looking at an 02, have some questions
Champion
Joined: Aug 2010
Posts: 2,697
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From: Cape Carteret NC
Nope.. 46re is the only one that will bolt up..
The LA is the old engine.. Magnum is the newer..
Spend some time on the second gen board, and you'll know all you need to know about the 5.9.. the one you're looking at is basically a second gen hiding out in a third gen body..
Mine is strong, but not hemi strong.. mine has more ***** from idle to 1500rpm than the hemi, but the hemi leaves it very quickly north of that.. they are damn reliable, though..
The LA is the old engine.. Magnum is the newer..
Spend some time on the second gen board, and you'll know all you need to know about the 5.9.. the one you're looking at is basically a second gen hiding out in a third gen body..
Mine is strong, but not hemi strong.. mine has more ***** from idle to 1500rpm than the hemi, but the hemi leaves it very quickly north of that.. they are damn reliable, though..
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Rookie
Joined: Jan 2012
Posts: 52
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From: upstate ny
ive been looking for posts on the 5.9, so ill try the 2nd gen area to find more. im guessing ill find more info that will answerthe difference between the LA and magnum engine, as i have no idea lol
Champion
Joined: Aug 2010
Posts: 2,697
Likes: 3
From: Cape Carteret NC
LA had mechanical fuel pump, driven by the cam.. they have different heads... The mags push oil through the push rods, where the LA had issues getting oil atop the heads through ports.. there are more differences, bit for the point of this discussion they aren't important..
The mags are old school, two valve per cylinder, built to last, and provide suitable torque.. they aren't fast or efficient, but they do last.. the tiny cam is the biggest drawback, along with the intake manifolds design.. once you address those, and put some decent heads (also weak, specifically in the valve seats), you'd have an engine comparable in power to a stock hemi..
The trans in the later model rigs don't seem to have the issues earlier ones do, but there are precautions that is take right off the bat.. check valve delete is the big one.. external filter, and an aux cooler (in addition to the OE external cooler) are dang near a must.. once you've done that, you've eliminated the biggest threats to the trans.. it takes all of an hour and $100 or so to do..
The torque converters are garbage, but you won't notice that much unless you build the engine a good bit above stock..
Anyway, one good thing about the mags that's hard to argue with: they are documented from top to bottom.. I've remarked a couple of times on the second gen board that if all threads were locked, there is enough info there to answer just about any question you could ever ask..
The mags are old school, two valve per cylinder, built to last, and provide suitable torque.. they aren't fast or efficient, but they do last.. the tiny cam is the biggest drawback, along with the intake manifolds design.. once you address those, and put some decent heads (also weak, specifically in the valve seats), you'd have an engine comparable in power to a stock hemi..
The trans in the later model rigs don't seem to have the issues earlier ones do, but there are precautions that is take right off the bat.. check valve delete is the big one.. external filter, and an aux cooler (in addition to the OE external cooler) are dang near a must.. once you've done that, you've eliminated the biggest threats to the trans.. it takes all of an hour and $100 or so to do..
The torque converters are garbage, but you won't notice that much unless you build the engine a good bit above stock..
Anyway, one good thing about the mags that's hard to argue with: they are documented from top to bottom.. I've remarked a couple of times on the second gen board that if all threads were locked, there is enough info there to answer just about any question you could ever ask..
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Rookie
Joined: Jan 2012
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From: upstate ny
ahh ok, thanks for the clarification. Ive been reading a little about the intake manifold problem, and to add an external filter and aux cooler for the trans as well. Now does everyone just add an aux cooler, or do they add a cooler with an electric fan?
Champion
Joined: Aug 2010
Posts: 2,697
Likes: 3
From: Cape Carteret NC
If its a big deal for you, I'll take some pics and post them, but in short:
The pseudo third gen (which is what I call our trucks) have a distinct advantage to the second gens in Joe the radiator are set. The a/c exchange over in front of the driver is a perfect place for the aux plate style cooler..
If you dump the clutch fan and go efan, you can free up some ponies and increase mileage a little, but if you tag in the condenser fan (oe electric) you've just added forced trans cooling for low speed cooling..
