GM LS, LT, SBC, BBC and BOP on the engine side, to the Dodge 8HP70, 8HP75, 8HP90 and 8HP95 on the transmission side.

Both short-crank and long-crank engines are covered. Long-crank engines — LS long crank, SBC, BBC and BOP — have a crank snout 0.405″ longer where the flexplate mounts, so they take a shorter-nose crank pilot adapter to compensate. You pick your engine at checkout and the right one ships; there is nothing to work out yourself.

Universal: the adapter kit itself — bellhousing adapter, torque converter adapter, crank pilot adapter and all the hardware — with mounts, cooling, driveshaft hardware and shifter added as you need them.

BMW E9x, E8x, E6x: the complete package for those chassis, with the mounting, cooling and driveline parts specific to the car already in it.

If your car is not an E-chassis BMW, take the universal version and we will help you put the surrounding parts together.

No — that is GA7, and the split is purely about which side the starter is on, not about engine family. A right-hand starter goes to GA3 every time, including BOP engines that are right-hand from the factory or have been relocated. A left-hand starter goes to GA7.

Ram truck 8HP70 or 8HP75 is the easiest and usually cheapest path: large-bubble bellhousing, smooth-bore cooler ports, a factory 1350 output flange, and the best availability of anything on the list.

Durango and Jeep share that bellhousing but carry a CV output flange, so they need a 1350 flange to run a conventional shaft, and the external-cooler units have threaded ports.

Charger and Challenger add four complications: the starter needs the bellhousing cut for the OE unit (or run an unshrouded starter and skip it), the output flange is not 1350-compatible, the ports are threaded, and there is no left-hand bolt boss for the park-release cable bracket. The 8HP90 is a Charger/Challenger unit only — it was never fitted to a truck.

Rough used pricing: a 2013–17 Ram 8HP70 runs about $300–1,000; a 2019–24 Ram 8HP75 about $800–1,500; Durango, Jeep and Charger units about $600–1,200; an 8HP90 or 8HP95 about $2,000–5,000.

By the starter bubbles, never by the model number and never by the vehicle it came out of.

Large bubbles — big and outward-protruding — is the truck and SUV casting: Ram, Durango and Jeep 8HP70 and 8HP75. It has the left-hand bolt boss.

Small, compact bubbles is the Charger and Challenger casting: 8HP70 and 8HP90 — and the 8HP95. Different bolt pattern, threaded ports, no bolt boss at all.

Note what that means: the 8HP70 exists in both families. The displacement number does not tell you the casting. The bubbles do. And the 8HP95 is the one that catches people — a Ram TRX, Durango Hellcat or Jeep Trackhawk unit wearing the car casting.

Stock cores commonly handle 600–800 lb-ft. Built units with upgraded clutch packs and billet internals go past 1000 lb-ft, with proven seven- and eight-second quarter-mile passes behind them.

Factory torque ratings: 8HP70 516 lb-ft · 8HP75 551 · 8HP76 560 · 8HP90 664 · 8HP95 700 · 6HP28 516 · 6R80 590.

No. An OE shrouded or aftermarket unshrouded starter goes on as-is against the Dodge bellhousing. Charger and Challenger units need a minor modification — or run an unshrouded starter and skip it.

OE GM: 3-bolt 11-1/16″, 3-bolt 10-3/4″, or 6-bolt 11-1/2″. All three are covered.

Dodge 8HP converters use either a 34 mm or a 46 mm pilot, and the kit ships with both pilot adapters, so you are covered either way. You pick the short-crank or long-crank set at checkout to match your engine. No converter modification is needed.

Circle D HP and Pro-Series custom converters are available and require the 34 mm small pilot.

Stock torque converters can also be modified by shops such as Circle D, Florida Torque Converter, TCR of Las Vegas and Precision Hampton.

