This is MUSIC to my ears. As the Afternoon Senior Technician in the Performance Test Cell at Chrysler JTE working on the 4.0L, I can not begin to tell you how MANY combinations of intake and exhaust manifolds we tested on this engine. So. All this noise is music to my ears. Some of the music was also supercharged......... The things most will NEVER see before an engine is introduced to the public. BTW, the supercharged engine found it's way into a Commanche, it FRIED the tires off that little pick up! Our Flow Lab man, had a D-Altered with a 4.0L. It spun to 7800 RPM. It made the small hairs on your neck stand on end....the noise? GLORIOUS!!!! AND, did ya know the 1st Vipers had TWIN Jeep 4.0L throttle bodies........??????? YUP.......
It was likely done for a very good reason. Likely hp & torque at certain RPM range. When the 4.0 was first being developed it supposedly put out 242 hp. One hp per cubic inch. But they were breaking drive train parts. Primarily rear axle assemblies iirc. They were spinning the axle tubes in the housings. Dana had been contracted to build the rear ends and the tooling was shipped to them. When AMC built the rear ends* the axle tube was welded at one point into the rear end housing. Dana thought this is what held the tube in place. Actually the tubes had between .005 to .010" press fit to the housing. When the tubes where pressed in it was so loud that area was enclosed. Manufacturing the rear end housings were a PITA simply because of keeping the three bores in proper alignment. Simply having too high of a clamping pressure would result in the parts being out of spec. *we once made Ring and Pinion sets for Ford. The first sets after they came out of heat treat were set-up on the test machines to run them to check mesh pattern etc. They made excessive noise. The Ford engineer thought they sounded fine. The next test machine had a set of our gears on it. They turned it on and all you heard was a low hum. Every ring and Pinion set in an AMC rear end was a matched set because they where run through a lapping operation as the last step of manufacturing.
If you look through the throttle body, at small throttle inputs the neck makes it so only one side of the throttle body is letting in air. Helps a lot with driveability with the all torque no real hp 4.0
Cylinder distribution played a HUGE part. Curved plenum intakes made more torque, straight plenums made more HP. Plenum volume and it's length made the job difficult for cylinders 1&6. Axles? We tested them by doing forward/reverse shifts at peak torque RPM with the vehicle tied to BIG honking concrete poles. Not sexy. But SO fun to watch them bust shit!
@@mpetersen6 Every gear set that I have bought be it factory or aftermarket like Richmond gear they all are matched gear sets that are lapped together at these factories that make them . I've never had a problem with a noisy set of gears from Richmond or any stock factory gear sets in the differentials I've built through the years as long as you have the gear tooth pattern set up correctly when checking tooth pattern using yellow pattern grease . I've even set up known good used gears in rear ends that weren't used in the same housing and never had issues other than with used ring & pinion gears you check the coast side of the ring gear pattern more than the driven side because with used ring & pinion gears the driven side is worn more than the coast side of the ring gear and this gives you a more accurate gear pattern . I get what your saying as far as maybe some differential housings can be not exactly the same which is true but that's why different thickness shims are used to adjust for this by either moving the pinion gear in or out more to get that in spec or by shimming the ring gear closer our further away from the pinion gear to achieve the correct tooth pattern. Granted some differentials don't use shims and have adjusters on each end of the gear housing like the Ford 9 inch & Chryslers 8 &3/4 uses where you just turn what sides need to be turned to shift the gear housing in the direction it needs to go to get the correct gear pattern for the ring & pinion . I had GM 12 bolts that were spot welded like you were saying that those welds broke on the 1/2 ton 4x4 trucks and on a Elcamino I worked on & had to pull the rear end out and use a big pipe wrench with the rear end mounted solid so it wouldn't move to a fixture I made to then used the pipe wrench to turn the axle tube back into its correct placement again then re welded those spots again & welded around the axle tube and housing right where that axle tube is pressed into the housing and had no issues with a noisy rear differential. As long as the housing itself is machined correctly for the gear sets and the concentricity is spot on you really shouldn't have any issues with gears not being able to be shimmed or adjusted correctly for the desired gear patterns be it with new or a known good matched set of used gears that were taken out & swapped for a different gear ratio for either a performance gain application or for a fuel milage gain with lower rpm while cruising. I'm sure especially now that there's probably been instances where someone bought a brand new gear set that weren't properly lapped in and they installed them to spec and checked gear tooth pattern and it looked good but the gears whined and made noise because it was a set of gears that got by inspection and quality control but in all the years I've built differentials I've never had a problem like this with a gear set that wasn't lapped in but anything is possible now that most things aren't being made here like they used to be.
