ZF 4HP22 transmission

The 4HP22 is a four-speed automatic transmission from ZF Friedrichshafen AG for passenger cars with rear wheel drive or 4X4 layout. Introduced in 1980, it was produced through 2003, and has been used in a variety of cars from BMW, General Motors, Jaguar, Land Rover, Maserati, Peugeot, and Volvo.

Technical data

Gear ratios

Torque

The ZF 4HP22 can handle from 100 to 380 NM of input torque.

Applications

4HP22

• Austin
  • Austin Tempest
    • 1997–2002 4.0
• BMW
  • E30
    • 1984–1985 318i M10/B18
    • 1984–1985 323i M20/B23
    • 1983–1988 325e M20/B27:^[1] Type A
    • 1986–1992 325i M20/B25:^[1] Type A
    • 1987–1991 325ix M20/B25:^[1] Type A
  • E28
    • 1981–1987 518i M10/B18:^[2] Type B
    • 1981–1987 520i M20/B20:^[2] Type B
    • 1986–1988 524d M21/D24:^[2] Type B
    • 1983–1987 524td M21/D24:^[2] Type B
    • 1983–1988 525e M20/B27:^[2] Type A
    • 1981–1987 525i M30/B25:^[2] Type A
    • 1981–1987 528e M20/B27
    • 1981–1987 528i M30/B28:^[2] Type A
    • 1983–1984 533i M30/B32
    • 1984–1988 535i M30/B34:^[2] Type A
  • E24
    • 1983–1989 633CSi M30/B32
  • E23
    • 1983–1984 733i M30/B32
    • 1984–1987 735i M30/B34:^[3] Type A
    • 1984–1987 745i (South African version) M88/3:^[4] Type A
  • E34
    • 1988–1992 520i M20/B20, M50/B20:^[5] Type A
    • 1988–1992 524td M21/D24:^[5] Type B
    • 1988–1992 525i M20/B25, M50/B25:^[5] Type A
    • 1988–1992 530i M30/B30, M60/B30:^[5] Type A
    • 1988–1993 535i M30/B35:^[5] Type A
  • E32
    • 1986–1994 730i M30/B30:^[6] Type A
    • 1986–1992 735i M30/B35:^[6] Type A
    • 1986–1992 735iL M30/B35:^[6] Type A
• Chevrolet
  • Opala
    • 1988–1992 2.5 (151):^[7][8] Type A
    • 1988–1992 4.1 (250):^[7][8] Type A
• Jaguar
  • XJ40
    • 1987–1993 3.6
  • X300
    • 1994–1997 3.2
  • XJS

Jaguar xj6 1994-1997

• • • 1987–1997 3.6
• Land Rover
  • Defender
    • 1997 90 V8 4.0L North America Spec
    • 1998 90 V8 4.0L Defender 50th Special Edition
  • Discovery (Series I)
    • 1992–1999 V8 3.9L
  • Discovery (Series II)
    • 1999–2002 V8 4.0L
  • Range Rover
    • 1987–2002 (except 4.6)
• Lincoln
  • Continental
    • 1984–1985 2.4 litre (BMW-Steyr turbodiesel)
• Maserati
  • Biturbo
    • 1988–1997 2.5 V6
    • 1988–1997 2.8 V6
  • Quattroporte
    • 1994–1998 2.8 V6
• Peugeot
  • 505
    • 1986–1997 2.0 (XN,^[9][10][11]): Type A
    • 1986–1997 2.0 (ZEJ^[9][11]): Type A
    • 1986–1997 2.2 (N9T,^[11]): Type A
    • 1986–1997 2.2 (ZDJ^{[9][10][11][12]}): Type A
    • 1986–1997 2.5 (XD3^[10][13]): Type A
    • 1986–1997 2.8 (ZN3J^[11]): Type A
  • 604
    • 1987–1989 2.5
• Volvo
  • 740
    • pre–1985 GL, GLE 2.3 (non turbo) B230F:^[14] Type B
    • 1986–after GL, GLE 2.3 (non turbo) B230F:^[15] Type A
    • 1984–1986 2.4L TD (ZF 4HP22L)
  • 760
    • 1986–1991 2.3L
    • 1983–1986 GLE 2.4 Turbo Diesel D24T:^[16] Type B
  • 940
    • 1991–1995 2.3

4HP22EH

Rear-engine design rear-wheel drive configuration

• Land Rover
  • Discovery (Series II)
    • 1999–2004 TD5 Diesel

4HP22HL

Rear-engine design rear-wheel drive configuration

• Porsche
  • 1989–1993 Porsche 911 Carrera II 3.6
  • 1993–1998 Porsche 993 3.6

4HP22 failures

The 4HP22 transmission can be rendered undriveable when held on P or N setting and too high engine rotation speed is applied for too long, for instance during emissions testing. Examples of situations that could lead to transmission failure include warming up the catalytic converter on petrol engine-powered vehicle with too high RPM, or while measuring amount of smoke on diesel engine-powered vehicle and keeping the throttle full for too long time.^[17] The correct procedure would be to stop the engine for at least 90 seconds, do the test (without selecting again D or D, this means without re-pressurizing the gearbox) for no longer than a minute, and if the procedure must be repeated, stop again for at least 90 seconds and repeat. Another issue is the governor valve sticking, which can be caused by contamination. i.e. clutch plates or other parts disintegrating. The fine debris finds its way past the filter and tends to accumulate in the governor, causing it to stick. A temporary solution is to remove and clean the governor. The problem will often recur as debris from damaged parts continues to build up in the governor. If the problem continues after cleaning the governor then it may be necessary it replace the autobox. Usual symptoms are failing to go switch past 1st gear while the gearbox is still cold, and then failing to switch over again to 1st while at a stop. The governor is located at the end of the gearbox and usually it starts to work again after a cleanup.

See also

• List of ZF transmissions

References

• "ZF North America application chart (automatic)" (PDF). ZF Friedrichshafen AG. ZF-Group.com. Retrieved 11 February 2006.