auto660

Yeah i probably won't be using the Jag torque converter, but since the input shaft is different for the large TC it still seemed important which type it is. The medium one should be interchangeable with the Volvo torque converter from what i've understood so that would be nice. Now i've gotta find a Volvo ZF box for reasonable money... Will keep you guys updated on this.

Just picked up a 4HP24 from a Jaaggggg for cheap, it's coded 1043-030-059. The torque converter measures about 300mm (11,75") in diameter, would that be the medium one (with the smaller shaft) or the large one (with the larger shaft)?

I'm familiar with Turbobricks, great forum for old Volvo stuff. It's just that these ZF boxen aren't that familiar there because they haven't been used that much on USA Volvo's. Most people swap to either AW or manual boxes because of parts availability or simply regarding the ZF as unreliable because of the park/neutral revving thingy. So this seemed like a more appropriate place, even if it's not for Volvo's. Hmm, seems like i've got to dig further into the Jag stuff. It could be that BMW and Volvo use the same output shaft, the guibo/flex disc at the driveshaft flange is interchangeable between them on the manual boxes at least.

@Bowie69That's indeed an important aspect, especially with a turbo engine. I've been looking for the torque converter stall speed of the Volvo 4HP22 and it seems like they used different stall speeds for different engine models. The non-turbo engine (B230E) came with a 2150RPM stall speed converter which would be a tad on the low side. The turbo engine (B230ET) came with a converter that's rated at 2000/2450, which would suit the engine quite well i think. The engine has been built in such way that it has a wide powerband and should be fine with a (lazy) automatic. It's got a ported cylinder head combined with a stock cam (~212in/ex) so it still makes some nice low-down torque, it just carries on a bit further into the rev range now. The small turbo starts giving positive pressure from ~1500RPM and the turbo gauge is pegged from about ~2700RPM onwards, which is about ~1.2bar of boost pressure. Peak power is 280, but it's got 260+ all the way from 4800 till about 6700, it kinda drives like rev-happy turbodiesel currently. @elbekko From what i've seen the trans got solenoids for regulating the shifts, but it also got an additional solenoid for the line pressure regulation and one for the lock-up it seems. @smallfry Using a 6HP26 or an 8HP70 would be the best way to do this, but i can't find any adapter kits for mating one to the Volvo B230 engine. The megasquirt trans control firmware doesn't support them either and i'm not sure they fit the Volvo 240 trans tunnel. The nice thing about the 4HP24 would be that it's relatively plug&play with the stuff i'm already using, and that's helps a lot when doing this kinda stuff on a student budget. Does anybody know the ZF model numbers for the (later) small shaft versions of the 4HP24? I've found that the 065 model from a (Land) Rover should have the small input shaft but they are a bit rare and expensive here. There are a lot of Jaguar transmissions though. Currently eyeballing a 059 model from a '95 Jaguar XJ6 (X300 4.0 24V) but i'm not sure if that one got the small shaft. Can't really find any further info on that. RR Auto Box ZF4 HP22 pt2.pdf

I'll probably do a rebuild anyway to start with a fresh transmission, so having to change the tailshaft shouldn't be that much additional work. As long as it actually fits together. Regarding the input shaft diameter, it would probably be wise to first buy the Volvo transmission and measure the shaft diameter before buying the 4HP24 i think, something to keep track of. The speedometer output won't be problem luckily, it's got an electric sensor in the rear differential for that, making things a lot easier. The later 4HP24 gearbox is also shorter than the earlier one, right? Making it the same size as the 22. The engine (2.3L) currently makes about 280HP and 420NM, with future plans for a slight increase to 330~350HP and 450~470NM with a turbo upgrade. Would the 4HP24 be capable of managing these power levels?

That sounds good, it would be nice if i could use the electronic box. That would give me the option to finetune the trans behaviour to my liking and have stuff like paddle shifters. The megashift firmware is now replaced by the new "Microsquirt Transmission Control" firmware by the way, which can also run on their CANBUS GPIO extender box. Making it quite an attractive option at just €300. The latest version got support for the 4HP24 transmission so it should work just fine. The MS3 itself doesn't have any trans control options on it's own unfortunately.

I've been doing some research on the ZF 4HP22/24 transmissions and information seems to be scarce on them. This forum seems to be one of the few places where people have actually been swapping and modifying them so i'm hoping some members here can help me out for a bit. I'm currently driving a Volvo 240 with a turbo conversion for which i'm searching a nice automatic trans setup. This pointed me towards the ZF 4HP22 transmission that came in the later Volvo 740's and fits relatively easily in the 240, albeit with some minor mods. The 4HP22 isn't strong enough though from what i've read, especially the early full hydraulic boxes. But the bellhousing and tailhousing are said to be swappable between the different 4HP22/24 variations, which gives some room for mixing and matching of parts. The car is already running a MS3 ECU so it would be even greater if the trans could be controlled electronically via the Megasquirt trans control system. TL;DR So my question is... Can the Volvo 4HP22 bellhousing and tailhousing be swapped over to an electronically controlled 4HP24? The Volvo comes with an 11" torque converter, that should fit the 4HP24 right? This would make for a relatively cheap automatic transmission swap that's quite tough and controllable with the Megasquirt system.