that head alone EASILY has $2000+ worth of porting,its also a $2000 head.weird /uncommon/unloved engines are great,they just cost a fortune to make similar power to an LS,just be fully aware of this. you can go get a junkyard 5.3 LS right now for couch change,throw in a $150-$200 cam and make 100 more horsepower effortlessly
I agree 100% and it's cool tech and ideas he has used , only downside is nobody makes aftermarket parts for these engines.. So an LS would be cheaper... and you could get some serious power with a 6.0 or 5.3 aluminum block that would be similar in weight, and even a mild build LS all told would be cheaper than just some of the parts he is using here.
Or you may just think you understand?! Nah, just kidding. He does do a fantastic job explaining. Everything I know about cars comes from gentlemen like this who share their knowledge firsthand. 👍👍
in Argentina these engines are used to equip the dodges of the TC racing category replacing the one formerly used by the slant six. For these jeeps a 24-valve cylinder head was developed and manufactured in Argentina, the same was done with the ford six in-line engine and the chevrolet six in-line, therefore now all maintain the old blocks six in line but with camshaft head and 24 valves, they deliver approximately 500 HP I wanted to share this with motor lovers. Greetings from Argentina
@@TheHorsepowerMonster I suspect the Jeep motor that German Turchetti was referring to was the "other" US built OHC six from the 1960s. That would be the Kaiser built Tornado. The engine was also built in Argentina by Kaiser subsidiary and used in AMC body styles that were no longer produced in the US. The motor is a completely different design commons.wikimedia.org/wiki/File:Kaiser_Tornado_engine.jpg But the again I could be wrong. If so there's probably some Jeep and AMC owners that would snap one up
I mean what a beautiful block , a GTR is basically I6, with forged crank and the right compression with better rods and stuff I bet these things could be real monsters... The wall thickness in the blocks is pure beef.
My son used to spend all his free time modifying his car. Headaches, bloody knuckles, aggravation. I did it when I was his age. When I learned that my time is more valuable I would trade my car in for something faster. Happy that I got out of this never ending need for more power. When he became successful in his mid 30s he started to follow my car advice. Very happy with our 911 Turbos. 4 wheel drive stock hardtop. Do whatever makes you happy.
In Argentina this engines are making 350-400hp N/A from a long time ago, with only 188ci (race league limitations)...now with custom made 24v cilinder heads, they are just awesome!
Honda inline4, made from bottom part of K24 engine and head from K20 engine + stroker = 500hp out of 2.7L in N/A. Not joking. But still i love those older American V8s and sixes. And i love those videos. Cant wait for an episode with big V6! Might be GM 3.8L
The most impressive part of this engine is that it achives this 400hp at a quite low revs, 6100-6200. It does mean that the head flows very good, its not so easy with only 2 valves/cyl.
Jarek Nowak: the one who build 500Hp 2,7L should be working in Formula 1 racing. He must know something that worlds best professionals dont know. 🤣🤣🤣🤣🤣🤣🤣🤣🤣
Awesome build. I always like the old AMC inline 6 s. It is most likely the valve springs causing that power dip. Running the engine n a, I would add velocity stacks to the cannon intake. That would cut back on turbulence in the runners, caused by the transition from the plenum.
yeah thats best part! look 1320 videos when they come to Brasil and they look our GM 250 l6 turbo with insane power. well this engines are heavy modified but run great constant 7sec on 1/4 with cast iron head hahahahah . Best Regards from Brasil!
Start looking into the L47 V8 that went into the Oldsmobile Aurora. It was used in LeMans Prototype racecars for 3 years, and Carol Shelby even took an interest in it for a concept car that unfortunately never made it to production.
24:46 ". . . was a bit of a project . . ." every single interface piece was fabricated specifically for this engine. I'd call that more than "a bit" of a project, as almost no one watching this could achieve, let alone conceive, of the necessary bits and pieces involved in making that engine make its music. Well done! Getting that engine to turn 6K+ RPMs was a feat by itself.
