Whats the 4HP22 max power rating?
- Thread starter Viggen
- Start date
http://en.wikipedia.org/wiki/ZF_4HP22_transmission
This is a list of the cars that the transmission came in. The beefiest thing on that list seems to be the BMW 750 which was a 5 liter v-12 but I dont think it had tons of power. Might be a start at least.
Jason
This is a list of the cars that the transmission came in. The beefiest thing on that list seems to be the BMW 750 which was a 5 liter v-12 but I dont think it had tons of power. Might be a start at least.
Jason
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Viggen said:
The HP22 can hold as much as an R380, which is 380 Nm, or around 280 ft. lbs of torque. However, Ashcroft can install stronger internals from an HP24 to increase this rating. Cost $$$, but easier than a trans swap.
You thinking of the 4.8 conversion? I was thinking the same thing . . . will the stock trans hold up? It would be so much easier if one could just buy the Marks Adapters for the LR tranny and motor mounts . . . Not to expensive either for the whole deal. If I go this route, I think I may just bolt it on the HP22 and do a little experiment. It will be pretty darn close to strong enough, I think, with the 4.8 putting out around 285 or so ft. lbs.
David
So you have and idea. Land Rover used the 4HP22 up to the 4.2L, then they upgraded to the 4HP24 for the 4.6. The 4HP24 has a bigger torque converter and bell housing for the power increase.
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discopedro said:
There was a recent thread on swaps and Viggen suggested the GM 4.8 V8 as a good candidate for the Disco.
I dont have a garage so I spent the weekend at my parents house working on the handbrake (brand new shoes in there but the output seal is weeping so the shoes are soaked so I have that job ahead of me), installing the Rovertracks rear trailing arms (BEEFY links), pulling my sliders and stripping and repainting them along with sealing the underside of the truck and while I was waiting for all that to dry, I walked over to my dads truck and took some rough measurements and the Vortech 4.8 (what he has in it)/ 5.3 would fit nicely and with the Marks adapter it will bolt directly to the existing motor mounts and the motor to the 4HP22, it would make a great motor. The 5.3 is a little too much power for the drivetrain but the 4.8 is JUST right.
It would require a gear reduction starter (available anywhere) for clearance and a 153 tooth flywheel which is a little tricky but Jegs has one for the later motors with the single piece rear main seal like the newer Vortech motors use. Normally, the 153 tooth is for the early motors but there are some designed for early starters on late model motors so thats good. I have a 95 so there is an ECU that isnt completely intertwined with everything like on a DII. There are numerous aftermarket companies out there with stand alone setups that will hook up to the stock wiring harness or come with their own. There is even a setup by FAST that has a "learning" ECU that requires no programming to get running. You start the motor and then it adjusts to what the sensors are telling it. Once its done, you confirm and it remembers it and locks it in.
There was a 109 SW for sale a little while back with a 4.8 and 4L80E in it and it pulled, apparently, up to 22 mpg. I thought about the diesel and loved the idea of having it in there but the complete lack of power would SUCK. Im a right lane kind of guy right now with the 3.9 as it isnt strong enough to keep me rolling at 65 up the slightest grades without downshifting and a serious drop in speed. People behind me hate me as I am in no rush to get anywhere; mostly because I cant go any faster. :rofl: The 4.8 with 280-285 hp and 300 tq would be nice and with the added power, the motor wont have to work as hard to move the truck so it will actually pick up some economy. I spent about an hour weighing the gas vs. diesel option with my dad and we came to the conclusion that for half the price of the diesel conversion in parts alone, I would net a more drivable vehicle on a daily basis. The cost of a diesel swap would buy a LOT of gas (regular too!). Its not as simple a swap but I really cant think of too many drawbacks/ hurdles.
It would require a gear reduction starter (available anywhere) for clearance and a 153 tooth flywheel which is a little tricky but Jegs has one for the later motors with the single piece rear main seal like the newer Vortech motors use. Normally, the 153 tooth is for the early motors but there are some designed for early starters on late model motors so thats good. I have a 95 so there is an ECU that isnt completely intertwined with everything like on a DII. There are numerous aftermarket companies out there with stand alone setups that will hook up to the stock wiring harness or come with their own. There is even a setup by FAST that has a "learning" ECU that requires no programming to get running. You start the motor and then it adjusts to what the sensors are telling it. Once its done, you confirm and it remembers it and locks it in.
