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ZF 8HP-70 eight speed auto transmissions

Yeah, 1990 was 36 years ago. Technology has moved on
Edit: also, points ignition fricken sucks. I hated having to regap the points all the time, and condensers were almost every 6 months. Would not do again
 
amerbritcan said:
Yeah, 1990 was 36 years ago. Technology has moved on
Edit: also, points ignition fricken sucks. I hated having to regap the points all the time, and condensers were almost every 6 months. Would not do again
Click to expand...

I haven’t thought about my ignition system since I megasquirted my car reusing the 37 year old coil! Lol

And If I want to change my timing I do it from the drivers seat. No springs and weights involved
 
HiSPL said:
I haven’t thought about my ignition system since I megasquirted my car reusing the 37 year old coil! Lol

And If I want to change my timing I do it from the drivers seat. No springs and weights involved
Click to expand...
THATS BECAUSE U DONT GOOD ENOUGH ON CARS TO TUNE WIFTH SCREWDRIVER AND HAMNER LIKE WE DID IN OLD SCHOOL NO NEWFANGLED CONPUTERS IN MY CAR
 
283SD said:
This was in 1990!
Click to expand...

I mean that might have been great in 1990... for something you didn't drive around anywhere but the dragstrip... but that's not relevant to this thread. if glides were so shit hot, they'd be used in road racing but curiously they're not.
 
linuxman51 said:
I mean that might have been great in 1990... for something you didn't drive around anywhere but the dragstrip... but that's not relevant to this thread. if glides were so shit hot, they'd be used in road racing but curiously they're not.
Click to expand...
I was wonderin' why F1 cars don't use a glide... They wouldn't have to waste all that time shiftin'.
 
Last edited:
Jim Hall did good with one.
I know there are newer designs out there today.
All's I'm saying is what has worked for me.
The V8 Wagon now has 350,000 miles on it since I built it, the "Glide" cane out of a '66 Chevy Belair.
There is now 500 000 miles on it.
And YES I drive the snot out of it.
 
283SD said:
Jim Hall did good with one.
I know there are newer designs out there today.
All's I'm saying is what has worked for me.
The V8 Wagon now has 350,000 miles on it since I built it, the "Glide" cane out of a '66 Chevy Belair.
There is now 500 000 miles on it.
And YES I drive the snot out of it.
Click to expand...
And that is all that matters. If you are happy with it, that's great.
 
283SD said:
Jim Hall did good with one.
I know there are newer designs out there today.
All's I'm saying is what has worked for me.
The V8 Wagon now has 350,000 miles on it since I built it, the "Glide" cane out of a '66 Chevy Belair.
There is now 500 000 miles on it.
And YES I drive the snot out of it.
Click to expand...
Incorrect again.
It was a straight cut dog gear 2-speed for a hot minute, then a 3 speed. And clutch cars spanked it on the starts. Yes, it used a gm-style converter. That is the only similarity with a powerglide.
www.hotrod.com

The Chaparral 2E Was A Guiding Light in Race Car Aerodynamics

The Chaparral 2E paved the way for aerodynamics in motorsports with active aero in the ‘60s.
www.hotrod.com www.hotrod.com
 
283SD said:
So had 3 gears sorta, not 8.
Click to expand...
I'm too old for these bench racing threads, but here's my $0.02

If you think about it from an engineering viewpoint (mine), the 8 speed actually has 6 forward gear ratios with speed reduction / torque multiplication until direct 1:1 drive is reached. When the motivation (internal combustion engine in our case) achieves peak torque..... that is what moves the mass. HP is really just a calculation.

So when the peak torque location in the power band is achieved, the 5 gear changes are precisely made equally +/- that torque peak location. A significantly smaller RPM drop is experienced at the upshift, and the torque multiplication is passed to the next gear just slightly past the peak torque. This digital torque multiplier doesn't lose power when it upshifts, rather it optimizes the losses and keeps torque at it's peak level.

I once drove our old TOYO plant manager's mega luxury sedan that he claimed had a large engine with a 10 speed gearbox. I hammered that thing (company business) and was astounded at the acceleration of that beast! It was as close to "continuous drive" as I have had the pleasure to experience with an ICE. I barely saw a ripple in the tach as that thing put me back in the seat!

In my mind, the only conventional motivation that could out accelerate an 8 or 10 speed torque multiplier, would be an EV. After all, DC motors have 100% torque at zero speed. No internal combustion engine & torque multiplier can touch that.

Here is what WIKI says about the 8HP:

en.wikipedia.org

ZF 8HP transmission - Wikipedia

en.wikipedia.org en.wikipedia.org
 
An important and MAJOR point is overlooked (besides the fact that blindly repeating myths is stupid, as is an inability to see the other side of a discussion):
The other available transaxles were problematic, Jim Hall had an outrageously important connection with GM R+D, and they knew that despite the disability of fewer ratios and the parasitic loss of a converter, the overall light weight (ground-breaking multi-tub design, specially made by gm aluminum block, etc) and the downforce that nobody else had would help them win races.
The converter parasitic loss was also used as a crutch to limit tire spin on the very poor tires. As tires got better, they added gears.
But you have to be open minded and willing to read to learn that.
 
Currently swapping my b21/m47 for a 6.0LS/8HP70. I also have a 2016 M235i Xdrive with an 8hp, car makes 570awhp/430ftlbs, high 10s in the quarter, weighing 3700 pounds. It’s also a stock 8hp45, which is the weakest of the bunch, and has 100k miles on it, and the engine. Rode hard, but never put away wet. I’d love to see a 100k mile 4L80 handle a 200hp increase from stock, boost braking, hard launching, and back to back to back runs, road course days, all day drag events, and still give amazing drivability. They’d not last. It’s quite possibly the best automatic trans out there, period. Service is easy, they take nicely to a tune, and will outlast a TH400, 600r4, 4L80, or any other popular auto trans like the 10R/6R80.

They’re heard way better as well, only needing a 3.15 final drive. RPM on the highway is 1700 at 65, which a lot of people would benefit from. Less noise, better cruising rpm, and that’s better for the overall engine health. My BMW gets almost 30mpg, making 570hp

there are electronic clutch kits for them too. Mostly for drifters, but it’s available. Nearly everything you would see in an old auto, is available in the 8hp. The build kits available make them absolutely indestructible. I’m using a stock 8hp70 behind the LS, and that trans is going to last for years. The LS isn’t some basic bitch either. Forged 6.0, with nitrous, cam and ported heads. Controlling the 8HP is easy, it just costs money.

What’s the cost of a built TH400, vs a built 8hp? Not much. The 8hp is about a grand more to build, shop for shop, but is a far superior gearbox that will hold.



New to Volvo, but not to going fast and what WORKS.
 
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