I am nearly 40 years old, and have been a nerd since I was 4 years old. I absolutely LOVE videos like this! Yet another channel I am so glad I found :)
Would've been really cool if there was a clean way to test this against an offy or clifford 4bbl intake. Awesome video, great job from Newcomer as always. Your videos are why I started buying parts from him!
Would like a carb intake shootout! 4.2 Stock intake with a Weber 38, vs Clifford/ Holley 390, vs Offy dual plane/ Holley 390. With timing and carb tuning done.
I think you will find the carb set up had the dip because of engine vibration at that RPM. I have a video up on an Iron Duke w a carb and we had the big dip problem also. No mater how we changed the tune it just would no go away. Love your stuff, doing an awesome job for sure.
@3:05, Keith says the stock throttle body necks down to 54mm, but in several subsequent comments you said 58mm. I'm left wondering which it is. But this is a very cool comparison! It's waaay more data than most of us could ever hope (or afford) to gather on our own!
How about DOHC crossflow. Yea, we looked at that at JTE....... Beau Coup HP, but torque down low where Jeeps are used? Not much to be gained. Bear in mind, that is where most Jeeps were being used at the time. This was being done on 1990's level engine controls. NOT the 21 Century as is today......where you can dial in SO much.
Can you show how to make maximum power and torque around 2500 rpm? I rarely rev my Jeep over 3000 rpm. I don’t need to know how to make maximum power at 6000 rpm.
The last Jeep video you did it ended up as an Engine Labs article and you covered a record hp run. I know this is going to be good even tho I know nothing about this motor.
@@TheHorsepowerMonster 2005-2006 has a different throttle body because of the IAC valve, I have both earlier and later 4.0 L and they will not fit. F&B also makes 66-68mm throttle body for early 96-04 Jeep 4.0, I have one for over 18 years now.
I wondered how something like the intake on the Mopar SL6 would work when i saw the hand fabbed unit. It looks like the curved runners are almost the same length and Mopar back then had discovered the formula to determine the length of intakes and exhausts ....which I suspect was shared with Mercedes.
seems to me the "curved runner" intake is the the way to go for most jeep/amc 6's I would like to see a extrude honed curved runner vs. the cut open ported short runner
Get the banks header, port your straight runner, 4 hole injectors,port the throttle body, relocate the intake air temp sensor to the air box, use lead foot to go fast!!!
I'd like to see this dropped in a Fox or SN95 just for fun 🤔 Then boost it after the novelty wears off for some real fun! Edit: if I'm not mistaken right before they went to the curved manifold, the factory rating was 195 HP there for a couple of years. I'm guessing they went curved to slightly enhance torque output or for emissions purposes. Strange why they even bothered to mess with what already worked. Great testing, love hearing the pulls!
This was so cool to see on my recommended I got a factory purple 96 xj that I’m trying to research building her and I’ve been having a lot of trouble, she’s been mad at me and I need to rebuild the transmission soon and I want to figure out what else I can do to her.
I think an individual throttle body/carburetor setup would be easy enough to fabricate and would increase airflow immensely. That would in my opinion be the best option that wasn't looked at🤫
um the engine's habits for one and 2 what do expect a linebacker to turn into a ballerina cheerleader character ? that's why i feel the 4.0L works better with a manual transmission than a automatic transmission as the potential power band lines up better
Is Newcomer still playing with that cannon style front entry intake ? I think your having issues with too much air volume and little venturi effect. I would like to see the 68 throttle body on the straight runner with a 62mm port matched spacer between it and the manifold Awesome work by the way, this is really good data
Great video! My head was playing thought experiments seeing the throttle body plenum vs runner lengths. I wonder if the carb test fell over because 2 of the runners were so short vs the much longer runners.
