The Chevy 350 is a popular swap due to the abundance of adapters, information, etc. www.advanceadapters.com/ has all the stuff you need.

 

hey John go for the hemi. remember to to stay emission legal you have to have an engine from the same model year or high. my second choice would be the 4.7 v8

 

JFiorentino

I would go with the newest GM 4.8 or 5.3. Painless wiring has all the junk to keep the emissions working( Harness, computer ect)

 

I hope to start putting a Hemi in mine by mid to late august. not for the tight budget or the faint at heart. parts alone total right now is 7K. I will do all but the welding and exhaust myself. I figure about 8.5K when its wrapped up minus what I can get for my old drive train. If you are electrically inclined and want to use a hemi you can buy the 04 ram hemi and crimp and poke your own harness and save around 1.7K. I am not electrical so I am buying the harness and programmed computer. If you use the ram hemi figure in for a cherokee bellhousing and starter since the truck one wount work. I opted to buy the durango hemi but the durango computer doesnt work with the tj. heres my list if your curious. I am also going to set up for rear antilock so I didnt include that in the price above

04891427AB Detector, Natural Vacuum Leak 18.48
52059627AB** Bracket, Vapor Canister 39.4
52059640AC** Bracket, NVLD 4.6
06503343*******Screw - (2) Needed 1.08
04891564AB** Filter Leak Detection 4.28
52059628AA** Hose, Canister to NVLD 5.4
52059631AA** Hose, Flow Valve to Canister 15.36
52059633AB** Hose 2.2
52059585AC** Tube, control Valve 25.4
52059630AB** Canister, Vapor 49.36
05161335AD** Module, Kit Fuel Pump/Level Unit 137.6
55366299AA** Nut Lock 6.16
52059617AG** Tank, Fuel, Plastic 315.2
05013978AA Wiring 4way 20.08
05013982AA Wiring 4way 10.08
56042395 Ambient Air Sensor 30.8
4671336 Jeep Brake Switch 2004+ 19.2
53013605AB Left Exhaust Manifold 2005 Grand Cherokee 38.48
53013606AB Right Exhaust Manifold 2005 Grand Cherokee 39.36
52104013 cover for firewall clutch pass through 5.8
52109683AC Gas Pedal Grand Cherokee (used the durango pedal) 0
tax 55.1824
shipping 0
788.32
843.5024


exhaust (estimated) 500
weld motor mounts (estimated) 200
computer (with vin rogrammed) 450
harness 1300
teraflex radiator 353.46
teraflex motor mounts 260
teraflex tranny mount 42.46
teraflex pedal adapter 42.46
JD Shipping 41.3
motor and tranny 2900
motor and tranny shipping 500
abs sensor and dodge tone ring 68.16
d44 tone ring (laser cut) 100
abs module 150



7751.3424

 

Coming from someone who used to own an LT1 Camaro, I'd drop one into my TJ in a heartbeat. Very powerful engine, but above all, torque monsters. I had a convertible with some mods, and ended up crinkling the rear fenders from the car twisting on a hard launch. It doesn't really help your question, but if I had the option I'd choose an LT1 over anything else (unless a V10, of course)

 

The Chevy 350 is a popular swap due to the abundance of adapters, information, etc. www.advanceadapters.com/ has all the stuff you need.

Small block Chebbies are the most popular, but for Jeeps I personally think the Ford 302 is a little better choice. It is a fairly narrow engine that is easy to keep cool. The distributor is in the front which facilitates an easier fit in most engine bays. You can purchase all the stuff to set it up for 87-93 Mustang style injection pretty cheap which will give you good power and excellent reliability. Ford engines also enjoy a fairly large selection of aftermarket conversion support - advance adapters of course being the 800 lb. gorilla in that market.

Are you going to be concerned about emissions legality? That will be a big factor in what kind of engine swap you can or should do.

 

Bowtie SB's are probably the cheapest way to go, but HEMI's beat them in cool factor : )

 

........I'd like hear from people that have actually swapped in a V-8 engine.............

Lots of opinions, but still no answers from someone who has actually done it.

It's almost like a Harbor Freight winch thread!

(sorry, have nothing to offer you, either)

 

Shoehorn a used FE in there. Build your own brackets/adapters and such. My vote is for a 428. Talk about cheap, and wow factor!!!

If ya can't tell I',m a Ford fan.

Seriously, when mine is wore out in like 10-15 years (might be 20) I'm gonna work a 302 in there. Best thing to do today is probably a SB chevy though. 350/350 or 350/400. Just make sure the rest of the drive train is up to it.

