Slant Six Forum

Fun to think about having moar gearzzz.

A whole lot less fun to think of trading away transmissions engineered and built when Chrysler's automatic transmissions were among the finest, most dependable in the world, readily and inexpensively repairable on the rare occasion they need it, in exchange for a transmission with a much shorter, more problematic life expectancy and which costs hideous mountains of money to fix, let alone rebuild.

Me, if I decided I just had to have more gears, I'd rather experience relatively minor wallet-pain once by installing a Gear Vendors overdrive, knowing a big chunk of the money goes to Gear Vendors for their closely-guarded proprietary housing for a Laycock overdrive unit.

Author:	Tim Keith [ Sun May 18, 2025 1:59 pm ]
Post subject:	zf8hp
Any interest in an zf8hp adapter? I'm not going to do it, but this conversion has become a thing Tim

Author:	Rick Covalt [ Sun May 18, 2025 4:46 pm ]
Post subject:	Re: zf8hp
Quote: zf8hp adapter? What is it?

Author:	Greg Ondayko [ Sun May 18, 2025 7:08 pm ]
Post subject:	Re: zf8hp
Is is the newer 8 speed automatic used in many applications. https://en.m.wikipedia.org/wiki/ZF_8HP_transmission Greg

Author:	Rick Covalt [ Mon May 19, 2025 3:41 am ]
Post subject:	Re: zf8hp
It looks huge body wise? Plus that just gives me 5 more chances to be in the wrong gear!

Author:	mcnoople [ Mon May 19, 2025 7:36 am ]
Post subject:	Re: zf8hp
For years I have looked at the 3.6/8 spd and wondered if it would ever be a good swap to older cars. I always say to myself "I want to like the 3.6" and never manage to convince myself that I want that disaster in my life. As mentioned in this thread already the ZF 8 speed is very very fat in the mid section. It isn't super long but it has a lot of girth. I am pretty sure you will have to cut a lot of floor AND torsion bar crossmember out of the car to get it to fit. I have been reading that the 8spd has gotten popular in the aftermarket ever since computer controllers have shown up a year or so back. As far as how it functions as a trans.....It shifts real nice, it is real strong, and not super heavy. For those that want to experience it, go get a rental charger/300 with the V6. It is a dual clutch transmission which means it is effectively a pair of manual transmissions in a single case. And it is made by ZF (german company) which is one of the largest OEM parts suppliers in the world. They have been a chrysler supplier at least back into the 1980's, my old G body daytona had a ZF pump on it. I could be wrong...but I thought that the gen 3 hemi (5.7L,6.1L,6.4L) used the small block bolt pattern. If it does then the answer would be to track down one of the already designed SB to slants trans adapter and get the truck version of the 8spd. edit. Honestly i think it would be a better idea to just do a complete 3.6L with trans swap. The shorter length and lower weight of the 3.6L would allow the engine to come forward farther to allow less cutting farther back. If someone decide to pursue that idea, get the 3.6L WITHOUT variable valve lift and install the dorman metal oil cooler. The newer VVL engines have some issues.

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Author:	SlantSixDan [ Mon May 19, 2025 1:58 pm ]
Post subject:	Re: zf8hp
Fun to think about having moar gearzzz. A whole lot less fun to think of trading away transmissions engineered and built when Chrysler's automatic transmissions were among the finest, most dependable in the world, readily and inexpensively repairable on the rare occasion they need it, in exchange for a transmission with a much shorter, more problematic life expectancy and which costs hideous mountains of money to fix, let alone rebuild. Me, if I decided I just had to have more gears, I'd rather experience relatively minor wallet-pain once by installing a Gear Vendors overdrive, knowing a big chunk of the money goes to Gear Vendors for their closely-guarded proprietary housing for a Laycock overdrive unit.

Author:	Tim Keith [ Wed May 28, 2025 10:51 pm ]
Post subject:	Re: zf8hp
Quote: Fun to think about having moar gearzzz. A whole lot less fun to think of trading away transmissions engineered and built when Chrysler's automatic transmissions were among the finest, most dependable in the world, readily and inexpensively repairable on the rare occasion they need it, in exchange for a transmission with a much shorter, more problematic life expectancy and which costs hideous mountains of money to fix, let alone rebuild. Me, if I decided I just had to have more gears, I'd rather experience relatively minor wallet-pain once by installing a Gear Vendors overdrive, knowing a big chunk of the money goes to Gear Vendors for their closely-guarded proprietary housing for a Laycock overdrive unit. I also like the Laycock. It's possible to rebuild a J Type from a Volvo and make your own adaptor from a piece of pipe with flanges welded on both ends, one end replaces the tail housing of transmission 'X" and the other bolts to the Laycock unit. There are machinist shops that specialize in splined shafts - like for ag and industrial repairs, but that stub shaft might already be available for manybtransmissions. A machinist on a flat fender Power Wagon forum built his own Gear Vendors type kit for Dodge 230 flathead powered WDX and WM300, but gave up in frustration , he practically gave them away. The old truck guys wanted a 1-800 support number and a parts order list, too much hand holding for what they were willing to pay. The Laycock parts are available in a cottage industry not unlike this forum. Gear Vendors won't sell any parts, but old Volvos, Jaguars, even some Jeeps used a Laycock and parts are available, mostly friction clutches, oil seals, solenoids. The Laycock is like a refined Borg Warner R11. There used to be some YT videos showing how to overhaul a Laycock - looked pretty easy.

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