I know they mentioned that the increased plenum manifold was mostly beneficial at higher RPM on highly modified engines but I'd like to know how much of a difference in throttle response it produced, particularly down low and with rapid throttle changes. Maybe a real world (non-dyno) type test for next time.
That tq issue with the TB's seems to be a velocity issue. They should build an ITB intake with some GSXR600 tb's (with intake trumpets)..haha. If they could come up with a way to keep the velocity up near stock while getting the improved flow they would see much more interesting numbers. I wonder if the cam was also a limitation for the tests.
amazing video! I have one sharp question...I Addes banks headers and rough country cold air intake to my 96 xj, sounds and feels quiet powerful, along with a high flow cat and a cat back system...now what i need to know is should i upgrade to a 62 mm throttle body from bbk, my stock tb is 60 mm, is the power of headers and intake too much for a stock...i do feel a restriction at times...some people tell me a 62 mm wont make a difference, but i rather hear it from you, someone who reallys knows the horsepower game!
Hello, I am French, I have a four-liter Grand Cherokee ZJ from 1994 with a manual gearbox, and I really like this engine. I have modified it, but I wanted to know how do we modify the ecu? thank you to you
So if all versions nosed over at the same point, why didn't you show the first version all out? I bet it made more power out longer as well. You could see it on the screen.
Where can I find a straight comparison between a 91-6 straight runner vs a 99 up curved ? No other mods. Big flow yes for big hp is true for all engines. Low end torque is what most need.
95 bottom end, 97 top end, bore, stroke, crane cam and all new wine tasters in head and i heard you can take an AMC v8 crank and cut and machine for that block. Make sure that you shorten the crank end where crank pully goes 90 thou or about 3/16 and you are good to go. If not you will have to shave the backside of a pully so it lines up for serp belt… i bought a 4.0 stroker engine that a guy could not keep the belt on. Well he did not tell me he had problems. Well after buying it and putting it in my mothers jeep it kept throwing belts… well needles to say i guess they forgot to shave the front of crank when they shortened, balanced it from a v8. I do not know if dude told whole truth but i will tell you what the thing fkn shreds tire and sounds VIOLENT as fk😂. They for sure did some other kind of crank. He also said that the bottom was lightend and has a custom girdle. I have not looked into the inside of engine yet but one of these days is will see what fuckkery ensued for this evil bastard.
Its too bad no one ever developed a crossflow head...That engine should make 300hp without much modification with stock cam and crank/bore stroke.. I wonder what 6 individual throttle bodies would do?
I'm wondering just how a Ford Windsor or Cleveland head would fit. Same bore center distance. Or maybe an LS-1 head. The LS is 4.400 versus 4.380 for the Jeep. Center two would be .010" offset. The outers .030. It would take work to match the coolant passages and head bolts.
@@ironhead2008 A number of years back there was a thread on one of the Jeep forums. Titled a better cylinder head. One guy who worked at either a parts store or an automotive machine shop. He did a comparision of the head gaskets for the 4.0, the 5.0 Ford and the LS head. Thread title ABetter Cylinder Head iirc. One thing you would definitely have to do with both V-8 heads is move the head bolt holes. The front to back spread on the Ford is the same but the side to side is different. The LS is off both ways. That means filling with weld and machining. Plus the push rod issues and coolant. Additionally you would need to weld and machine the front face of the head to mount the thermostat. It might be best to start with aluminum heads. The only thing is the aluminum heads I've seen in the manufacturing arena are a high silicon alloy. I'm not sure just what type of aluminum rod you would have to use. Plus a new cam is definitely needed. Both the LS and Ford 5.0 are i-e-i-e-i-e-i-e. And a new intake manifold. When it comes to modifying engines into new configurations people have fone some pretty wild stuff over the years. I remember a sprint car motor made by Sesco I think. They took either a 283 or 327 hlock and lopped off one bank to turn the motor into a four cylinder. Pontiac did basically the same thing with the 194.5 CID from the early 60s used in the Tempest. The engine was basically 1/2 of a 389. Probably built on the same tooling as the cylinders were cleaned over 45° to the pan rail. Biggest gasoline inline four ever used in a modern production car I think. Then theres the LSR guys in California that build OHC heads for existing engines. Or build complete custom engines out of sheet, tubing and c channel.
