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Rebuilding Zf's


CSV_LS1

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  • 3 weeks later...
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the titanium deasil has the 6r80 box apart from the Ranger & some F trucks in Australia, also you cant bolt it straight to the Barra as the deasil has a totally different bellhousing bolt pattern... so you use the 6r80 as a doner box, we have another stage 3 box which is totally different again with the new clutches' that we have adapted to the E & A pack its in a customers car as we speak, the next step is to pull it back out strip it & inspect then reassemble & retune the car.

this new set up from all of the boxes that I get has never been done before & I've see some Frankenstein set up which makes me wonder WTF are they thinking as if you follow the hydraulic schematic & the application of the clutchers, who kowns ??

We also now have in production billet 6R80 input shafts & will be working on the larger billet intermediate, the smaller intermediate as found in the BF can be purchased from the USA as there the same size as what's in the 6r80 boxes 

Also final new web site will be going on line soon..

cheers

joe

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On ‎13‎/‎01‎/‎2016 at 9:10 AM, MattyP said:

Whos doing the 6r80 hybrid build?

A powertrain engineer :)

 

Billet 6R80 input shafts? Why? The yanks aren't breaking them, probably because they're not screwing with the TCM programming like so many TCM/automatic rebuild 'engineers' are here in Oz lol. Cryo'd, billet inputs shafts all break, they all have the same common denominator as well, ZF tuning.

The 6R80 front end can be adapted to the ZF, including the pump, which is better than the ZF unit. The torque converter obviously requires modification, there is only one company in Australia that has the machinery and expertise to do it - properly.

The 6R80 300M intermediate shaft can also be incorporated into the ZF with a few changes.

The beauty of the 6R80 hybrid is it opens up a whole lot of GM torque converter options.

 

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36 minutes ago, M6 XR6T said:

A powertrain engineer :)

 

Billet 6R80 input shafts? Why? The yanks aren't breaking them, probably because they're not screwing with the TCM programming like so many TCM/automatic rebuild 'engineers' are here in Oz lol. Cryo'd, billet inputs shafts all break, they all have the same common denominator as well, ZF tuning.

The 6R80 front end can be adapted to the ZF, including the pump, which is better than the ZF unit. The torque converter obviously requires modification, there is only one company in Australia that has the machinery and expertise to do it - properly.

The 6R80 300M intermediate shaft can also be incorporated into the ZF with a few changes.

The beauty of the 6R80 hybrid is it opens up a whole lot of GM torque converter options.

 

why do the 6r80 well because we can... as when my engineer buys the bar stock of the same material there's no difference in machining time, same amount of work involved but bigger in diameter, has to be better right ?? the fact of the matter is that the size of the current input is to small for what there asked to do, don't forget there hollow so the amount of twisting force applied was OK for the std power output of a turbo plus all of the hardware inside around it was made to suit the shaft size otherwise we should of copied what the Yanks did, bigger shaft, Billet 4 pinion front carrier, better pump, even use the rear sprang but as we are making more & more power the demand to have the zf  in keeping up with with what's asked is a challenge.

yep & that's TCE we have been working them for a few years on getting the convertor sorted for every one else that's doing the big shaft conversion today. 

the billet intermediate will go straight in the BF but I wont use it in the FG at this stage our cryo intermediate is holing up & until we start to make our own billet version there doing the job....but most important as you mentioned its the correct engine & transmission calibration that's saving the shafts & box

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1 hour ago, joe@cms said:

why do the 6r80 well because we can... as when my engineer buys the bar stock of the same material there's no difference in machining time, same amount of work involved but bigger in diameter, has to be better right ?? the fact of the matter is that the size of the current input is to small for what there asked to do, don't forget there hollow so the amount of twisting force applied was OK for the std power output of a turbo plus all of the hardware inside around it was made to suit the shaft size otherwise we should of copied what the Yanks did, bigger shaft, Billet 4 pinion front carrier, better pump, even use the rear sprang but as we are making more & more power the demand to have the zf  in keeping up with with what's asked is a challenge.

yep & that's TCE we have been working them for a few years on getting the convertor sorted for every one else that's doing the big shaft conversion today. 

the billet intermediate will go straight in the BF but I wont use it in the FG at this stage our cryo intermediate is holing up & until we start to make our own billet version there doing the job....but most important as you mentioned its the correct engine & transmission calibration that's saving the shafts & box

Fair point Joe, and maybe the Yanks are lazy and only replacing the items that break. As I said, the intermediate shaft is available in 300M to replace the factory 6R80 unit. No one's bothered with the input shaft over there yet. There's making over 1000hp in the Mustangs, running 9's, with nothing more than an Exedy friction upgrade and intermediate shaft.

If you're to believe what other say, there's no need to do anything else other than hand over firsts full of cash for the billet ZF gear and just be done with it.

 

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