Another consideration is production volume. This is what I heard from a person who went through a factory training:ArmyRover said:The blocks seem to hold up better with less dropped liner issues. Some trains of thought go with the molds for the block castings were worn out and allowed sloppier tolerances in the end of production blocks like the 03-04.
Viggen said:Well, there are a few P38 (95-98) 4.6 complete motors, tested and run with less than 90k miles on them available for a pretty good price. Am I absolutely required to run the HP24 on the back of the 4.6 though? I really dont want to screw with wiring or have to get the special stand alone controller from Ashcrofts to run the damn thing. If the bellhousings are the same and the flexplates are the same, the 3.9 converter could work unless the bellhousings are interchangable and I could run a larger 4.6 converter on the HP22 (one running on the upgraded internals for strength).
p m said:The temp consideration I got from Paul Schram and a local indy shop - both say there are fewer issues with dropped liners and blown head gaskets with P38s than with D2s. It could be attributed to slightly higher level of maintenance P38s used to get, though.
http://www.freddiestransmissions.com/aliastel said:Do you have contact info for them?
Viggen said:Well, there are a few P38 (95-98) 4.6 complete motors, tested and run with less than 90k miles on them available for a pretty good price. Am I absolutely required to run the HP24 on the back of the 4.6 though? I really dont want to screw with wiring or have to get the special stand alone controller from Ashcrofts to run the damn thing. If the bellhousings are the same and the flexplates are the same, the 3.9 converter could work unless the bellhousings are interchangable and I could run a larger 4.6 converter on the HP22 (one running on the upgraded internals for strength).
You can get a diesel for $2.5k, plus another $1k in misc parts. That is, if you are doing the work.p m said:... and you think it'll cost you how much?
You can't. The HP24 are controlled by an ECU.Viggen said:Am I absolutely required to run the HP24 on the back of the 4.6 though?
x2aliastel said:If it were me, I would just get an HP22 upgraded to 24 internals. By the time you get a rebuilt 24 and go through all the trouble of getting it to work in your truck, you could do the Ashcroft, or even convert to a GM 4L80E and 4.8 with Marks Adapters, which is what I may do.
For the Rover realm, it is more of a question of longevity than survival. Sure it may hang behind that piss-poor V12 and outlast the warranty period.I know this is an ancient thread but I just want to add a note here: the 1988-1992 E32 M70 V12 BMW (aka: 750i/750iL) made 300hp stock and used the HP22. Also, Dinan Engineering made a twin-turbo version that made >400hp and ~500lb-ft. This turbo car was warrantied to 50K miles.
The tranny can be made to survive. I recommend controlling the lockup.
Hey, hey, hey! That is a fabulous and radically under-appreciated engine I put >300k miles on that 750iL (with 4HP24) and the engine didn't quit; the tranny did.Sure it may hang behind that piss-poor V12 and outlast the warranty period.
Read again, 370kmi. The truck's at 387kmi now.huh, maybe that hp24 part made a bigger diff than I thought it did.
370k klicks isn't bad though ~230K miles. I mean, it should last longer than the engine but still...not a complete writeoff.
This is why you need an R380