Ever notice that none of these Jeep engine "experts" ever modify the very common and durable 2.5L? I've been driving the same YJ with one for well over twenty years and often wonder why.
![We Test 5 Jeep Cylinder Heads [How Much is Porting Worth?]](/img/n.gif)
This is MUSIC to my ears.
As the Afternoon Senior Technician in the Performance Test Cell at Chrysler JTE working on the 4.0L, I can not begin to tell you how MANY combinations of intake and exhaust manifolds we tested on this engine.
So.
All this noise is music to my ears.
Some of the music was also supercharged.........
The things most will NEVER see before an engine is introduced to the public.
BTW, the supercharged engine found it's way into a Commanche, it FRIED the tires off that little pick up!
Our Flow Lab man, had a D-Altered with a 4.0L. It spun to 7800 RPM. It made the small hairs on your neck stand on end....the noise? GLORIOUS!!!!
AND, did ya know the 1st Vipers had TWIN Jeep 4.0L throttle bodies........???????
YUP.......
Sooo…. There are intake manifolds out there with dual throttle bodies??
For vipers yeah...@manfredolson6889
Somewhere the engineer who put that neckdown in the stock throttlebody has earned a good I-told-ya-so
It was likely done for a very good reason. Likely hp & torque at certain RPM range. When the 4.0 was first being developed it supposedly put out 242 hp. One hp per cubic inch. But they were breaking drive train parts. Primarily rear axle assemblies iirc. They were spinning the axle tubes in the housings. Dana had been contracted to build the rear ends and the tooling was shipped to them. When AMC built the rear ends* the axle tube was welded at one point into the rear end housing. Dana thought this is what held the tube in place. Actually the tubes had between .005 to .010" press fit to the housing. When the tubes where pressed in it was so loud that area was enclosed. Manufacturing the rear end housings were a PITA simply because of keeping the three bores in proper alignment. Simply having too high of a clamping pressure would result in the parts being out of spec.
*we once made Ring and Pinion sets for Ford. The first sets after they came out of heat treat were set-up on the test machines to run them to check mesh pattern etc. They made excessive noise. The Ford engineer thought they sounded fine. The next test machine had a set of our gears on it. They turned it on and all you heard was a low hum. Every ring and Pinion set in an AMC rear end was a matched set because they where run through a lapping operation as the last step of manufacturing.
If you look through the throttle body, at small throttle inputs the neck makes it so only one side of the throttle body is letting in air. Helps a lot with driveability with the all torque no real hp 4.0
Cylinder distribution played a HUGE part. Curved plenum intakes made more torque, straight plenums made more HP. Plenum volume and it's length made the job difficult for cylinders 1&6.
Axles? We tested them by doing forward/reverse shifts at peak torque RPM with the vehicle tied to BIG honking concrete poles. Not sexy. But SO fun to watch them bust shit!
