The BMW N54, N55 and S55 to the Dodge 8HP70, 8HP75, 8HP90 and 8HP95. Available as the universal adapter kit and as the complete package for E9x, E8x and E6x.

Yes — it was designed that way from the start, not adapted to it later.

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.

Yes. The OE BMW starter needs its threaded starter hole drilled out to a through-hole with a 7/16″ bit, plus minor bellhousing clearance work. Both bolts then install from the engine bay side.

This applies to every one of our N54, N55 and S55 kits, so it is not something specific to this one.

The OE 6 or 8-bolt BMW 6HP automatic flexplate, on the OE N54, N55 or S55 crank. Nothing custom.

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. 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.

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.

You reuse the OE BMW 6HP 105 mm output flange. If you are running a 1350 shaft instead, the Ram RWD truck output flange takes it directly; a Durango or Jeep CV flange needs OE Dodge part 68417910AA.

A custom upper mount bracket, reusing the OE BMW 6HP automatic crossmember and mounts. For a manual or DCT car, use the E9x/E8x 6HP automatic crossmember bracket 2326778060.

All-wheel drive needs a custom lower bracket — talk to us before you order.

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.

Three items on this kit, and it is more than GA3 needs — do not assume they are the same:

• Tunnel clearance — grinding the unused bolt bosses.
• Right-hand starter bubble removal, for exhaust and downpipe clearance.
• Left-hand starter bubble removal, for additional bellhousing and tunnel clearance.