I've personally got no use for a/c, but its still functional.. by tagging in the efan controller like that, you can toggle the power to it by simply turning on the climate fan (not necessarily the a/c, just the fan)...
The only time I've seen the trans above 190 is while backing a heavy boat into a barn.. there is nowhere to turn, so its a long back up.. the efan keeps the engine temps down, which is good, but a glance at the trans temp gauge tells me its warming up too.. flip the switch? Watch it drop.. this is a very good thing.. on the highway neither the efan or the aux trans efan help, but you have speed and forced air over it to handle it, and with that much surface heat exchange, there should be no worries for it cooking..
If you like the truck enough to consider a trans rebuild, go with either a PATC viper trans, a doctor evil, or a build with key components in a thread titled 'Money's trans corner'.. its in the second gen faq section.. if you do that, there are zero concerns with these rigs..
Oh, and a.little off subject, but: if you find yourself having to rebuild the engine, stroke it.. the 4" crank pushes the dingy 360 up to 408, and is as simple as the crank, and mild machining on the block (grinding notches so the piston rods clear with the added angle).. THAT engine is what most 'in the know' believe to be the engine dodge should have made in the first place.. you have to tune for it, and increase fuel delivery.. that's about it.. there is no way a OE 46re will hold behind it, but a Dr. Evil or mega viper wouldn't have a problem.. that engine is 4" piston over 4" stroke, and is as close to the holy grail as you can come with engine geometry.. with the right heads, intake, exhaust, torque converter and gears (already discussed trans), that engine is a monster... Built right, it can hold its own against even the stronger performance built hemi's... As far as daily drivers go, anyway..
The pseudo third gen (which is what I call our trucks) have a distinct advantage to the second gens in Joe the radiator are set. The a/c exchange over in front of the driver is a perfect place for the aux plate style cooler..
If you dump the clutch fan and go efan, you can free up some ponies and increase mileage a little, but if you tag in the condenser fan (oe electric) you've just added forced trans cooling for low speed cooling..
I've personally got no use for a/c, but its still functional.. by tagging in the efan controller like that, you can toggle the power to it by simply turning on the climate fan (not necessarily the a/c, just the fan)...
The only time I've seen the trans above 190 is while backing a heavy boat into a barn.. there is nowhere to turn, so its a long back up.. the efan keeps the engine temps down, which is good, but a glance at the trans temp gauge tells me its warming up too.. flip the switch? Watch it drop.. this is a very good thing.. on the highway neither the efan or the aux trans efan help, but you have speed and forced air over it to handle it, and with that much surface heat exchange, there should be no worries for it cooking..
If you like the truck enough to consider a trans rebuild, go with either a PATC viper trans, a doctor evil, or a build with key components in a thread titled 'Money's trans corner'.. its in the second gen faq section.. if you do that, there are zero concerns with these rigs..
Oh, and a.little off subject, but: if you find yourself having to rebuild the engine, stroke it.. the 4" crank pushes the dingy 360 up to 408, and is as simple as the crank, and mild machining on the block (grinding notches so the piston rods clear with the added angle).. THAT engine is what most 'in the know' believe to be the engine dodge should have made in the first place.. you have to tune for it, and increase fuel delivery.. that's about it.. there is no way a OE 46re will hold behind it, but a Dr. Evil or mega viper wouldn't have a problem.. that engine is 4" piston over 4" stroke, and is as close to the holy grail as you can come with engine geometry.. with the right heads, intake, exhaust, torque converter and gears (already discussed trans), that engine is a monster... Built right, it can hold its own against even the stronger performance built hemi's... As far as daily drivers go, anyway..
Champion
Joined: Aug 2010
Posts: 2,697
Likes: 3
From: Cape Carteret NC
yessir, oh two and the few in oh three didn't seem to have the issues the earlier ones did.. the plenum pan gasket doesn't seem weak, and the transmissions don't seem to have the issue (with the exception of the electronics).. BUT.. it still has the check valve.. I'd HIGHLY rec you get that check ball out of that line.. all it takes is one glob of clutch surface to clog it, and your your trans will last a matter of minutes..