People have only been talking about the power potential of the Jeep 4.0 for over 20 years. He proved it can be done even with a paltry aftermarket compared to LSland and with a crap ton of fabrication. My hat is off to him. He sells a turnkey stroker engine with 300hp for $6K.... so... If throwing 20lbs boost + methanol at it didn’t grenade it, the NA version will be solid. I will look him up to get an engine for the swap on my WJ. Way to go!!!!
@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
That HP dip is what typical home garage builders run up against then never figure out why that motor just doesn't feel right. Great tuning example here.
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.
That inline 6 has been my favorite since I was a kid. My dad had one from the time I was born till I was 17. Had 280k miles and still ran like new without leaks. Not to mention the excellent torque
I've got a custom turbo on a Datsun L28 which is also a reverse flow head. You have done a remarkable job of custom making components to overcome the limitations of this Jeep engine. And these videos are some of the best produced I've seen. Pure, direct, factual and educational.....all without a bunch of distracting screaming music....amazing! Thanks!
Supercool. What I dug the most was the flatness of the torque curve on the NA pull. Harmonic damper or beehive valvesprings (or both), whatever it was, it worked.
At 8.6:1 compression and the strength of the internals, I'd be happy at less than 20 pounds of boost and less than 650 hp. Lots of power that will last forever.
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..
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
I have always loved that motor! All straight sixes seem to be great. I didn't know that you can push this old technology that far beyond stock. Happy to see this.
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.
This 4.0 the Ford 4.9 and the Chevy V 4.3 are all torque monsters. Nothing surprised me but the numbers. That's massive! Long strokes make gas look like diesel (minus RPM)
Beautiful work, love seeing that AMC I-6 not just get to stretch it's legs, but fly faster than anyone could have ever imagined for a relatively unchanged design decades older than any other continuously used I-6 family.. In a weird way it shows the AMC I-6's have a lot more in common with pushrod American V8's than any european or asian I-6. That waterpump hack so you can strengthen bored walls; just brilliant! Newcomer are legends
Great Job! I have felt like for years this engine was capable of so much more, as many are. I always enjoy seeing someone do different things! We do Volvo 4 bangers.
My 88 Comanche Eliminator was a badass little truck. It lasted close to 25 years (September 1987 - MARCH 2011) and over 300,000 miles. Many trips to and from Florida to N.Y. Thanks for showing that an old work horse mil can put out high H.P.
My 4.0 jeep kept feeling like it was loading up on fuel, slight misfires, stumbling, ect. Finally I heard what sounded like an arc, I could hear it but couldn’t see any spark. Came across this video and tried it. 2nd plug I sprayed! Ceramic on the plug was cracked! Replaced and runs like a sewing machine again. Thanks for the video
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?
This is what American ingenuity looks like!! Fantastic. Granted there were a lot of development and custom fabrication but this shows what the old engine is capable of. This is how much HP & TQE the factory left on the table. This turbo I-6 made more HP & TQE than some of the LS engine swaps from other fabricators that goes into the late model Jeep JK Wranglers!!
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
I'm glad more and more people are coming around to build these. I always knew they had big power potential. I'm using Zack's stuff but the idea is the same.
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.
I knew these 4.0L Inline Six engines were awesome but I had no idea they were that capable. Now you're going to get me in trouble again. Might be time for the Holley system, header and head on my old 97 XJ.... :-)
I'm not a 'Jeep' person but that was real impressive. A modified stock head - wow. Pretty much always been told it wasn't possible as cast iron doesn't allow enough cooling for big HP numbers, NA or turbo/supercharged
@@brandonpanozzo86 True, but what was the reliability? Usually piston crown is running much hotter and disintegrates even when everything is set up 'perfectly'. I have very limited experience with methanol water injection, although know it does substantially reduce temperature
@@elonmust7470 I know iron block motors can make a ton of power, but, they usually have alloy heads. With iron head cooling is always a problem as cast iron doesn't conduct heat as well as aluminium. (the biggest issue is exhaust valve temperature not combustion chamber temp) Low boost and lower temperatures are fine but high boost is generally drag strip only (unless you have large 'Rocket Turbo Boost' fluid reservoir)
Well if you put it in a lifted one, hehe you'll have lots of different problems. If built for the street shouldn't be a problem. Most peoples Jeep shouldn't have 100hp in them with how hacked together they are.
