harlie
Member Since: 07 Dec 2012
Location: Brisbane
Posts: 4
|
Hi All
Long time reader here in Aus, thought I’d join in.
Big thanks to Phill, I’ve read many informative write ups of yours now, hats off and thank you for your time and effort.
Several of us downunder (hi Laurie) have been talking of this for a while now, on AULRO and private chats, and it’s good to see another conversation started, I suppose it takes someone like Phill to attack the mechanical aspect in detail.
With my limited Auto Trans knowledge I have a Q for Phill (and others). The TDV6 D3 was 440nm, 3.0 TDV6 D4 600nm with higher rpm than the TDv8, my tuned TD6 is approximately 500-510nm. Does this bring the possibility of using a D3/4 box & TC in to equation given the engine outputs would be closer?
fisha wrote:
......
Regarding the electrical issues, doesn't the box simply need told the correct values over a can-bus connection and could that not be done by a custom interface device ? 3
Back closer to my comfort zone, zeros and ones… Yes a custom interface would work, and would be needed; the comms is completely different for the Trans ECU in the L322 TD6 when compared to any 6 speed LR. But cost? Custom shift/lock maps (cost? – maybe TDV6 would work). Steve’s suggestion of a translation module would work (no change to the Car Configuration File as it would emulate the current ECU) provided it gave zero delay to packets, or there would be timing issues with functions like the Torque Reduction Request (for example). The Trans ECU from a 2002 730d would communicate but does not contain any logic for low range operation (for example). I also think the 6 speed ECU is expecting a couple of extra messages that the system in the TD6 does not provide – not that this is a stopper.
However, the two issues that really concern me are these.
1. Since there is now a foreign Trans ECU in the car, hardly any (if any) diagnostic system will be able to read/clear faults. Most systems look for particular ECUs based on vehicle model.
2. We have no idea what all the other systems will do when the “Current Gear = 6” message is broadcast (or couple others). I am especially concerned about ABS/Traction control – what happens if these ECUs throw an unhandled exception and either enter non responsive state, or do something unexpected, and this may only happen with a certain combination of several other values, so would need a lot of testing, and could vary vastly between 2002 and 2005, as several ECUs received updates.
As it has been said before, anything is possible, and I’m convinced it will work, if you throw enough money at it – real Q is whether it is worth it (personally I don’t believe so). Interested in Steve’s input – I don’t work on car systems, just my thoughts – BTW, IID going great here Steve!
Great topic, and sorry for taking over, pls keep it up Phill.
|
7th Dec 2012 12:09pm |
|
Laurie915
Member Since: 11 Sep 2011
Location: Canberra
Posts: 72
|
Good to see you here also Harlie !
Or better still why not get a box from a later model M57 equipped BMW ? This should sort out the flexplate and stater motor issues. I won't pretend to know the electronics like Harlie or SteveMFr , but could we get a CAN translation module setup from one of these autos, to use in the integration of the box into the Rangie ? Could this module be used on a 2006 Vogue Td6 update model ?
As there would be no need for an adaptor plate, this would leave the 30mm that Phil mentioned at the back of the box. If possible why not an adaptor plate to mount the DD295 transfer case in it’s original position ? This would require a custom output shaft, JPAT http://www.jpat.co.uk/5L40E%20Shafts.pdf
already do a custom HD shaft for the 5L40E, why not one for the 6HP26, they already have shaft diameter, splines loaded on their CNC machines, the rear annulus gear will have to be setup though. I’m sure they would sell more of these if it becomes a viable option !
If I was to go down this road, I would do a heavy duty rebuild of the auto with a custom billet torque converter, I still believe after much research that the T/C is the weak-link in this setup.
Jeremy Fearn’s big HP conversion is starting to look good again !!!
Again thanks to Phil for his expertise and the photos of the 5L40E and the 6HP26 compared to each other that made this reply possible.
Just my thoughts
Laurie
|
|
10th Dec 2012 1:30am |
|
lex99
Member Since: 26 Sep 2013
Location: canada
Posts: 3
|
fantastic thread!
|
|
26th Sep 2013 11:28pm |
|