@@mpetersen6 Every gear set that I have bought be it factory or aftermarket like Richmond gear they all are matched gear sets that are lapped together at these factories that make them . I've never had a problem with a noisy set of gears from Richmond or any stock factory gear sets in the differentials I've built through the years as long as you have the gear tooth pattern set up correctly when checking tooth pattern using yellow pattern grease . I've even set up known good used gears in rear ends that weren't used in the same housing and never had issues other than with used ring & pinion gears you check the coast side of the ring gear pattern more than the driven side because with used ring & pinion gears the driven side is worn more than the coast side of the ring gear and this gives you a more accurate gear pattern . I get what your saying as far as maybe some differential housings can be not exactly the same which is true but that's why different thickness shims are used to adjust for this by either moving the pinion gear in or out more to get that in spec or by shimming the ring gear closer our further away from the pinion gear to achieve the correct tooth pattern. Granted some differentials don't use shims and have adjusters on each end of the gear housing like the Ford 9 inch & Chryslers 8 &3/4 uses where you just turn what sides need to be turned to shift the gear housing in the direction it needs to go to get the correct gear pattern for the ring & pinion . I had GM 12 bolts that were spot welded like you were saying that those welds broke on the 1/2 ton 4x4 trucks and on a Elcamino I worked on & had to pull the rear end out and use a big pipe wrench with the rear end mounted solid so it wouldn't move to a fixture I made to then used the pipe wrench to turn the axle tube back into its correct placement again then re welded those spots again & welded around the axle tube and housing right where that axle tube is pressed into the housing and had no issues with a noisy rear differential. As long as the housing itself is machined correctly for the gear sets and the concentricity is spot on you really shouldn't have any issues with gears not being able to be shimmed or adjusted correctly for the desired gear patterns be it with new or a known good matched set of used gears that were taken out & swapped for a different gear ratio for either a performance gain application or for a fuel milage gain with lower rpm while cruising. I'm sure especially now that there's probably been instances where someone bought a brand new gear set that weren't properly lapped in and they installed them to spec and checked gear tooth pattern and it looked good but the gears whined and made noise because it was a set of gears that got by inspection and quality control but in all the years I've built differentials I've never had a problem like this with a gear set that wasn't lapped in but anything is possible now that most things aren't being made here like they used to be.
If was for noise reduction
I am nearly 40 years old, and have been a nerd since I was 4 years old. I absolutely LOVE videos like this! Yet another channel I am so glad I found :)
I love this kind of videos, it shows that the amc 4.0 can be a beast
Sounds like I'd be happy with any of these on the big displacement engine. Great job Newcomer doing all this work and thanks for sharing the results.
I swear you make VERY high quality content, sir!!! Always good stuff, very informative, good pictures and fun
Always cool to see back to back testing on the same engine combo . The engine sounds nice under load too. Thanks for the content.
This was like engine masters. But i didn't have to pay 4 bucks a month to watch it. Thank you so much
I have several Newcomer Racing products on my 4.0 Jeep. I like their products and they are good quality.
Great job!
I have a 4.6L stroker and bore TBs for Jeep 3.7/4.0/4.7/5.2/5.9.
I always knew that the 62mm TB is the best choice for stock 4.0 Jeep.
How did you tune it
My boys and I enjoy our stroked 4.6 producing 352HP/350TQ from Keith in the LJ.
Great video, I have been waiting years for someone to do this 👍
Thanks a lot!
Very excited another Jeep 4.0 motor vidieo! Was looking faward to this!!!
and then there is the SOUND of the different intakes....of which the fabbed straight runner unit sounds sweet!
I love this channel the possibilities for my 2000 Grand Cherokee are endless just takes knowledge a little bit of money and patience
Would've been really cool if there was a clean way to test this against an offy or clifford 4bbl intake. Awesome video, great job from Newcomer as always. Your videos are why I started buying parts from him!
Would like a carb intake shootout! 4.2 Stock intake with a Weber 38, vs Clifford/ Holley 390, vs Offy dual plane/ Holley 390. With timing and carb tuning done.
How have I never seen this. Love watching this kind of stuff
Thanks for letting us GEEK out guys. Great vid.
Great tests! These kinds of comparison videos are extremely helpful!
I think you will find the carb set up had the dip because of engine vibration at that RPM. I have a video up on an Iron Duke w a carb and we had the big dip problem also. No mater how we changed the tune it just would no go away. Love your stuff, doing an awesome job for sure.
Probably right. Thanks for watching
Love these dyno days
Thanks!
@3:05, Keith says the stock throttle body necks down to 54mm, but in several subsequent comments you said 58mm. I'm left wondering which it is. But this is a very cool comparison! It's waaay more data than most of us could ever hope (or afford) to gather on our own!
My 72 IH Scout with a 4.0 in place of the 258 and a FAST computer handling injector/spark duty is in love! This stuff is yum!!😉👍
I’m surprised he hasn’t made his own cross flow head yet for these things
Yea really, then he can make some good power with just the cross flow alone and same volumes of runners
Can you imagine how much business he would get?! That would be so cool.
ford 300? bolt on ? as i think the two are cousins design wise
add jag as well?