 

I have seen 2 engine swaps done both to Chevy V-8's. Both engines were tuned port 350's. One came from a Suburban, the other a Z28 which were totalled in accidents.

As for gas..etc...I couldn't tell you. My brother in law owns one of these Jeeps, he only uses it for a trail rig, same for my buddy who also did the swap.

From driving the Jeep I can tell you the thing has an incredible amount of power. I have seen it stand up more than once with a blip of the throttle on the trails. It isn't something for the timid or inexperienced wheeler and definately not a DD.

As Jerry said the Chevy will be your best bet for the easiest swap.

 

Lots of opinions, but still no answers from someone who has actually done it.

It's almost like a Harbor Freight winch thread!

(sorry, have nothing to offer you, either)

I have performed many different engine swaps over the years, not all in Jeeps. Carb'd and TBI GM V8 and V6 as well as 5.0 Ford. The 5.0 is a great fit in smaller chassis vehicles. I ran one in my Bronco II back in 1990, it makes good power and is easy to keep cool. I used an F150 transmission and transfer case on that one and it fit reasonably well. The Jeep frame is too narrow to use full size Ford transfer cases, so retaining a Jeep case or perhaps an early Bronco Dana 20 would be necessary. I believe that it is smarter and easier to use a transmission that matches the engine instead of adapting to the Jeep trannies. For a Ford the AOD will fit in a TJ and there are several manual trans options depending on what your goals are. A good combo would be 87-93 Mustang style 5.0 and AOD adapted to the 231J case. I am not sure what the dimensions are on the F250 ZF five speeds, but I suspect they are close to the NV4500 and might be a solution.

A person could also stab an AMC V8 in front of the 4.0 bellhousing and inject it with a kit from Howell Injection. Not a very modern or efficient design, but it will get the job done and you can keep your original drivetrain in place (if it survives the V8.)
The new Hemi is sexy, but they are uber expensive and the electronics are suitably complex that it IS NOT a swap that the typical driveway mechanic is going to be able to pull off.
There is a reason why the aftermarket has tons of support for small block GM and Ford swaps, they are time tested to be the easiest/smartest option when it is all said and done.

 

I have performed many different engine swaps over the years, not all in Jeeps. Carb'd and TBI GM V8 and V6 as well as 5.0 Ford. The 5.0 is a great fit in smaller chassis vehicles. I ran one in my Bronco II back in 1990, it makes good power and is easy to keep cool. I used an F150 transmission and transfer case on that one and it fit reasonably well. The Jeep frame is too narrow to use full size Ford transfer cases, so retaining a Jeep case or perhaps an early Bronco Dana 20 would be necessary. I believe that it is smarter and easier to use a transmission that matches the engine instead of adapting to the Jeep trannies. For a Ford the AOD will fit in a TJ and there are several manual trans options depending on what your goals are. A good combo would be 87-93 Mustang style 5.0 and AOD adapted to the 231J case. I am not sure what the dimensions are on the F250 ZF five speeds, but I suspect they are close to the NV4500 and might be a solution.

A person could also stab an AMC V8 in front of the 4.0 bellhousing and inject it with a kit from Howell Injection. Not a very modern or efficient design, but it will get the job done and you can keep your original drivetrain in place (if it survives the V8.)
The new Hemi is sexy, but they are uber expensive and the electronics are suitably complex that it IS NOT a swap that the typical driveway mechanic is going to be able to pull off.
There is a reason why the aftermarket has tons of support for small block GM and Ford swaps, they are time tested to be the easiest/smartest option when it is all said and done.

I chose the Hemi because it is light, I can retain my stock appearance and guages, all of the parts are purchased, and it retains my emission requirements. I will be doing this in the driveway.

 

I think the GM Gen III engine would be the most desirable. 5.3, 5.7, whatever. All aluminum, it weighs about the same at the 4.0 6 cyl and responds very well to modifications. Or even better, a 6.0 LS2 engine. I would pick those over the sbc, LT1 or so called new "hemi" any day. Of course, I'm a little biased.

 

I haven't heard anyone recommend a Supercharger yet? Anyone with experience with Superchargers? The idea of dropping a Supercharger in and not having to lose my AC or other stock function has a certain appeal.

Are the guys upgrading to V8's keep their AC and other stock functionality? I'm split between a V8 or Supercharger. My Engine only has 20,000 miles on it, so it's barely broken in.

 

I haven't heard anyone recommend a Supercharger yet? Anyone with experience with Superchargers? The idea of dropping a Supercharger in and not having to lose my AC or other stock function has a certain appeal.