This is something the jeep community has needed for a while bc you know that monster is making some serious torque down low from that flat torque line especially with a little boost
My friend has a ford f100 300 six with a turbo from a diesel and a 980 holley double pumper blow through, and holley spark management and 4" exhaust, real simple and on the cheap, but he's putting down 542 horsepower to the rear tires, it's quite fun on the weekends.
Don't get me wrong. I live EFI, CNC, ECMs, CCV and all that high tech stuff. But I really miss mechanical horsepower, hand ported, no computers, no injection, etc. Back when we were changing holly jets by .5 of a number because Bobby boy thought it was a bit thick in the air tonight, etc. That kinda stuff. Plus when Leroy has his red eye hellcat sitting there stealing all the whoas and wows then I walk by jump into my n/a 68 big block side piped 4 spd dual carb'd 800 hp vette. It's like Leroy who. Everyone seems to love the old days and old ways still.
People take notice, this guy takes his own money to do research and development and does not use the customer as a guinea pig. As most engine assemblers will do. My hat is off to him. Awesome craftsmanship also.
In Australia we have the Ford 4.0 Intech and it’s successor the Barra which is also a 4 litre straight six. The Barra particularly is popular for cheap power and reliability and used in old 4wds for going up sand dunes etc.
At 1000 hp the BBC pins flexed and kicked out the double spirolox in the Forgedtrue pistons We went to Chrysler top fuel pins in BRC pistons 3.750 + .010 to stay under the 210 cu in limit no problems with either the Nodular iron cranks or the Armasteel castings How much dependable HP you want to make with your AMC just depends on how brave you are (It could have been the Piston Pin boss design IDK) i like long rod strokers with tight quench which I find are more tolerant of timing and gas quality but I never built a short rod tight quench motor Put several hundred thousand miles on our 77 Pacer wagon On the street or rock crawling I like the extended tip plugs I ditched the AMC box and used a FORD AMC 360 999 trans with lock up and double wrap band transgo kit- bulletproof
@@njinthemj52 nah the real fear is a magnet can magnetize the part and then attract ferrous metal leading to failure. It's the same reason the bolt carrier is checked for magnetism on AR-15's etc. Edit: I just want to be clear though, touching a magnet to a part shouldn't magnetize it.
Australia 25 years ago I built a 265Hemi6 not totally stock but factory crank block and head small block rods and Hyperutectic chev custom pistons highly modified T04 blow through home made intake and exhaust plus power glide. 569kw at the crank! Today in Australia the Barra6 1000HP All day long
This engine is solid and I would love a stroker on my 2000 XJ. But, in reality I don't need 350+ HP to bury my 35s. My problem is usually drive shafts and axles. Now, my next project is a Exige with a K24A2 swap and in that one I could use 500+ HP for track use..
I'm just starting to tear down and build a 4.0 with an added turbo for my wj. Looks like I might have to add a few more pounds of boost after watching this.
Congratulations on your record breaking and thanks for the interesting videos. It would be interesting to see chart comparisons of a dual outlet header + twin spool turbo or of a dual outlet header + non-sequential twin turbos. Combined versus dual exhaust comparisons after the turbo(s) (with and without x-pipe) would also be interesting. I'm sure you're gaining a lot of insight into in-line six builds with these extreme projects -insights which will, hopefully, contribute to improvements for those who desire peak numbers at half the RPMs you are reaching (i.e. street performance). In considering all the work to increase the displacement of these Jeep engines, I confess that I've often considered swapping in a Ford 300 or Chevy 292. The Chevy 292 seems interesting since the intake and exhaust are on the same side of the engine as with the in-line Jeep engine. When will the turbo exhaust manifold appear on the Newcomer Racing on-line store -preferably with a dual outlet option? At least seeing a bare header flange there would be nice. Are the runners of the turbo manifold of equal length? I swapped a 4.0 head on my 258 block and have been really missing my long-tube headers. :( Edit... I just learned of dual volute versus twin scroll. "Cadillac’s Giant 4-Cylinder Engine Has A New Dual Volute Turbo" ru-vid.com/video/%D0%B2%D0%B8%D0%B4%D0%B5%D0%BE-HYzWoAJYFe4.html
