Telephone: +44 1582 496040

ZF4HP22EH

£725.00

Product Information

The 4HP22EH and 24 EH was used by Landrover in the P38 Range Rover and the Disco 2.

All our boxes are fully rebuilt including the valve body and come complete with a rebuilt torque converter.

To see an explanation of our core deposit please click here

IMPORTANT The Td5 Disco Autoboxes common failure mode is the steel plate that is welded on the Torque Convertor cracking. When this happens we are able to fix this but it is an additional repair cost. If your exchange unit has this cracked plate it will be necessary to charge an additional £100 per unit. Regretably you cannot identify this whilst still in the vehicle but you can see this once removed from the vehicle.

 

Video of a ZF4HP22EH being built.

 

Video to show what a ZF4HP22EH comes with.

 

Video to show where the serial number is located on an Automatic Gearbox

SHIPPING COSTS

In order to calculate your shipping costs you will need to put the items in your shopping basket and confirm your delivery address. Once you have entered these details a shipping quote will be generated. Please do not proceed to the payment stage unless you are ready to order.

Please note that the shipping cost within the UK mainland for one unit is £70 which includes collection of your old unit.  Sorry we are unable to collect from customers outside of the UK.

Product Code: ZF4HP22EH

Installation Information » (Click to Expand Collapse)

Check List for fitting ZF Autobox

Please note that a good 50% of our 'warranty returns' are due to two basis installation errors.

1)debris and contamination in the oil cooler and oil cooler lines, even if you have flushed them out this is no guarantee they are clean, if the old box has suffered a bad failure you would be wise to replace these.

2)broken oil pump, by not fitting the torque converter correctly, read below.

Assembly

Check engine to bellhousing and Autobox to transfer case dowels are all fitted.

It is very important that you locate and install your torque converter correctly. One of the most common causes of failure is the torque converter not being located correctly onto the pump before fitting causing the pump to be broken on start up.

To avoid this we would suggest that you stand the autobox upright and lower the torque converter into the bellhousing.

When the torque converter has fully located onto the pump it is essential to then measure the distance from the bellhousing front face to the torque converter feet ( also known as the flange that the flexplate is bolted to).

Once the torque converter is inserted and checked make sure it does not fall forward when offering the autobox up to the engine. Do not be tempted to pull the gearbox into position with the bellhousing bolts, it should fully locate on the engine with no gap between the bellhousing and engine block.

With the autobox fitted to the engine, check that the converter will rotate freely and has a small amount (about 2mm) of end float. Bolt the converter to the flex plate using loctite or similar on the thread of the bolts.

Ensure the breather vents well away from the exhaust.

Oil Fill

Always use a good quality oil, preferably a Dextron III or similar. Put the transfer case in neutral and fill. Start the engine, the oil level will drop immediately, top back up straight away. Move the shifter lever up and down through the gears slowly whilst checking the oil level and topping up as required. Once the level has stabilised, put the transfer case in gear and the unit should now be picking up drive, this is indicated by the engine revs dropping when put in Drive.

non dipstick type autoboxes, TD5 Etc :

put transfer case in neutral remove oil filler level plug, front face of oil sump, fill until it overflows, start engine, quickly pump more oil in until it overflows move the gear stick up and down a few seconds in each gear whilst topping the oil level up, once level has stabilised, test drive and recheck oil level,

Set up

If the vehicle is a Disco I or Range Rover Classic under no circumstances drive with the kickdown cable disconnected, as this will cause premature autobox failure.

Ensure that the shift assembly is set correctly and full travel of the shifter and engagement of all gears is positive, partial shift will cause premature autobox failure.

If the vehicle is a Disco I or Range Rover Classic you may want to adjust the kickdown cable if you want to fine tune the shift pattern, the looser the cable the softer and earlier the shifts, the tighter the cable, the harder and later the shifts.

Torque Converter Depth Table

The box code is the last 3 digits of the second number down on the name plate on the left hand side of the autobox.

Box Code.....................Depth in mm

061.................................. 22

064....................................22

065....................................27

332....................................51

593....................................51

699....................................51

727....................................27

728....................................83

740....................................51

741....................................51

742....................................51

744....................................18

748....................................18

747....................................27

757....................................27

759....................................27

763....................................83

764....................................27

765....................................27

766....................................96

767....................................27

768....................................83

769....................................83

773....................................96

Please call if you have any other queries.

Technical Information / FAQ's » (Click to Expand Collapse)

 

A common problem with all ZF 4HP22/24 boxes is the failure of the oneway 'sprag' clutch. Once the cams in this one way sprag clutch 'flip' the unit will slip both ways resulting in the vehicle only pulling off with the shifter in position '1' not 'D' and driving OK when shifted up to position 2,3 and D until you stop then you need to pull it back to '1' to start off again. It is not feasible to change this unit in each rebuild as this one part is approx £ 400. By disassembling the 'sealed unit' we were able to examine the profile of the cams and understand how they work, from here the challenge was to find another cam from another type of autobox that would fit and had the correct profile to make the unit stronger by not allowing the cams to flip. After quite a lot of searching we found one, 're-cammed' some of these clutches and thoroughly tested them, we have not had one fail since. This is an example of how we are able to use our engineering background to understand a problem and cost effectively make the unit stronger without having to raise our prices.

We have also recently invested £ 20,000 in a test machine. This machine allows us to do 2 things. Firstly once the valve body has been rebuilt we are able to fit it to a plate on the test rig and run the valve body through its cycle with 45 deg pre-heated oil to simulate as close as we can get 'real world conditions' The hydraulic valve bodies are run through manually by winding a valve to simulate the governor increasing in speed and various pressure gauges are monitored to see that the valve body is applying the correct clutches at the correct pressures. When testing the electronic ZF valve bodies once the solenoids are all tested this cycling procedure can initially be run through manually to check all is well then the computer can run up to 100 full run cycles going from 1st, 2nd, 3rd, 4th and lock up down to 1st again to ensure no valve are sticking and the solenoids are not failing when hot and working hard.

We are also able to fit a test plate to the autobox in place of the valve body and apply heated oil at pressure to check we have no leakage or pressure drop on any of the clutch packs.

This machine has enabled us to improve the quality of our boxes by identifying any potential faults or problems before the box reaches the customer.

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