Have a good friend who has dealt to a 202GM ^ It is an Aust derivitive. It has had the treatment with lots of hand made parts. Portting, big valves but he two most significant improvments after that was boring out the cam tunnels and a cam was made with a bigger base circle and it has a roller cam with some crazy geometry. The other thing was it was dry sumped and that surrended about 40hp. They were stunned. Engine had trouble getting to temp and sucked in the cork valve cover gasket during the initial figuring out. It turns to 8300 at about 3600cc and makes just over 380hp. It is in a light weight narrow LC torona and is famous down here in NZ. Really fast car for an old classic. Runs tripple webber sidedrafts
I love the 4.0L I6... its a tractor motor for sure but I've taken my XJ on 5K mile road trips where we spent over 50% of those miles off-road and in the backcountry. I'd have LOVED to have 300HP climbing some of the grades we have here in the PNW.
Raising the roof of the ports. I used this method as prescribed by Joe Sherman (article in Car Craft in the '90s and I followed it exactly) for a 400hp small ford. I used the Fel-Pro gasket called out and lined the bottom of the gasket to the bottom of the port. Light polish at bottom and ground out the roof for days in my shed. I could not keep the 265 BF Radial T/As hooked up at all in my Maverick. I truly believe the biggest gain was from the porting.
I ported my jeeps 4.0 years and years ago... took me a year cause I’d be usually tired after work so I wouldn’t get much done, anyways once I was done and it was back together I didn’t notice much but until I got into the soft sand or mud it didn’t bog down like it used to... also some kid in Wisconsin did something with his computer to help me out as well... he was good enough to bypass my EGR delete and turn off the check engine light for me... technology has done come a long long way in a very short time.... this for me was like 10yrs ago or so...
I built a 4.6l stroker 12 years ago and it lasted 120K before the intake lobe#1 on the mopar 30 cam(.45”) wore a hole through the lifter. I’ll rebuild it soon. I’d love to have even just 300hp. . .
Definitely one of my favorite engine building sites, I love the detail that Jeff describes about all the little things that are so important in these types of builds. This particular build may just be a six cylinder Jeep engine but the engineering and thought used to create all the parts needed is awesome. Nearly 400 horsepower from a non boosted inline 6 is nothing to sneeze at. Great work and please show us more.
My '94 wrangler would really be a trail monster with this set up for sure and with the torque and horses power it will give I would definitely upgrade the stock axles to one tons. That being said, what was the ball park cost of this build? How would the gas milage be affected? Probably wont really know until it's tested on the trails for a while. Great video guys.👍
Explanation great, music not too loud, and no stupid hype or side track rambling, just straight to the meat. I wish every video on youtube was this good!!
Damn! things have sure changed since the days I used to do this in the car port at the house!.. We didn't have all of this electronic stuff.. except the electronic ignition was coming into fashion as we wound down.. We did it all the timing by ear back then on our hot rods.. and the old fords you could do a tune up with a dime and a match book cover.. I prefer those day (maybe because I was still young then).. I sure as heck enjoy this... Just a passing thought though.. it is a good things things were so simple back then.. none of us could afford all the electronic stuff needed today.. it was hard enough just to get the parts.. thanks guys.. this was fun.. Carry on!
Wow...... I have a 95 Cherokee with a stroker motor from 505 performance. I ran it a few years on FAST stand alone ecu. It developed an engine knock in the spring. Sadly, it's still sitting. I'm not sure what the problem is. This engine build is Phenomenal. I can't wait to see the turbo application on it.......... Man I wish I had that motor
Holy crap that "canon" intake its straight porn, wonder how is the part throttle response on the street; and the rest of the engine its just amazing work, the attention to the details its on a whole new level, cant wait to see more !!
