalled it, and I have perfect shifting up and down the range, including 4th. The BMW valve body served its purpose, which was to verify that 4th gear was present and correct, and that the problem was in the LR valve body. Otherwise it was mismatched to the LR torque converter and governor, and provided lumpy and poorly spaced shifts. Now the box paces itself beautifully through the gears, and I can revel in the smooth downshift to 2nd it provides as you power through a roundabout or intersection, keeping the V8 perfectly on song. That's something that the 35 would never do. You're moving? OK, you want top gear. You want to accelerate out of a corner? No, you can't have second gear. You can have my patented torque converter rubber band effect...
As for the speedo problem, I can thoroughly recommend the Dakota Digital speedo transducer I've used. It wasn't cheap, but it is the perfect solution, and was simplicity to install and calibrate. It also allows me to change my tyre size with impunity: when I fit my SD1 alloys in the next few weeks I'm planning to equip the rear with a higher profile tyre in order to lift the gearing a little more.
In other news, I've now sorted the Land Rover valve body and reinstalled it, and I have perfect shifting up and down the range, including 4th. The BMW valve body served its purpose, which was to verify that 4th gear was present and correct, and that the problem was in the LR valve body. Otherwise it was mismatched to the LR torque converter and governor, and provided lumpy and poorly spaced shifts. Now the box paces itself beautifully through the gears, and I can revel in the smooth downshift to 2nd it provides as you power through a roundabout or intersection, keeping the V8 perfectly on song. That's something that the 35 would never do. You're moving? OK, you want top gear. You want to accelerate out of a corner? No, you can't have second gear. You can have my patented torque converter rubber band effect...
roverp5Bcoupe
Active Member
Warren,
The P5B has a subframe where the front suspension, engine and gearbox is fitted. I had to change the connections on the subframe and modify the brackets. I used the original mounting rubber
On this picture the bracket is not fully welded yet
Here the modified mounting bracket, partly LDV and partly P5B.
I had to get the propshaft shortened
regards
Peter
The P5B has a subframe where the front suspension, engine and gearbox is fitted. I had to change the connections on the subframe and modify the brackets. I used the original mounting rubber
On this picture the bracket is not fully welded yet
Here the modified mounting bracket, partly LDV and partly P5B.
I had to get the propshaft shortened
regards
Peter
WarrenL
Active Member
Hi Peter,
Here is an in-progress shot from earlier in the thread, showing my freshly undersealed transmission tunnel in contrast to the mucky bottom of the rest of the car! You can see my new cross member in place, bolted to the existing transmission tunnel brackets, and supporting the BMW cotton reel mounts. It had to be designed to accommodate the twist in the LR gearbox. The LR sump was there simply to protect the box from dirt etc; it was later swapped for a restored and zinc-coated BMW sump. The LR sump hangs far too low to be of use in the P6. With the Jaguar output yoke installed, the propshaft fitted back in perfectly, with the splines extended approximately halfway. Couldn't ask for better.
It ended up a very tidy installation, and flew through the certification process. Now I am really enjoying those low revs in top gear, and you will too. I can guarantee it.
Here is an in-progress shot from earlier in the thread, showing my freshly undersealed transmission tunnel in contrast to the mucky bottom of the rest of the car! You can see my new cross member in place, bolted to the existing transmission tunnel brackets, and supporting the BMW cotton reel mounts. It had to be designed to accommodate the twist in the LR gearbox. The LR sump was there simply to protect the box from dirt etc; it was later swapped for a restored and zinc-coated BMW sump. The LR sump hangs far too low to be of use in the P6. With the Jaguar output yoke installed, the propshaft fitted back in perfectly, with the splines extended approximately halfway. Couldn't ask for better.
It ended up a very tidy installation, and flew through the certification process. Now I am really enjoying those low revs in top gear, and you will too. I can guarantee it.
roverp5Bcoupe
Active Member
Warren,
It all looks very nice (i followed the building process). so i can understand that it flew threw the certification process. If you take things serious like you did, the certification guys treat you well. I had the same experience with the V8 conversion on my MGB. It also flew threw the certification process .
I have to wait as this is how the body of my P5B looks at the moment
All the welding is done on the body. I treated it with paint stripper. It looks like the body is rusted but this mainly is primer left
regards
Peter
It all looks very nice (i followed the building process). so i can understand that it flew threw the certification process. If you take things serious like you did, the certification guys treat you well. I had the same experience with the V8 conversion on my MGB. It also flew threw the certification process .
I have to wait as this is how the body of my P5B looks at the moment
All the welding is done on the body. I treated it with paint stripper. It looks like the body is rusted but this mainly is primer left
regards
Peter