Outer Limits 4x4 Board

FIXR7 wrote:I've searched for this flexy,

It seems the usual suspects don't make them.

The T-bird 3.8 SC V6 engines have a Ford smallblock pattern and the adaptors were made here in Perth. Assuming the rover V8 block didn't have a different bolt pattern for the ZF auto it should be the same? Maybe only a starter location difference possibly? Either way it shouldn't be a difficult task.

I've sent an email to Dellow about this so I'll post back with the results.

let me know how you go my friend has a rangie and a efi windsor
and is wanting to make it happen .

Dellow said no they don't make an adaptor and didn't even offer to make one.
Does anyone have a picture of a ZF auto? I reckon a cut and shut job could be done using a small block bell and the ZF one.

Thanks trobbo but, my preference would be to leave the body in the stock location and, of course there's no silly rear distributor to clear.

Hi,

Easiest way to do this (if you don't mind a 3 speed) is to get hold of a Ritters C4/9 LT 95 conversion from the early 80's. They are around.

As you'd be aware a C4 is a straight bolt up behind a Windsor.

The advantages:

Uses stock driveshafts, stock transfer case location

C4/9 is stronger and simpler than a ZF

Can be rebuilt / bulletproofed for less than a grand

Does not rely on throttle link or electronics for line pressure

LT 95 TC is a bit stronger than a LT 230


I have this set up behind a 350 and it works well.

cheers, DL

G'day DL,

Thanks but I'd prefer to stay 4 spd auto and therefore leave all trans associated ancillaries as they are. I have discussed the modfication of the ZF with a trans guy I know and he says they are capable of being built rather tough.

If I did switch gearboxes there are some good Ford 4 spd choices like the AOD(hydraulic) and AODE/4R70w(electronic) which could be adapted. I'd use the AODE(or 4R70W for it's wde ratios) because it's stronger and I can use a '94-'95 5.0 mustang EECIV to drive both the engine and gearbox and I have the gear to reprogram the entire calibration.

Ok Lads,

Been doing some research.
I've discovered that despite what some people have said the ZF HP22 cannot take the torque of a 351 even when beefed up with parts from the HP24 or, more clearly.... it cannot take it for long. Even a HP24 conversion with tough custom parts and electronic control cannot take it.
Despite that I contacted Seaton engineering(who did the T-bird 3.8 adaptor) here in Perth and they said they would make an adaptor for SBF onto ZF but it would cost about a grand.
So for my conversion that means a 4R70W or a BTR LE95(from a 5.0L Falcon).
The problem with those two is the width of the trans creates clearance issues with the front output section of the LT230 transfer. Which is why I thought of the LE95 which, whilst it has some strength issues can be beefed to handle some serious torque(ie the XR6 Turbo kind). It has another advantage of a left hand starter ie away from the front prop shaft.
The LE95 is slightly narrower than the 4R70 but may not be enough(hope to test this soon) to clear anyway.
Luckily both are significantly shorter than the ZF so giving plenty of room to make an adapter. I'm pretty sure i could modify an original Ford Explorer extension housing to suit.
So my options are 1. to move the LT230 back to provide clearance....something I don't want to do for obvious reasons. Or 2. switch back to the BW 1361 which I've discovered will handle the torque of the 351 provided good mantenance is kept up.
I'll post back when I've discovered if the LE95 will clear the LT230.
I certainly won't complain too much if I have to switch back to the borgy...the 230 conversion has been very troublesome and I think it actually drove better with the borgy.

Cheers.

Ok, I picked up an LE95 for $50 the other day. I borrowed an LT230 from a mate(thanks Mike!).



This box is longer than the AODE and from this view it's still about 50-60mm too far back to the transfer and already it's contacting the side. So the LE95 is out of the question for the LT230...


The AODE is a better proposition as it turns out.



Only 12 odd mm when contact occurs!



The red bit could be trimmed off without any ill effects methinks...

a clevo should fit no worries, big block chrysler does so theres plenty of room in there.

Well my 351w EFI conversion is going ahead and I've settled on a 4R70w/LT230 combo in the end. The BTR actually worked out worse for clearance anyway.
Got a 4R70w from a '97 F-150 and we're making the adapter to the LT230 at the moment.

engine dangling in bay for size...The 351 is actually the same width as the 3.9L and shorter in length by about 25mm with accessories included. The tall truck EFI intake is another story but I have options there.





4R70w up against ZF extension housing for size...



Clearance is looking good...



and again out of car....



Here's the preliminary cad drawings of the adapter plate which is only 45mm thick and it looks like the transfer will only need a small setback...in the 25-100mm range at the mo....



I'll be using a Falcon EECIV to control the engine and a Baumann Optishift to control the trans.