WJ's unite

2 WJs and LJ🙋🏻‍♂️

When I wanna do a rebuild I'm doing a full swap for a stoker 4.0. 00 WJ with 195k, and a KJ with 246k

@Michael l I live in Texas my Jeep don't go over 210f, 200f is the normal running temp for the 4.0 he must of had a cooling problem of some sort. Mine normally stays around 195

Michael l there’s a few years of 4.0 that had weak head castings. They likely had cracked head not head gaskets

I believe this. I've seen them in industrial applications where they've run for years on end outside! What a great little engine.

That's a really interesting story! That's a hell of an endurance test alright. Thanks for sharing.

OUTSTANDING...I HAVE ALWAYS LIKED THE 258...Glad to hear your Uncle was one developing this great engine...

@@MrCarnutbill67 FORDS BIG 6...2.9L IT WAS LIKE THE BEST USED 6 BANGER FOR INDUSTRIAL APPS...MANY NEVER REV PAST 3,000 RPM AND LIVE FOREVER...

@@bigsparky8888 300 cubic inch is close to 5.0L,the 2.9L your talking about is the 4cyl forklift version

I mean, technically it was a car engine first. But yeah, at least the head was designed for jeep.

@@Levibetz The sad thing AMC could have done all of this to the 232 or 258 in terms of fuel injection in the late 70s. The US auto industry was very late to the party in terms of fuel injection aside from a few fuelie Vettes.

@@mpetersen6 check out the Spirit AMX turbo concept they built as a pace car! It had bosch fuel injection on a 258 with a turbo that made around 400hp. Also, what became Bosch's d-jetronic was actually based on Bendix's efi developed in the 1950s and used in chryslers and I thiiink some nash models? Super rare, and a failure in it's day until bosch perfected it and it saw wide use on VWs, saabs, and others.

@@Levibetz I'm familiar with the Spirit pace car that was put together for IMSA events. At least I think it was IMSA. The only thing that will always hold the 4.0 or any other US built inline 6 as far as power output goes is the cylinder heads. Ford, Chevy, Chrysler and AMC all went with non cross flow heads. These engines were built as utilitarian power units. Entry level motors. If you wanted more power you got a V-8. And to be truthful most if not a lot of them of the V-8s were the US auto industry built back in hay day of the muscle car didnt put out that much power. Even the legends from that time are dogs compared to a lot of engines today in terms of hp per cubic inch. Even Pontiac's OHC six used a non-crossflow head. In fact the Vega 4 cylinder head looks a lot like the Pontiac. One reason that the manufacturers used a non-crossflow head was the intake manifold would be in the way of the distributor. Today with modern ignition systems that's not an issue. Remember these were the days when you were looking at a tune up at least once a year. The reason the intake and distributor would interfere is the dizzy is driven by a helical gear on the camshaft. On an inline you usually drive the dizzy from the center of the cam or between #1 and #2 cylinder. Plus the same gear drives the oil pump by a tang on the dizzy shaft that fits into a slot in the input shaft of the oil pump. One way to convert an inline six to OHC is to use the existing camshaft for your reduction and drive the SOHC or DOHCs from there. And it wasn't just the US manufactures that built inline sixes this way. Look at some of the European and Japanese inline sixes. Both OHV and OHC. The only OHV inline 4 or 6 cylinder engines I can think of that did have a crossflow head were the two built by Pontiac. The Trophy 4 and the Iron Puke. There might be others, and probably are, so there is no reason that others could not have.

@@mpetersen6 I would have loved to have seen a 258 or bigger straight 6 fuel injected AMC in a small 5 spd performance car and some Jeeps.

plenty of home builder do overcome development problems such as these

That dip is always a valve train instability issue. Usually correctable by using different springs. This is the reason I have EVERY one of my engine builds dynoed.

Underrated comment

Lame Shit compared to this!!!

Ls engines are ugly!

The reason people go with LS is because there's plenty of parts and they're cheap. This motor was probably very expensive to build and you heard the guy, lots of parts are special made. Cool, but not practical. I'd rather pull a junkyard 5.3 for 500$ and boost it and make more power than this easily.

Non LS build but at what cost?

Hentai!

Naw there are so many options to build one. My plans for mine is the poor man's 4.6 stroker. 4.2 crank, rockers, cam, pistons, and some other things. But it should make 200crank HP easy. They say if everything is solid it should make 242hp

@@geoffmetituk3604 meanwhile i get a tune and go from 200hp to 276hp. Gotta love turbos

Full bolt ons with edelbrock head and comp cam. Thatll get you somewhere

I turbo'd my Xj, best thing I ever did.

@@geoffmetituk3604 you’re gonna make way more than 200. My 05 with just an intake, exhaust and plugs makes like 200 you’ll at least be at 225 or 230

I'm in rock hill I want to go check out both shops and maybe get a tune there!!

@@anthonyjackson6385 please do it!