@@Future-Preps35 Tuned ITBs on this engine should be awesome too!! find the right lenght for the cam rpm range and you will get a strong jump in hp/torque band.. now match that rpm range with gearing in the Jeep and that would be a super fun vehicle to drive
This engine made the same power with pushrods, 2 valve and "only" 4.2L, as the Vette C4 ZR1 with Lotus/Mercury Marine 5.7L 32V. And only 6200rpm. Thats quite impressive!
@@calebnation7797 What race motor, this 4,2 makes max power at 6200rpm, thats only 400rpms higher than max power in stock LT5 with 5,7 4-valve (and same 400hp). It is perfectly streetable.
I've got a 2000 Jeep Cherokee that I'm going to completely restore. All Manuel the only electrics are the side mirrors, I'd love to drop a new performance engine in it when the body restore is completed, Maybe looking you guys up. I love this vehicle and plan to pass it along to my grandson.
The Australian's have already done this, that is what a Barra is with its crossflow head etc. They can be built to over 1500hp on the factory iron block.
Sorry to say, Jeep & Ford should have never discontinued the straight 6. If BMW can make a straight 6 that performs then American car manufacturers can do the same. Just think of the room that a factory wrench would have working on it. Love the build, nice engineering! Nothing beats the sound of a TIG weld!
The only platform that Chrysler was putting the 4.0 in was Cherokees and Wranglers. At the end it was just Wranglers. There are a number of reasons Chrysler killed the 4.0. One was packaging. Inline sixes eat up a lot of room. The second was limited model use. The third was they'd taken the motor about as far as it could go. Toughen fuel economy standards or emissions and your looking at a complete redesign. A fourth reason is the tooling for the cams, cranks and rods was pretty well shot. There had been new block and head lines installed but because the machining equipment for the other components was so old the level of automation just wasn't there and production was labor intensive. The rods for the 2.7 or 3.5 built in the same facility probably took 10 to 15 percent of the man hours to produce. A fifth reason is the Kenosha facility was the corporate perverbial Redheaded Stepchild.
It is nuts to see an NA reverse flow engine making that kind of power, and was more nuts when the turbo engine was built. If you had told me just 10 years ago that reverse flow engines, and more to the point a Jeep/AMC engine, would be making close to 400HP NA, I would have laughed, same for how much the turbo Jeep engine made. Now, I am just blown away.
back in the 90's i had a 232 built for my cj7and the engine was awesome and the long tube dual spit header gave the sound of a dirt modified when wound up these are great engines it great to see a engine builder that has taken the time to build a 4.7 like this thank you for covering this build this would be unique in a 33' roadster or a 40 willies gasser
That 5400rpm dip has gotta be a resonance phenomenon occuring in that hoodwink intake manifold. Get the runners equal length so the vibrations propogating off the back in the intake valve are uniform!
Straight 6's are definitely underrated & under-appreciated, I'm not sure why ? My 1971 Mercedes 250-CE twisted it's driveshaft & blew out the centre (hanger) bearing. The little Jeep Comanche truck with this 4 litre six blew my mind . Then I had a 70's Ford "shaggin wagon" van with the 5 litre, six. It had torque like a tractor & I never needed to run more than 2,000 rpm. Excellent channel guys.
The potential for straight-6's as well as slant-6's has been neglected for way too long, and you guys proved that with the impeccable workmanship and fantastic horsepower results, with what you've done to this Jeep engine. Excellent! :)
Unfortunately there is no aftermarket for a slant six cylinder head, I think it has been out of production too long and a lot of the surviving cars were V8 swapped. The Chevy 250 is in the same boat, having gone out of production in 1985.. Similar for Ford 300.
The 4.0 six is a very underrated engine. My ‘02 WJ sport 2wd was a great driver, silly quick when pushed, and averaged over 20mpg. Why Jeep isn’t still offering them is beyond me!
@@jaytrapp71 he will definitely see high rpm hp & torque improvement. You can see he is losing high rpm power while having better numbers on low & mid rpm. That's a clear sign of a distrupted airflow which normally seen on high rpm examples. Plus intake response would improve too.