Ford 8.8 and similar 1350 U-joint shafts are directly compatible with the Ram RWD truck output flange. Adapting a Durango or Jeep CV flange to a 1350 shaft uses the OE Dodge flange, part 68417910AA — note that number, because the one printed in our old FAQ had a typo in it. Charger and Challenger output flanges are not 1350-compatible.

On the BMW chassis versions the OE two-piece E9x and E8x shafts fit with no modification, and the E6x needs a minor one. M3 two-piece shafts work as well. OE BMW flex-disc shafts mate to the 6HP and 8HP output flanges.

BMW E9x: our billet upper bracket with the OE bushings and the 6HP automatic lower bracket, or an adjustable LSE9x crossmember.

Universal: the universal upper bracket with a TH400-style bushing. Depending on the car you may need a custom crossmember — ask and we will tell you what people with your chassis have done.

The OE cooler is neither recommended nor compatible, which is why the kit includes the delete hardware rather than treating it as an upgrade. Run an AN cooler core with an inline thermostat instead — our suggestion for most builds is a 19-row core ahead of the radiator with a 165 °F thermostat.

The kit covers the transmission end: the cooler adapter, an 8AN PTFE line kit with fittings, reducers, and the block-off for the OE cooler.

By measuring the port, not by reading it off the transmission model. Six engines wear more than one port depending on the transmission behind them, so the model number genuinely cannot answer it.

The names are caliper readings on the port itself: 18.5 mm and 17 mm are bore seals — a plain round bore, O-ring sealing radially against the wall. 14 mm and 12 mm are face seals — a stepped port replicating the OEM formed hardline tip, with the O-ring squeezed axially against a machined face by the retaining bracket. You can tell the two families apart at a glance.

Not sure? Send a photo with a caliper on it. That takes us two minutes and saves you a return.

Complete. Billet CNC body, port O-rings, mounting hardware, ending in two ORB8 female ports. There is no bare version of this part.

What you choose is which ORB8-to-AN male fitting arrives pre-installed — 6AN, 8AN or 10AN — or leaving the ports open if you already run your own ORB8 fittings. Open ports are a legitimate choice, not a downgrade. The mount bolt is never something you pick; the right hardware ships either way.

We stock and sell CANTCU, Turbo Lamik and MaxxECU for the 8HP. Coverage by transmission generation:

• CANTCU — Gen 1, 2 and 3, with the correct BMW-based TCU calibration file. Dodge and other 8HP TCUs can be flashed to BMW software where compatible.
• Turbo Lamik — Gen 1 and 2 directly; a Gen 3 transmission needs a Gen 2 TCU substituted in place of the Gen 3 unit.
• MaxxECU — Gen 1 only.

Other 8HP controllers exist and some are good — we do not stock them, so they will never appear as an option here, but we are happy to talk one through. If you read a different generation list on our old FAQ, this one supersedes it.

The included shifter adapter is designed for the BMW F-Series electronic shifter. Two F-series shifters fit, both with the 10-pin front connector: 61319296896 (F2x, F3x, F8x) and 61319296904 (F0x, F1x).

Premium DCT-branded sequential short and long handle shifters are also available. Other F, G, Dodge or aftermarket shifters may work depending on your standalone TCU, but that needs a custom adapter — ask first rather than after.

The Universal cable bracket fits every Dodge variant — that is the safe answer if you want to stop reading here.

The Mini is slightly cheaper but depends on the left-hand bolt boss, which means it depends on the casting. Large-bubble Ram, Durango and Jeep units have the boss: on heat-exchanger units it is already tapped and the Mini mounts natively; on external-cooler units the boss is bare, so it is a drill-and-tap.

Charger, Challenger and the 8HP95 have no bolt boss at all — nothing to tap, no workaround. Universal is the only option there.

One required and one optional. Required: tunnel clearance — grinding the unused bolt bosses off the body and bellhousing. Optional: removing the left-hand starter bubble for header and exhaust routing, which most turbo builds do not need.