I'm listening in to a conversation about swapping an engine into a YJ Jeep. I can't get in (tried a few times) so I figured I'd run over here and post my comments. I heard the conversation may continue tonight, so I'll be listening in.
I have an '86 CJ7 that I put a '96 TBI 4.3L V-6 and 700R4 automatic from an AstroVan in and I feel this combo is THE best for a swap, especially for California. I bought the mated pair for $600 pulled up in Modesto back in '06. That's probably pretty cheap since it was my buddy pulling a favor from another buddy, but use it as a reference when considering a V-8.
1) If you want to put a tag on it and drive around legally instead of turning it into a trailer queen, you have way too many rules to consider. The engine MUST be newer than the engine it's replacing and must have all it's emissions equipment moved over with it. That rules out carbureted roll-your-own builds or some older engine you may run across which may appear to be a better choice. This law snubs just about other consideration you may make while pondering engine swap hosts.
2) The other thing is that trucks must use truck engines and cars must use car engines. This makes no logical sense, but it's California Air Resourses Board, not logical people. Now, I know you can slip this under the radar during inspections, but if you run into an inspector and wants to be a dick by cross-reference the VIN and shut you down, the entire effort would be in vain. A Jeep is a truck and a Van is a truck, so no issues there. The van is a great source for TBI V-6's with the 700R4. The S-10's are obvious, but these are usually very high mileage and I haven't found one that wasn't beaten to death.
3) Considering the above, the V-8 would either be a dog TBI V-8 or the more picked through LT1/LS1 units. These easily have a starting cost of around $1K, are more complicated than the little V6, and there's still a transmission to go out and find. No problem with these engines at all (skip the TBI V8 though) but there's just that cost and complication that made me pass it up. The TBI is so simple that it's no different than a carburated drop-in besides finding a place for the computer and new fuel plumbing for the electric fuel pump's return line. It's also a common engine to find parts for. V-8 with the back pair chopped off. The Lt1's are their own castings and models, so you use LT1 parts. No matter what you chose, make sure you get the engine harness and computer. If you don't grab it, the alternative is just...hair pulling. It beats having a carburetor though. No matter what angle you're pulling, fuel is never being starved unlike carbs that can empty their bowls half way up a rock pile. Nothing more exciting than a roll-back!
4) Back up plan: have an out of state friend. Register it out of state, have the friend forward you any DMV mailings that come through, and screw all these California rules. Drop a V-8 from anything, put the tags on, and have fun. When I blow this one up, I'm going to be wearing Kansas or Oklahoma tags.
The little V-6 handles 35's fine with my gearing. I put an Edelbrock intake and snuck a Comp Cam's cam in (don't tell anyone) and the thing just came to life! The weak point with the 4.3L is the cam....it's just a bag of ass. The other drawback could be that some, not all, have balance shafts in them. Mine has one and it still shakes, don't care. These start at '94, but it's not a guarantee that, say, a '96 out of a van will have one.
With the Dana 300 twin-stick and some steeper gearing in the Dana44's, I just haven't regretted going this route vs an LT1. I've been to many great offroading spots in the US and it's always been my choices that I've kicked myself for, never the lack of power. If you want to know about my inspection journey, just ask. I'll be listening in!
Food for thought:
http://www.novak-adapt.com/index.htm
http://www.advanceadapters.com/categories/adapters/60/
http://howellefi.com/gm-vortec-products/1996-01-vortec-products/wiring-harnesses-en-2-3-4-5.html
4.3L infobase
Chumly
KK6MLG
I have an '86 CJ7 that I put a '96 TBI 4.3L V-6 and 700R4 automatic from an AstroVan in and I feel this combo is THE best for a swap, especially for California. I bought the mated pair for $600 pulled up in Modesto back in '06. That's probably pretty cheap since it was my buddy pulling a favor from another buddy, but use it as a reference when considering a V-8.
1) If you want to put a tag on it and drive around legally instead of turning it into a trailer queen, you have way too many rules to consider. The engine MUST be newer than the engine it's replacing and must have all it's emissions equipment moved over with it. That rules out carbureted roll-your-own builds or some older engine you may run across which may appear to be a better choice. This law snubs just about other consideration you may make while pondering engine swap hosts.
2) The other thing is that trucks must use truck engines and cars must use car engines. This makes no logical sense, but it's California Air Resourses Board, not logical people. Now, I know you can slip this under the radar during inspections, but if you run into an inspector and wants to be a dick by cross-reference the VIN and shut you down, the entire effort would be in vain. A Jeep is a truck and a Van is a truck, so no issues there. The van is a great source for TBI V-6's with the 700R4. The S-10's are obvious, but these are usually very high mileage and I haven't found one that wasn't beaten to death.
3) Considering the above, the V-8 would either be a dog TBI V-8 or the more picked through LT1/LS1 units. These easily have a starting cost of around $1K, are more complicated than the little V6, and there's still a transmission to go out and find. No problem with these engines at all (skip the TBI V8 though) but there's just that cost and complication that made me pass it up. The TBI is so simple that it's no different than a carburated drop-in besides finding a place for the computer and new fuel plumbing for the electric fuel pump's return line. It's also a common engine to find parts for. V-8 with the back pair chopped off. The Lt1's are their own castings and models, so you use LT1 parts. No matter what you chose, make sure you get the engine harness and computer. If you don't grab it, the alternative is just...hair pulling. It beats having a carburetor though. No matter what angle you're pulling, fuel is never being starved unlike carbs that can empty their bowls half way up a rock pile. Nothing more exciting than a roll-back!
4) Back up plan: have an out of state friend. Register it out of state, have the friend forward you any DMV mailings that come through, and screw all these California rules. Drop a V-8 from anything, put the tags on, and have fun. When I blow this one up, I'm going to be wearing Kansas or Oklahoma tags.
The little V-6 handles 35's fine with my gearing. I put an Edelbrock intake and snuck a Comp Cam's cam in (don't tell anyone) and the thing just came to life! The weak point with the 4.3L is the cam....it's just a bag of ass. The other drawback could be that some, not all, have balance shafts in them. Mine has one and it still shakes, don't care. These start at '94, but it's not a guarantee that, say, a '96 out of a van will have one.
With the Dana 300 twin-stick and some steeper gearing in the Dana44's, I just haven't regretted going this route vs an LT1. I've been to many great offroading spots in the US and it's always been my choices that I've kicked myself for, never the lack of power. If you want to know about my inspection journey, just ask. I'll be listening in!
Food for thought:
http://www.novak-adapt.com/index.htm
http://www.advanceadapters.com/categories/adapters/60/
http://howellefi.com/gm-vortec-products/1996-01-vortec-products/wiring-harnesses-en-2-3-4-5.html
4.3L infobase
Chumly
KK6MLG