How about DOHC crossflow. Yea, we looked at that at JTE....... Beau Coup HP, but torque down low where Jeeps are used? Not much to be gained. Bear in mind, that is where most Jeeps were being used at the time. This was being done on 1990's level engine controls. NOT the 21 Century as is today......where you can dial in SO much.
Heck yeah another Jeep video!
Can you show how to make maximum power and torque around 2500 rpm? I rarely rev my Jeep over 3000 rpm. I don’t need to know how to make maximum power at 6000 rpm.
Camchaft and crazy supercharger
looks like that big manifold likes that Holley 4 barrel! I'd like to see that combo dialed in with a matching cam!
I love these series.
Thanks!
Would liked to have seen both headers tested on the best of ported stock intakes to see the differences.
THANK YOU SO MUCH!!! I LOVE THE JEEP ENGINE!!!! THANKS FOR SHARING!!!! I LEARNED SO MUCH!!!
Thank you! And thanks for watching!
The last Jeep video you did it ended up as an Engine Labs article and you covered a record hp run. I know this is going to be good even tho I know nothing about this motor.
Hey thanks! And yeah, they cover a lot of my videos. I know several of the guys over there and they are good folks. Thanks for watching
@@TheHorsepowerMonster 2005-2006 has a different throttle body because of the IAC valve, I have both earlier and later 4.0 L and they will not fit. F&B also makes 66-68mm throttle body for early 96-04 Jeep 4.0, I have one for over 18 years now.
Yes I am ready to see more of this
Awesome video man
that last setup on dyno looks badass :D
NICE TO SEE R.D GOOD WORK BOYS
I wondered how something like the intake on the Mopar SL6 would work when i saw the hand fabbed unit. It looks like the curved runners are almost the same length and Mopar back then had discovered the formula to determine the length of intakes and exhausts ....which I suspect was shared with Mercedes.
seems to me the "curved runner" intake is the the way to go for most jeep/amc 6's
I would like to see a extrude honed curved runner vs. the cut open ported short runner
Agreed.
Can't wait for a stroker in my MJ and in my amc eagle
I've Tracked Down 15 of these in my area with broken piston skirts I can't imagine stressing these things on a dyno
Port match straight runner for an off road set up. That's the one for me.
Get the banks header, port your straight runner, 4 hole injectors,port the throttle body, relocate the intake air temp sensor to the air box, use lead foot to go fast!!!
great test. If only there were DCOE's or ITB's as well :)
Thanks! And I agree
@@TheHorsepowerMonster
Can I get your contact info..
I'd like to see this dropped in a Fox or SN95 just for fun 🤔
Then boost it after the novelty wears off for some real fun!
Edit: if I'm not mistaken right before they went to the curved manifold, the factory rating was 195 HP there for a couple of years. I'm guessing they went curved to slightly enhance torque output or for emissions purposes. Strange why they even bothered to mess with what already worked. Great testing, love hearing the pulls!
I'd love to some pulls with individual throttle bodies
This was so cool to see on my recommended I got a factory purple 96 xj that I’m trying to research building her and I’ve been having a lot of trouble, she’s been mad at me and I need to rebuild the transmission soon and I want to figure out what else I can do to her.
That crazy manifold didn't do enough to impress... The bigger throttle body was cool.
I think an individual throttle body/carburetor setup would be easy enough to fabricate and would increase airflow immensely. That would in my opinion be the best option that wasn't looked at🤫
Love me a good jeep L6
Love to see more AMC I6 stuff! I always want to see more camshaft and RPM with these things. What's with Jeep guys and wanting torque anyway? haha
um the engine's habits for one and 2 what do expect a linebacker to turn into a ballerina cheerleader character ? that's why i feel the 4.0L works better with a manual transmission than a automatic transmission as the potential power band lines up better
Please do this with the stock 4.0 engines.
Love the straight sixes miss my old 300
Not many of us with this engine care about power at 5000rpm. We want max power and torque at 1800-2400rpm do you have a video on that?