Good in depth, to the point, no BS. Cool to see an analog to digital custom conversion and see Its hard to do but is doable. It isn't something I would think to do with that engine but I love seeing. Can't wait to see the turbo edition. I watched a PowerNation Build of a strait 6 bored & stroke just before this vid, I kept skipping through crap. Great Presentation!
Many may not be aware that at 5252 rpm is where torque and HP always cross meaning the values are equal. In HP-Torque graphs, they always cross at 5252 rpm, if the engine can go that high. HP = T*N/ K where K is a units conversion constant, T is torque and N is rpm. T = V_m *p/ (2 pi) where V_m is the volume of displacement and p is the pressure in the cylinder(s). Think of an ICE as an air pump. The amount of power generated is directly related to the air flow through it. More air provides more power. Burning fuel forces more air to move through the engine producing more power.
One thing the factory looked at with the 4.0 but did not put into production was roller lifters. The mounting points for the system to keep the lifters in line was machined into the crankcase side of the block. I can't recall the exact details but I did see the blocks being machined in the Tool Room at Kenosha Engine. This was probably 25 years ago at least. Supposedly there was work being done on a 24 valve head when Chrysler decided to pull the plug.
@@TheHorsepowerMonster It might possible to use roller lifter for one of the other manufacturers. I think the lifter or is .875 or .850. Nope .904. Same lifter size as Chrysler. If the lifter spacing and bore height is in the ball park it might work. Otherwise you need custom locking bars. Installing them would be a little tricky. Checking on Crowers web site their AMC and Chrysler BB solid roller lifters are the exact same part #. The AMC V-8 and the 4.0 have the same size lifter bore. I suspect they used the exact same lifter when assembled at the factory. I'm not sure how much hp going to rollers would free up but it wouldn't be cheap unless there are stock OEM parts that would fit. I have a hard time believing that Newcomer or somebody else has not looked into this. It took me maybe 15 minutes to find possible parts. There are Chrysler BB retro fit hydraulic roller lifters from Crower listed as pt# 66339-16. But it's going to take a cam ground for rollers also.
@@TheHorsepowerMonster Another issue with putting any of the currently available roller lifters in a 4.0 block are the casting webs at the top of the block that connect the core of the block to the outer curtain wall. Would it be possible to slip a set of roller lifters with the retainer bar in? I'd be interested if Newcomer or somebody has tried it. The cam grinders can grind what ever profile you need today with CNC cam grinders. Otherwise there might need to be access machined into the outer wall for either putting the lifters in or connecting the bars. If I had access to a Bridgeport and a couple of blocks to mess around with I'd try it myself.
When I saw the part about your custom exhaust/intake washer solution I started drooling. How many hours I spent as a kid trying to get a 4 barrel intake and headers to stay tight. Custom washers were always bending. It was a bitch. This was a 258 scrambler I built in the late 80s. Great fun!
Back in 1982 I worked for an Auto Parts and Machine Shop in Phoenix, AZ. We built everything from bone stock 350 Chevys to 430 Cubic in Big Block Chevys bunt for the drag strip. That customer put the motor in a Chevette. The first pass he made was without a wheelie bar. After he flipped it onto its lid, he bought another body and this time around, installed a wheelie bar to keep the car planted firmly on Mother Earth. We built other motors too, like International 392’s out of their pick ups , and more. If it had an engine in it, we could rebuild it and to any specs the customer wanted. I worked as a parts counter,an and machine shop assistant, depending on where I was needed at the time. One day my machines had just finished assembling a Ford 390 long block. To pre oil the engine he would run a heavy duty 1/2 drill driving an oil pump drive shaft modded just for pre-oiling, and wile he spun the oil pump, I would spin the motor over with a breaker breaker bar by hand. On this particular engine the customer was going to run his own aluminum roller rockers, so we didn’t have any to use while pre-oiling. The problem with that, my machinest soon found out, was that the oil had no place to go but up once we started building pup oil pressure and wtohin a few seconds he was wearing a coup,e quarts of oil to prove it. The oil shot up the engine land so hot out of the top end where the rocker shafts had itching riding on the to ire the the flow of oil back into the pan. So he wore the oil in his mustache and hair the rest of the day.