Just looked them up and its about am hour from me, cool to know its stuff like this within driving distance

For it's time, the 4.0 made incredible power. Almost 200 hp when most v8s only made about 250. My auto 4.0 ho. was faster to 60 mph than a NA 5 speed Stealth. It was dead even with a mk3 NA supra to 80 mph.

What was the best true number before detuning?

@@nickthompson9697 The talk at the time was 1 hp per CID. It's to bad they never designed cross flow head for it.

Cross flow head would have kept it relevant for another half century.

@@nickthompson9697 Theres three ways to get one. Cut and weld a set of SBC or SBF heads. Design, make cating patterns, cast and machine a special. Or design and 3D print an aluminum head that needs a lot less machining. The V-8 heads are probably the cheapest but you also have the problems of coolant passages and thermostat mounting

Says the guy with an f body as a profile pic

@@konnerkramer329 Maybe he's an LT guy lol?

@@c0c0asauce lol I guess you have a point

Ues same here. Seeing everything ls swapped is getting old. Yes I know its solid engime but still.

@@c0c0asauce lol how did you guess lol lol 🤣🤣🤣🤣🤣🤣

I agree, I am curious if you could keep it running at normal operating temps in a real application though. You’d probably have to do a lot to get a good cooling system figured out. Those 4.0’s run hot and I’ve seen a lot burn through head gaskets from running so hot. It would be awesome to stick it in an XJ and make a daily driver/rock crawler that has a lot of power to tackle any trail running 40’s-48’s you’d have plenty of torque to turn em no matter what you’re doing as long as you have drive train to hold up to it.

Hey thanks!

Hello sudamerican neighbor, im feom Argentina and so we do

Enzo - I saw a fair amount of those when I worked in Sao Paulo, along with Falcons. Great car culture there!

Yeah,, do a Holdener LS test,,run it till it throws a rod dyno run or spits out a bunch of things!!!!!!!!!!!??!!

That bottom end scares me. I think that'd be the first thing to go bang.

Anytime soon. This engine is only doing short bursts at max power on the dyno. Under load for any length of time on the road and at nearly 700hp the crank/ rods will break, blow a hole in a piston or two or six or split the block..

I've had several examples of the internet "reading my mind."

PowerNation is doing a 300 right now

You should look up the Ford 4.0 SOHC Intech, it's the predecessor to the "Barra" and it's insanely capable. They sound better than the Barra

@@harleyfelts668 thanks for the heads up. But I'm already subscribed

Yes my brother I've been a mechanic for a long long time I went to school after eat Smith high School in the Bronx and I've been doing it ever since and yes you can build the 4.9 six cylinder I had a friend that had one and he built it up to about 550 horsepower in about 496 foot-pounds of talk that is pretty good horsepower most likely more than what you need anywhere in the city but it's awesome to have it so your answer is yes I seen 4.9's built up it just takes a lot more money to build them up than the six-cylinder Cherokee it is a cheaper belt on the Cherokees 4.0 than the 4.9 you have to spend a lot more money on the 4.9 Ford belt 6 cylinder that is the big difference except if you have that kind of money extra to spend an overall I believe the 4.0 is more reliable than the 4.9 I hope this helped you my friend

Thanks!

They are the best

i think your power numbers are WAY off lol. NO way a 4.3L N/A would make 700lbft.

@@3rdGenGuy first off l saw it race I know its set up. AMC l6 were very stout engine. The engine specs are as follows 12.1pop up pistons,solid cam over 600 lift. 6pack Weber carbs. Modded stock 258 head. AMC went racing. Not some private guys. But AMC themselves. They had a l6 Gremlin running low 11s and a V8 running 7s. AMC backing. I think they mit know a little more than you or l. Those were the engine specs on there pro stock Gremlin X.258 package. I dnt think AMC would lie. They were very forth coming with there setup. They used the rods and valves from the AMC 390 engine in the 258. The rods were forged pieces. It wood carry the tires for a easy 10ft. That's torque. I've been blessed to have a gearhead dad that went to the winter nationals in Pomona every yr. Since the 70s till now.

@@Al-mx6ru did it have nitrous on it?

@@2011metalmaniac all those passes were N/A. AMC held the l6 NHRA title for like 20 some odd yrs.

@@Al-mx6ru something just doesnt add up. Were talking about an NA engine, running no boost, no gas, and no nitro on webbers making nearly 2.47 hp per ci. That would mean at 2.47hp per ci. A 426 hemi with a 12:1 compression would not make that (1050hp). The only engines in those times that i know of that would turn that kind of hp with no boost were F1 engines spinning at 14,000 rpm.

nothing left even remotely stock,the "previously but no longer" stock head would cost 5x what the best aftermarket aluminum head you could buy would cost.thats close to a 100 hours of labor at $200 an hour easily......the block is almost full of block fill and would die a quick death in anything but short dyno runs or drag strip runs

trillrif axegrindor I meant using stock parts , they are modified but stock parts nonetheless. You should try building your own stuff and stop paying $100 an hour on labor. Just because you use your credit card to have stuff built doesn’t mean we all do.