Great video.
This is AWESOME😃....l like straight 6's🥰....Thanks guy's👍
Is Newcomer still playing with that cannon style front entry intake ?
I think your having issues with too much air volume and little venturi effect. I would like to see the 68 throttle body on the straight runner with a 62mm port matched spacer between it and the manifold
Awesome work by the way, this is really good data
What did you use to program the ECU?
Great video! My head was playing thought experiments seeing the throttle body plenum vs runner lengths. I wonder if the carb test fell over because 2 of the runners were so short vs the much longer runners.
Love watching these Dinosaurs being hurled into modern times when it comes parts and tuning.
Inline 6 engines are the best they can't be broken last forever
Power Nation they show $500 and some horsepower out of an inline 6
Power Nation 500 horsepower inline 6
That much spring pressure seems like it would wipe out a flat tappet cam pretty quick.
Not even that much spring pressure on base my guy
I would love to see a turbo version of this comparison, especially for the higher flow straight runner intakes.
They have one it’s on a old episode
Be great to see Newcomer play with the Aussie I 6 turbo Barra !
Look it up ?
That was awesome...😁😁👍👍
Thanks a lot!
Time to add some new parts to the XJ
The fabricated intake should use dual throttle bodies each feeding three cylinders to keep the intake runners equidistant
I know they mentioned that the increased plenum manifold was mostly beneficial at higher RPM on highly modified engines but I'd like to know how much of a difference in throttle response it produced, particularly down low and with rapid throttle changes. Maybe a real world (non-dyno) type test for next time.
Thanks for this!!
Just a thought-has anybody extrude-honed one of these intakes to open up the areas that can’t be reached by hand?
- Å fan! 👍
I was very much be interested in seeing what a air filter does to these tests
This is what we all wanted the horse shoe vs the log
Seems the stock parts are good enough?
That tq issue with the TB's seems to be a velocity issue. They should build an ITB intake with some GSXR600 tb's (with intake trumpets)..haha.
If they could come up with a way to keep the velocity up near stock while getting the improved flow they would see much more interesting numbers.
I wonder if the cam was also a limitation for the tests.
i guess thats why a lot of intake manifolds have secondary valves today,.
The good old cast iron Straight. six cylinder engine! Kinda Clunky but very durable and reliable
Did you ever think about using a 5.2 /5.9 V8 throttle plate and welding the top of the large plenum with an adapter?
amazing video! I have one sharp question...I Addes banks headers and rough country cold air intake to my 96 xj, sounds and feels quiet powerful, along with a high flow cat and a cat back system...now what i need to know is should i upgrade to a 62 mm throttle body from bbk, my stock tb is 60 mm, is the power of headers and intake too much for a stock...i do feel a restriction at times...some people tell me a 62 mm wont make a difference, but i rather hear it from you, someone who reallys knows the horsepower game!
head and camshaft with stock everything else because that would make killer torque early that would be a cool comparison
love your channel. Lets me learn engine design and structure. Where does the pressure go thats under the piston and crank case?
Positive Crank case ventilation system!
@@snoofayy6150 so it's recycled through the manifold? in measured amounts?
Sucks that the throttle body isn't available anymore... just went to their website and they don't use that part number anymore.
Hello, I am French, I have a four-liter Grand Cherokee ZJ from 1994 with a manual gearbox, and I really like this engine. I have modified it, but I wanted to know how do we modify the ecu? thank you to you
So if all versions nosed over at the same point, why didn't you show the first version all out? I bet it made more power out longer as well. You could see it on the screen.
I would like to see 6 wide bands with that homemade one.
You guys need to grab a 300 i6 ford and a pair of ls 5.3 heads made into an i6 head will blow your minds, some even push 3hp/cid
Where can I find a straight comparison between a 91-6 straight runner vs a 99 up curved ? No other mods. Big flow yes for big hp is true for all engines. Low end torque is what most need.
