Nice work Vince! .On my project P5B i should also do this as the sump is a bit lower then the subframe. What is the height reduction you have now?. I do not worry about the sump capacity as i have fitted an external oil cooler which has more capacity then the original one integrated in the radiator.
Hi Peter, typically whilst doing what I was doing I forgot to measure the original depth of the RR transmission pan. If yours is still intact perhaps you can provide the measurement and I'll provide the measurement for the chopped and sectioned pan.
Here's the last few pix of the transmission sitting right way up showing the finished trans pan (trans fluid level will now be correct as will the dipstick reading) and the modified dipstick position (for my vehicle's application). Note: The transmission pan is now no lower than the lowest point of the bellhousing.
Note: This modification to the (Range/Land Rover V8) ZF4HP22 Crankshaft Flange adaptor is only relevant if fitting this transmission to a 4.4 litre Leyland P76 V8 (as found in OZ.) As my P5 Coupe is fitted with this engine the modification to the adaptor is necessary.
Some Technical Trivia. Drive/flex plates for starter engagement. Although the Rover driveplate is flat and the P76 V8 driveplate is dished they both place the ring gear in the same relative positions. Measuring from both engine's crankshaft flanges to the edge of the drive gear teeth is exactly 1/2" for both the Rover and the P76 V8. My car utilizes the small Range Rover gear reduction starter motor on the P76 ring gear.
ZF Adaptor Modification. There are several adaptor component pieces for the ZF application. The modification is made to the piece that directly bolts to the crankshaft flange of the Rover V8.
The modification is required due to the differing PCD (pitch circle diameter) bolt arrangements between the Rover V8 crankshaft flange and the P76 Flange.
The following diagrams/pix illustrates the differences.
Note: One hole on the adaptor for the Rover crankshaft flange is offset! All holes on the P76 crankshaft flange are equidistant and all spaced at 60°.
The crankshaft spigot is a larger diameter on the P76 V8
The Rover ZF adaptor and a mild steel bar machined to create suitable press fit plugs.
The hole in one of the press-in plugs is the centering hole, when the bar was machined to diameter.
* When all the plugs are pressed into place the countersunk holes will be redrilled to suit the larger PCD of the P76 crankshaft flange.
I put a bit more work into the ZF to P76 adaptor today fitting the remaining pressed in plugs, machining the spigot hole larger for the P76 flange and levelling the face where the plugs protruded slightly.
Note the difference in the hole for the crankshaft flange spigot between the Rover and the P76.
This is the adaptor with the spigot hole machined to size for the P76 crankshaft flange.
The last remaining task is to mark out the 6 mounting holes at the P76s larger PCD. All holes are set at 60°.
Setting out the P76 Crankshaft Flange PCD on the ZF adaptor.
I spent about 2.5 - 3 hrs today marking out where the holes should go. A task like this can be nerve wracking, as a slight error in measurement, marking out, centre punching holes and then drilling them through (incrementally) can lead to a screw-up! My tools for this are pretty basic, including: a good millimeter/imperial steel ruler, 2 plastic protractors, an accurate pair of dividers, a scriber and a paint pen. I did have a few moments where I thought I should take it to an engineering firm that had an indexing head, to ensure the holes were accurately placed...but I recovered from that! The previous day I'd machined a large aluminium plug for the centre hole of the adaptor, also adding a tiny centre hole in the plug for marking out (scribing) the PCD of the bolt holes.
Tech Trivia. An interesting side note for the tech heads. The P76 V8 crankshaft flange bolt pattern PCD is 70mm. The radius then is 35mm. The 6 holes are spaced evenly at 60°. The distance between each hole (measuring centre to centre around the perimeter is exactly 35mm...exactly the same as the radius. That can't be a coincidence!
Here are the pix of todays effort. The adaptor now bolts on but only grips by a couple of threads.
Scribed hole placement.
Centre- punched for holes.
The Final Task. I need to drill the holes out to 5/8" diameter but stop at .200" from the base, then square off the hole. The socket head bolts will then sit in a cavity and be flush with the outer face of the adaptor.
Finishing Off. I spent about 3 - 4 hrs this morning finishing off modifying the last few components so that I can bolt up the Rover ZF trans flexplate and torque convertor to the P76 crankshaft flange. A few of the remaining tasks such as recessing the socket head bolts into the adaptor and rebating the bolt heads to clear the flexplate on its mount were completed on Saturday. Most of the time today was spent turning up an alloy spacer to accurately centre the torque convertor rear spigot into the spigot hole of the P76 crankshaft flange. Both the ID and OD of the bush are critical as the large steel hub that fits onto the first adaptor has to be accurately centred. This second hub centres the rear of the torque convertor. Normally a bearing or bush for a manual trans would be fitted here. Tomorrow I should be able to provide a few images of the complete ZF assembly (drive plate to torque convertor) bolted up to the P76 crankshaft. Here are a few pix of the progress todate.
Finalized Assembly Update. The following pictures illustrate the final assembly of the components required to fit the ZF transmission to the P76 crankshaft. The 'bolt-up' assembly with the exception of the fabricated aluminium bush replicates the OEM arrangement in both the V8 Range & Land Rovers. Once the assembly is ready to fit, a few checks will be required re: starter engagement and the engagement of the torque convertor snout drive in the front pump of the transmission to ensure nothing binds. The next task (at my leisure) will be to rebuild the spare engine for the transmission.