There was a 109 SW for sale a little while back with a 4.8 and 4L80E in it and it pulled, apparently, up to 22 mpg. I thought about the diesel and loved the idea of having it in there but the complete lack of power would SUCK. Im a right lane kind of guy right now with the 3.9 as it isnt strong enough to keep me rolling at 65 up the slightest grades without downshifting and a serious drop in speed. People behind me hate me as I am in no rush to get anywhere; mostly because I cant go any faster. :rofl: The 4.8 with 280-285 hp and 300 tq would be nice and with the added power, the motor wont have to work as hard to move the truck so it will actually pick up some economy. I spent about an hour weighing the gas vs. diesel option with my dad and we came to the conclusion that for half the price of the diesel conversion in parts alone, I would net a more drivable vehicle on a daily basis. The cost of a diesel swap would buy a LOT of gas (regular too!). Its not as simple a swap but I really cant think of too many drawbacks/ hurdles.
Not yet. I have a set of KAM 3.80s sitting and waiting to go it but havent gotten around to it.
Bad news, the Gen III motor will have to go into the truck with a GM transmission for now which will as Gen III motors only come with a much larger 163 tooth flywheel which wont fit inside the bellhousing of the HP22. Marks is apparently working on a kit for the new gen motors but its a ways off but for now, it has to be a Gen I motor that gets used and that means 305 Chevrolet would be the way to go. Put it on a diet and it would drop pounds pretty easily. A 350 is bigger and heavier and would EAT everything. A 305 makes about the same power/ torque as the newer Gen III 4.8.
Bad news, the Gen III motor will have to go into the truck with a GM transmission for now which will as Gen III motors only come with a much larger 163 tooth flywheel which wont fit inside the bellhousing of the HP22. Marks is apparently working on a kit for the new gen motors but its a ways off but for now, it has to be a Gen I motor that gets used and that means 305 Chevrolet would be the way to go. Put it on a diet and it would drop pounds pretty easily. A 350 is bigger and heavier and would EAT everything. A 305 makes about the same power/ torque as the newer Gen III 4.8.
crown14 said:
I know. I have the gears but they need to be installed. I enjoy the planning for a swap. The swap will happen as I do want more power/ torque in the truck but want to do it without having to worry about the typical Rover motor issues. My 3.9 has 150k on it so starting to plan is not necessarily a bad thing...
Why don't use a Land Rover 4.6L motor?
The HP/torque difference is not that high. GEMS 4.6L has 225 hp and 280 ft?lbf
You can use the 4.0L ECU from the DI (upgradable to the 4.6L via diagnostic tool), wiring loom, same tranny and don't need to worry about mating it with the new engine.
From the top of my head, there are a few things you need to swap from the 4.0L... the fuel rail and front cover. The rest is pretty much plug and play. Do your research, as I don't remember my conversation with the mechanic that did engine swap.
The HP/torque difference is not that high. GEMS 4.6L has 225 hp and 280 ft?lbf
You can use the 4.0L ECU from the DI (upgradable to the 4.6L via diagnostic tool), wiring loom, same tranny and don't need to worry about mating it with the new engine.
From the top of my head, there are a few things you need to swap from the 4.0L... the fuel rail and front cover. The rest is pretty much plug and play. Do your research, as I don't remember my conversation with the mechanic that did engine swap.
These guys are selling a few of them...
http://www.landroversonly.com/forums/f16/moving-warehouse-sale-engines-transmissions-44383/
http://www.landroversonly.com/forums/f16/moving-warehouse-sale-engines-transmissions-44383/
Can the 4.6 be swapped to run a distributor like whats on my 3.9? Will the front covers swap over? I thought that the 4.6 was a different motor than the early stuff. I started thinking about a 4.6 as the easy solution to the problem. Doesnt the 4.6 require a bigger converter than the HP22 will house?
AB had or has a 4.6 block ready for the CUX system IIRC.
you will have to either have Ashcroft build you a 4hp24 or get a P38 4hp24 from a GEMS truck and swap the hp22 tail housing to mate to the lt230, you will also have to deal with the ECM for the 4HP24.
I do not know of a non electronic 4HP24 (other than ashcroft if he build$$s one).
do a 4.2 swap for simplicity. I am sure a 4.2 with a cam is more than enough. PT would know more than I about the 4.2.
you will have to either have Ashcroft build you a 4hp24 or get a P38 4hp24 from a GEMS truck and swap the hp22 tail housing to mate to the lt230, you will also have to deal with the ECM for the 4HP24.
I do not know of a non electronic 4HP24 (other than ashcroft if he build$$s one).
do a 4.2 swap for simplicity. I am sure a 4.2 with a cam is more than enough. PT would know more than I about the 4.2.
