My logic for keeping it 318 Magnum is just less work overhead. Already having purchased a fully converted harness, bellhousing, ecm, and other parts. I just need a good magnum donor and mounts as well as a radiator solution.
Man, knowing that I’m getting maybe 10 on a good tank - you are in trouble Rick.
FWIW, I got rid a recently bored and prepped 5.9L Magnum block, 75% of the rebuild parts, already-prepped crank and rods, and a ton of new accessories (water pump, timing chain, aftermarket cam, ECM, headers, 2 spare harnesses, etc) for my Hemi. Having just built the 408 Magnum, I knew how much I would spend to get the power levels I wanted out of it. Then I still needed to build the trans (a 46RE) to work with it...
Even if the cost still comes out to be equal, I know I'll have a modern platform with lots of potential (if I ever want) plus have the opportunity to learn a new platform.
For sureAt the end of it, when I ran the numbers, my estimate was that I would spend almost 2x the money on the Magnum rebuild to get to what the Hemi was getting bone stock. I keep detailed spreadsheets so I will see if that math turns out to be true
Appreciate it brother. For me, in the TJ currently, I will not need more than the Magnum musters. Having 20gal or more tank is a good way to not have to stress too much on fuel.
I've had an LS...I don't care for the power delivery of the more recent GM engines. Feels like your gotta rev them to redline to get any power. I was leaning that way just because of cost and aftermarket support.Like @Wildman said, buying a full rig is often the best approach. If space allows, this is the best way to ensure you have everything you will need, while also having the opportunity to recoup some $$ in the long run. I did the same when I needed a 5.9L core for my RamCharger. I ended up buying a complete 1999 Ram, pulled the engine, trans, t-case, ECM and some other parts, then sold what was left. I ended up making $$ in the long run.
Now that said, with the popularity of Gen III swaps (Hemi and LS), there are many scrap yards and auto recyclers who will pull everything necessary for you (engine, trans, harness, TPIM, ECM, pedal, etc). You will pay more than you would if you bought a wreck/parts rig, but there is some convenience there.
I hear you there... I'm hardly a 4.0L fan. It's a reliable motor, but a tractor motor nonetheless. It took me about 5 months of constant searching to find all the parts I needed and I'm still getting some (some parts I needed other parts to confirm what I need first, exhaust manifolds for example).
For a guy in the planning stages of a swap, do you think it would be better to buy a whole truck, or just piece together what you need? Wheeling in the sand and mud, I need some horsepower... The 4.slow isn't the right engine. I can't get to it for at least a year, but I might start accumulating parts...
Both platforms are excellent. For me, the Hemi just makes the most sense since it's the most compatible with what is already in the Jeep (or at least what was available from the factory in certain years). The fact that I can keep it 100% emissions compliant with nothing more than a few locally sourced parts was the biggest advantage. With the Gen III Hemi swaps becoming increasingly popular, the aftermarket support is skyrocketing as well, which only makes it more appealing. Throw in the fact that a set of factory 2009+ Eagle heads will flow over 330 CFM is absolutely bonkers if I ever want to make this thing scream
You know the first time I drove an LS-based truck (5.3L/4L60E) I wasn't particularly impressed either. To be fair though,it was the same as with a 2007 Ram 1500 5.7L. From what I can gather, it's a combination of DBW (drive by wire) programming, transmission shift programming, torque converter stall speed, and generally the mild cam profile that favored efficiency at higher RPMs. I think the engineering and tuning teams at almost all the major MFGs struggled with how to take advantage of the new head flow and how to replicate the "feel" of electronic pedals.
I always chuckle when people say something like "what, are you building a race Jeep?" when someone suggests a V8 swap. A V8 swapped SWB Jeep like a YJ or TJ is an experience. I haven't been in a Hemi swapped TJ/YJ (I have been in a Hemi JKU and that was sweet), but I have been in a handful of V8 swapped ones (a mild SBC, an early 4.8L LS one, and a Magnum one - plus a few built AMC V8 CJ's) and will say that once you do, it's hard to go back to even a 4.0L rig.
If I were doing something like a motorhome, I would certainly be looking at a 6.0LS or 6.4 BTE (big truck engine) Hemi with any of the modern 8-speed transmissions (the 8HP90 is damn near perfect IMO).
My first LS was an 02 Avalanche. Underwhelming to say the least. You're right though. A tune really does wake them up. My colorado is tuned with the HF 3.6L engine. It made a huge different, but its still lacks for torque. the 8 speed transmission puts my RPM so low that it lugs all over (I'm sure this sounds familiar to the 42RLE guys). It really needs some gears, and I think it would be a pretty good powerplant.
I was curious so I Googled what the Transmode was, since I have very little experience with motorhomes (my mother had one for a short while and my friend has an older Winnie that I've helped with but that was all Dodge stuff). That sounds like an interesting setup from a packaging standpoint, but certainly limits options. I'd love to restore an old one - maybe once I get my shop
I was curious so I Googled what the Transmode was, since I have very little experience with motorhomes (my mother had one for a short while and my friend has an older Winnie that I've helped with but that was all Dodge stuff). That sounds like an interesting setup from a packaging standpoint, but certainly limits options. I'd love to restore an old one - maybe once I get my shop
GMC motorhomes or just motorhomes in general? Curious if you've worked on the GMC's before, cuz I'll pick your brain if you have!
Yeah, ours was finished out by Coachman. Its a 1978 and its in pretty good shape. Less than 100,000 Original miles. I went through the top end and cooling system last winter. This year, I'm working on the generator, and my wife wants to re-do the headliner...which is the worst of the interior. I have to rebuild the suspension (front and rear) for peace of mind, but it doesn't keep us from using it. I have a thread in the off-topic section here, if you'd like to read a bit more about it.I was curious so I Googled what the Transmode was, since I have very little experience with motorhomes (my mother had one for a short while and my friend has an older Winnie that I've helped with but that was all Dodge stuff). That sounds like an interesting setup from a packaging standpoint, but certainly limits options. I'd love to restore an old one - maybe once I get my shop
I hope to make it as stock looking as possible - I'll see if I can manage something. I put a hole in my cowl for the Aerostar filters - was wondering if I could take advantage of that and run a cowl intake. It's getting really crammed underhood
I run a cowl intake on mine as well. That stroked Hemi puts out a crazy amount of heat, and it was roasting my IAT’s.View attachment 228670
I ordered these - it's a set of the factory newer 6.4L SRT Jeep manifolds that are also sold under Mopar Performance Kit #77072462 - these are supposedly damn near perfect and will match my Eagle-headed D-shaped exhaust ports. These handle 707hp in factory form, so I suspect they'll be just fine for my 400hp NA motor.
I hope to make it as stock looking as possible - I'll see if I can manage something. I put a hole in my cowl for the Aerostar filters - was wondering if I could take advantage of that and run a cowl intake. It's getting really crammed underhood