@@juanf4739 So when was the last time you ported heads and balanced a rotating assembly???

I followed this build and one other build for mine and am still in the works of doing more to mine but I turned it down cause it's nice and very controllable at 5psi ...it's still fun my trans and tcase just won't take much more than that ...but boyyyyy when I swap the trans and tcase my f9 inch axle in the rear is built for 800 + whp I will then turn it up to close to what this is ...luckily I live near to where Kieths shop is so wouldn't be hard to have him tune it once I go full send on it

:::nonchalantly pushes dyno throttle::: "what record?"

@Sofiane Ben I have to tip my hat to you Sir. Job well done. !!!!!!!!!

This is about the most braindead comment I've read in a month. You clearly dont know shit about mechanics

I was thinking the same thing... These engines are everywhere and less of a “fancy” setup and older design than a 2JZ... No VVT, 2 valves per cylinder, pushrod design... if Chrysler evolved the design of the Jeep 4.0 they could have had themselves a screamer.

Did you just compare the Jeep IL6 to a 2JZ? The only thing they have in common is their basic shape. Haha, a 2 valve push rod vs a dohc 4 valve. Yep, samesies.

You are totally correct. But i have to say that you are also partially wrong since people have been messing with the slant 6 chrysler for years. What people should be doing is figuring out a crossplane head design which for a i6 engine would entail making one into a overhead cam engine

How can u get 500 NA HP ??? From a I6

@@cumminsman4670 a million RPM

@@Future-Preps35 well it's one thing I've always learned yes to Creature Comforts have to stay so you build a bracket for it yes intercooled there's more of that great be creative you don't necessarily have to have the intercooler behind the grill you can always have it just under the hood even Up on the Roof her hell you just have the turbos hanging out above the hood or out of the fenders you can even hide the intercooler more toward the bottom of the engine compartment pick up air from blow the frame

Thanks!

It's not the displacement that would help, it's the fact that the whole block is made for the displacement. A 5.0 could easily make more power if it had an equivalent head.

The Ford 300-6 can make a lot of power but the real issue is the head. I saw one guy take 2 or 3, sorry can't remember, LS heads and put them together for the engine. There are ways of getting around the factory limitations if you don't let people convince you it can't be done.

The head is going to be the limiting factor. I think the 4.0l is probably the best head of all the old school inline 6s. Lump port chevys seem to do pretty well too though weirdly.

In Argentina we use the Ford 188 and the 221 cubic inches. They are famous to rev up to 9.000 RPM naturaly aspirated with a mild preparation and pump gas. I would love to see a Ford inline six naturaly aspirated the way it is modified in the US.

@@Falcon_Futura The shit that's done to old I6s in Argentina is incredible! I wish there was more information and or parts available to idiots like myself who only speak/read english. I'd love to get my hands on one of those DOHC 'cherokee' head setups that I believe exist for Turismo Carretera?

I'ma drop this comment since the guy I was arguing with ran away and I couldn't respond. About crossflow head and/or DOHC... You can't do this to this engine without a major redesign of the heads and block and all the internals. It would be cheaper and easier to build and design an engine from the ground up from scratch! Stop asking for this crap because it sounds dumb. It'll never happen unless you have very deep pockets and connections with resources to build. It's pointless might as well use something else instead. These motors as is are capable of over 1xxx hp, crossflow shit and DOHC ideas are not needed. Anyway I see this response a few times in the comments already.

Thanks!

Thank you, much appreciated.

Grunfield F that’s been done years ago lol

Have a look at Ford Australia’s online 6 motors in the thousands of HP now

KoreyByrne yea but the dohc technology made that possible, wouldnt happen with a single solid cam and 12” long pushrods....well not as cheap anyway lol. Got my Barra yesterday and plan on only 500whp max on stock FG with springs and OPGs

@@young11984 that’s easy power my Barra did 330rwkw easy

THAT WOULD HILARIOUS TO SEE THE LOOKS IT WOULD GET AND AWESOME

That was what struck me, as well. Right off idle it was almost all there.

Which makes it super driveable on the road but will cost some hp at the top.

Should’ve read your comment, I just made a similar one

No

There are such builds. One guy welds two LS heads together to make a 300 head.

Yes. Tons of aftermarket support for the old Fords

LMAO

Thanks very much! And thanks for watching

You do know people are makeing 1000hp on stock bottom end ls engines right?

They say as long as you don't stay at 5500 long they'll turn pretty high

stay away from 5300rpm for too long though. either go above it or stay under. it will shatter at 5300rpm due to harmonic vibrations if you hold it too long.

@@frigglebiscuit7484 he addressed that with the sfi balancer and arp studs,spacers,girdle mods anyway

Frigglebiscuit I’m sure it’s balanced to perfection since he has forged rods and pistons and the balancer absorbed any other unwanted harmonics in that rpm range