![]() My wife's 2001 was dumping coolants into the oil at 75K and needed to be replaced. ![]() ![]() The oil pump on mine just failed at 135K miles. I didn't say anyone recommended a stroker, I said to get 40 more HP from a 4.0L you would need to do something pretty major like a stroker.Īs far as reliability the 4.0L's haven't been good to me. Throw 3 more people in there and enough gear for camping for a week and your looking at just south of 3 tons! I've always felt the 4.0L was too weak for the XJ if you tow much of anything or load it up with a lot of weight, so a V8 is just what it needs IMHO. I scaled it a few months ago and it came in at 4930 lbs with no spare tire and essentially unloaded. My Jeep, like me, has put on weight over the years though. With a 4:1 low range and 4.88 gears you don't need tons of HP or torque to get a Jeep moving off road. With the Magnums the motors were much upgraded and even though there is plenty more potential they are good motors out of the box.įor my needs as stated in an earlier post I break plenty of stuff with the 6, so why do I want a V8? The fact is that even a 4 cyl has enough power off road. It has as much potential as any other V8 out there. Up until the Magnum the 318 was the "low line" engine and therefore mostly ran 2V carbs. An all aluminum LS may be somewhat lighter but for an Iron block and heads their hard to beat. And for that it's about 60lbs less than the 4.0L and physically smaller than any modern V8. As for the 5.0L specifically making a drivable 300HP from one is a breeze. No modern US V8 is lameass, sorry I just don't agree. I'd like to go to a V8 if possible so I'd like to steer clear of the stroker but it would be the simplest option. My last resort would be a Golen 4.6L stroker. If I had or could get a complete LS for cheap I'd consider it but there are far more costs involved with the LS swaps. I know lots of guys have done the LS swaps but I'm not too interested in that because of the price of admission. The FI I have for the 5.0L is from a '90 further complicating the emissions situation. Also, emissions would be a problem as it is not a Chryco product. The problem is, no one make an adapter to mate a Jeep T-case to the AOD. Not to mention that I have several 5.0L's laying around, one of which is freshly rebuilt. The make tremendous power for their physical size and are extremely reliable. They are small, light, and nearly as cheap to build as a SBC. If I could do any swap I wanted I'd run a 5.0L Ford V8 in there. the motors won't fit, the trans is too big, or some other situation I'm not seeing. I'm more concerned about if there is a real reason no one does these swaps, i.e. V8's from any of the big 3 enjoy immense aftermarket support where the 4.0L enjoys some but not to the extent of the V8's and not at the low prices. ![]() Is a 5.2L swap as attractive as it appears to me? I really don't want to get into a discussion about the $$ to HP reward of such a swap because increasing the HP of any V8 is a much simpler proposition than on any I6. Also, keeping the 241OR t-case that I paid a kings ransom for is high on my list and running a Jeep trans would make keeping it a reality. So running a Chryco computer from some '98 would keep me from having to jump through hoops. They no longer do tail pipe testing and only plug into the OBD2 port. Putting a Chryco motor in my Jeep would really help out in the emissions department as I still need to do that here in WI. It seems like such a natural fit as they came in the Grands. My main question is, has anyone either done or considered doing a 5.2L (318 Magnum) swap into the Cherokee. At this point it's time to consider which motor is going to replace the original. When I finally shut it down it was making quite a bit of noise. I was pissed so I drove the POS to the off ramp and to the nearest gas station. The other day while I was on the freeway the drive on the oil pump broke and I lost oil pressure. ![]() The 4.0L in my '98 appears to have seen better days. ![]()
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