95 bottom end, 97 top end, bore, stroke, crane cam and all new wine tasters in head and i heard you can take an AMC v8 crank and cut and machine for that block. Make sure that you shorten the crank end where crank pully goes 90 thou or about 3/16 and you are good to go. If not you will have to shave the backside of a pully so it lines up for serp belt… i bought a 4.0 stroker engine that a guy could not keep the belt on. Well he did not tell me he had problems. Well after buying it and putting it in my mothers jeep it kept throwing belts… well needles to say i guess they forgot to shave the front of crank when they shortened, balanced it from a v8. I do not know if dude told whole truth but i will tell you what the thing fkn shreds tire and sounds VIOLENT as fk😂. They for sure did some other kind of crank. He also said that the bottom was lightend and has a custom girdle. I have not looked into the inside of engine yet but one of these days is will see what fuckkery ensued for this evil bastard.
Its too bad no one ever developed a crossflow head...That engine should make 300hp without much modification with stock cam and crank/bore stroke.. I wonder what 6 individual throttle bodies would do?
They’re so close it doesn’t matter
I'd love to see some similar stuff on the 2.5.
I'm wondering just how a Ford Windsor or Cleveland head would fit. Same bore center distance. Or maybe an LS-1 head. The LS is 4.400 versus 4.380 for the Jeep. Center two would be .010" offset. The outers .030. It would take work to match the coolant passages and head bolts.
same. i wanna see a 2.5 with itbs and a biiig cam, and a nice long header.
@@mpetersen6 Now THAT would be an interesting project!!! I wonder if a 5.0 cylinder head might be a bit more idea. Smaller chambers in them.
@@ironhead2008
A number of years back there was a thread on one of the Jeep forums. Titled a better cylinder head. One guy who worked at either a parts store or an automotive machine shop. He did a comparision of the head gaskets for the 4.0, the 5.0 Ford and the LS head. Thread title ABetter Cylinder Head iirc. One thing you would definitely have to do with both V-8 heads is move the head bolt holes. The front to back spread on the Ford is the same but the side to side is different. The LS is off both ways. That means filling with weld and machining. Plus the push rod issues and coolant. Additionally you would need to weld and machine the front face of the head to mount the thermostat. It might be best to start with aluminum heads. The only thing is the aluminum heads I've seen in the manufacturing arena are a high silicon alloy. I'm not sure just what type of aluminum rod you would have to use. Plus a new cam is definitely needed. Both the LS and Ford 5.0 are i-e-i-e-i-e-i-e. And a new intake manifold. When it comes to modifying engines into new configurations people have fone some pretty wild stuff over the years. I remember a sprint car motor made by Sesco I think. They took either a 283 or 327 hlock and lopped off one bank to turn the motor into a four cylinder. Pontiac did basically the same thing with the 194.5 CID from the early 60s used in the Tempest. The engine was basically 1/2 of a 389. Probably built on the same tooling as the cylinders were cleaned over 45° to the pan rail. Biggest gasoline inline four ever used in a modern production car I think. Then theres the LSR guys in California that build OHC heads for existing engines. Or build complete custom engines out of sheet, tubing and c channel.
These tests show that unless you have a modified, stroked, tuned engine, you will not have any noticeable differences.
So the stock TB makes more power where 99.9999% of jeep engines need it. Pretty cool
New to jeep, any t/b options for the renix?
Ever notice that none of these Jeep engine "experts" ever modify the very common and durable 2.5L? I've been driving the same YJ with one for well over twenty years and often wonder why.
@@Future-Preps35 sure i drove the 2.5 for 3 years and it was so slow that i was embarassed whenever i took someone for a ride
I love yall calling ole boy newcomer enjoyed it Im 64 the video would say newcomer searching for bifocals lookin fer torqer wrench
I wish MAP sensor was added to the graph.
How are are you able to rev such high Rpm’s if you could tell me that would be much appreciated.
Is it just me or does the straight intake sound better?
What aftermarket 68mm throttle body is that? I got a 4.7l stroker and im looking for more air lol
Hey there hi there y'all. How does one tune the stock ECU? I thought those were locked out?
You build a custom intake but leave the air making a 90 degree off the throttle. Why not straight flow through? Less drag means more power.
Is there a turbo kit available for the 4.0 inline 6?