PC1P's TJ Hemi Swap Adventures - Part I
Foreword
This isn't meant to be a "how to" guide (at least not yet), but rather a place where I can centralize thoughts, references, resources and information related to my swap, plus be a place where I can add in real-world issues and solutions. In time, this may transition to a How To, but for now we can just consider it a reference page. I didn't want this information to be cluttered among the pages of my
build-thread, so I'm keeping it here for easier searching and reading.
Background
I love V8's. I love Jeeps. So naturally, I love-love V8 Jeeps
I also love EFI and have been a popular resource for those folks swapping in Magnum 5.2/5.9L engines into just about everything. Truth be told, I have a love-hate relationship with the 4.0L. While I commend it's simplicity, longevity and reliable EFI, for me it's a dated platform with the sexiness and excitement of a Protestant nun. Don't get me wrong - I'd take a 4.0L over a carb'd SBC any day of the week, regardless of the power differences. But, the times they are a changin'...
For me, a modern Gen III or IV V8 in a Jeep built to maintain reliability and low-end torque is a very driver and trail-friendly combination that is hard to beat. For swap candidates, that essentially leaves two options: the GM or Mopar offerings. Why no Ford consideration? Well generally speaking, there are three reasons why no one (not even Ford guys) swap Coyote motors into Jeeps. First, they're wide and hard to package. Second, the transmission options suck. And third, Ford has a nasty habit of changing things every 4 years or so, so who knows how long any particular platform will be around.
The GM options, ubiquitously referred to as the "LS engines" (even though the "LS" moniker is bastardized a bit) are by far the most popular. The LM-series 4.8L and 5.3L engines are cheap, can be found in junkyards everywhere, are reliable and offer good gas mileage, and can make some serious power with nothing more than a $1200 eBay turbo. Transmission options are plentiful as well, since all modern GM offerings will bolt up to any old SBC pattern transmission, including the TH350, TH400, 700R4 and all 4L60/80 options. The swaps are also well documented and you can buy stand-alone or vehicle-specific wiring all over the web.
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[My freshly cleaned 2012 5.7L "Eagle" Hemi]
The Mopar options, aka the "G3 Hemi", were once considered a novelty swap. It wasn't even remotely as well documented as the LS-swaps, there were plenty of unknowns, and like every Mopar in the history of pushrods, they cost 2-3x as much to buy and build. But, time has been kind to the G3's and with used engines coming down in price to be competitive with the GM options, their popularity is quickly climbing. So much so now that even Holley has pledged their full support for the platform (quite the change since they were one of the original card-carrying members of the LS-Club!)
So why did I pick the G3 Hemi? A few reasons really and I will outline some of the advantages and I go through the swap. The biggest reason however is emissions compliance. I live in the Phoenix Metro area and have to abide by all ADEQ requirements, which oddly enough are even more stringent than CARB (Cali) emissions requirements. The G3 Hemi + the correct factory parts are a relatively easy way to ensure full-emissions compliance with a "factory installed look" for the foreseeable future. With something like the LS, there is notably more work and headache, so it wasn't something I'd consider on a dual-use rig.
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[65RFE 6-speed automatic transmission as purchased; note the 2x4 configuration - don't worry, I'll fix that]