A supercharger would be a great idea, but it really depends on your goals. How much power do you want to make, and do you care how you make it? Some prefer to make power naturally aspirated, and others prefer to use a power adder.

 

Personally when I go small block I am going to go with a 5.0 HO as a base, it will probably be bored and stroked to a 347 with a good set of pistons forged rods and a scat crank a KB roots style supercharger just for the wow factor. Why would I go with ford? The 5.0 engine is TOUGH I have beat on them in Mustngs and all they do is keep on running between myself and friends we have had a few 13 second mustangs that had the original short block and 200K miles. The wiring on the ford is very straight forward two plugs on the back of the upper intake and a few ground wires and your engine will run. There are also plenty of Broncos and trucks that came with c6's and Aod's (which I will run with better clutches and internals) and a lot of them came with the NP205 a pretty stout Tcase. But if you are going to do this swap why not do it right and use an Atlas 2 or D300 with a 4:1. Now I am not sure on the newer LS series of motors used on chevrolets computer-wise but they are some really tough motors also and I believe you can use any transmission that came from a sbc, not sure on that though. I wont even consider going dodge when I do the swap, I am sure this will start a pissing match but I am too hard on my vehicles to run a dodge motor. The choices in the end are yours but for me from my past experiences and the amount of parts available I am going ford because of simplicity, power, and being able to take a beating.

Edit: if you go with a supercharger dont go with a centrifugal style stay with a roots style because the cetrifugal is meant to make power up top 2500+ RPM and the roots makes a butt load of down low torque and pours power on up the rpms.

 

Are the guys upgrading to V8's keep their AC and other stock functionality? I'm split between a V8 or Supercharger. My Engine only has 20,000 miles on it, so it's barely broken in.

I will also retain A/C and get rear abs in the bargain. (needs the ABS for the cruise to work) Oh yea, my cruise will work too.

 

I have no experience putting one in a TJ, however, i'd stay away from the LT1. Their Opti spark ignitions are notoriously bad about being messed up by moisture, and this is in street cars. I can't imagine putting one in an offroad vehicle due to that. Do a search on opti-spark in a 4th gen F-body forum and you'll get more hits that you could read in a week. Do another search on Opti-Crap and get another weeks worth of reading.

Were I to do a V8 swap, I'd go for an LS1 if the adapters exist to do so. with light mods (cam, intake, headers, etc, stock heads) my 98 made 380ft/lbs of torque peak, and made 310+ from 1800-6000 RPM. The motor was bullet proof as well. Not the cheapest way to go, but would be worth it.

 

If your vehicle has only 20,000 original miles you would be better off to sell it and buy a wrecked or high mileage TJ - the older the better. Swapping out the motor in your current jeep would almost be a waste of money. For example my brother just bought a 1997 TJ (4cyl, manual, full hard doors, 88,000 miles and no top at all) with a bent axle and bent wheel and 4 worn tires for 500 dollars. It would be a perfect candidate for what you want to do. You could keep your jeep and look for another one also.

Now For the motor I would suggest small block chevy and I have done this swap myself on a willys jeep. All the parts are avaliable, all the info you could ever need. Parts are extremely cheap and readily available. It is simple if you use a carb and manageable with fuel injection. The second option would be a 5.0 ford motor. Dont listen to anyone who tells you to use the hemi unless you want to spend a lot of money.

 

I chose the Hemi because it is light, I can retain my stock appearance and guages, all of the parts are purchased, and it retains my emission requirements. I will be doing this in the driveway.

I wish you well. After you are done, post back and discuss if it was worth the cost/time/headaches.

 

So would this fit in my 99 TJ http://cgi.ebay.com/ebaymotors/4-7-...0244180?pt=Motors_Car_Truck_Parts_Accessories&hash=item5d27d53ad4#ht_1575wt_902

 

It's a 4.0 with 258 internals. It's a direct swap.

 

V8 swap

I've got a 91 F250 with a 460 the body is getting tired and I'm looking at a 460 powered Jeep TJ How awesome would that be?

 

Would it have more power then the stock 4.0?

It should.

 

I've got a 91 F250 with a 460 the body is getting tired and I'm looking at a 460 powered Jeep TJ How awesome would that be?

It would certainly be heavy. A 200# lighter small block like a magnum v8 or a 5.0 sbf would be my first two choices.

 

Hi everyone, I apologize if I'm in the wrong spot. But I have a question. Will a 1988 yj 4.0 exactly fit into a 1998 tj wangler?

 

An 88 yj did not have a 4.0. It had a carb'd 4.2L or a tbi 2.5L.

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