Holy flip flargin flapjacks. I'm in awe. Intimidated awe. "Awesome" is an inadequate description. I am just aching to see this in a Comanche. I live in NC and I'm kind of regretting not buying a comanche when I had the chance. This motor looks like it would put a serious hurt on you. I'd break out the credit card to have this treatment on my old Toyota 22re.
Dave Micolichek I think you should check his web site...the cost to build a stroker my self vice what his cost make it seem a no brained to not build my own...I just wonder what the difference is for,the MAC daddy.
@Dave Micolichek no the price i saw was for the "garden viraity" stroker not the Mac daddy... there is nothing intended at all. i thought my reply was self explanatory with no offense intended
OH hell ya i would take this over a LS anyday ,nice work,the rocker set up gives this a big improvement,nice work guys you are now one my top 10 channels!
One word, money. One reason Edelbrock did not do a cross flow head is CARB. If one gets creative you could fabricate a new cross flow head out of a couple of Ford or Chevy small block heads. The bore spacing is exactly the same as the Ford and only .020 over the Chevy. The big issue is the ignition system. The intake needs to be on the intake side to keep the pushrods away from the exhaust.
@@mpetersen6 I've looked into this a bit and think that the Australian 351Clevland head would be great with the splayed valves. The bore spacing is correct as is the bolt spacing lengthwise but crosswise the Jeep engine is narrower and one of the end bolts is in an offset position. Some bare undrilled heads, some aluminum welding and some machine work should be all you need.
@@jamesford2942 Others have done thought exercises on this too. Somebody may have even tried it but either it didn't work or it was beyond d their skill level. If somebody could put LS heads on a Ford inline 6 you should be able to do this. The Ford 240/300 has a BC of 4.480. The 144/170/200/250 is 4.08. Too bad the Barra isn't based on the same BC as the Windsor or Cleveland. That would be the way to go. On one of the Jeep sites there was an image of a cad drawing that showed the head bolt position of the Ford and Chevy Small Blocks. I wonder if it would be practical to bore out the whole cylinder wall and install sleeves that are then welded or silver soldered in place. The 4.0 block has a pretty high nickel content iirc* so welding should be easier. Re-deck the block and straighten the main bearing bores out. Incidentally the cam bearing were installed prior to the finish bore of the main bearing bores. The mains and cam bearings were bore at the same time to maintain parallelism and center distance. *The nickel content may have been really high initially. The early blocks on some machining stations the chips would come off blue. Not something you normally see with cast iron.
@@mpetersen6 I have gone as far as buying head gaskets and laying them over each other to determine the difference. I have a 4.0 a 258 Jeep engine and many Ford small block heads. Maybe a set of unfinished Edelbrock Cleveland heads would be a starting place.
With a little flow bench time the Cannon would be way better. Send it to Larry Meaux or Dave Visner to pick up the low speed flow numbers and then you will be totally amazed. This is by far the best engine channel on CZcams. The 4.0 is a piece of art and I hope you guys continue to bring the heat. Thanks
One of the coolest build Jeep motors Ive ever seen it need to be in not just one set up it needs to go to a different classes and really show its true calling thanks guys all of you worked really hard on this and I love it
manitoublack and the team: Im a total devotee to the Dorton families approach to great ignition and fue delivery. It fazes and amazes me how guys split the dual synch system standard with any 1986 onwards Sequential F brand TFi and call it progress, though!. Anyway, I've seen a seprate crank sensor for advance, cam phaser sensor for sequential solution on a Holley HP turbo 200 SEFi Ford. As long as you have two square wave forms, your in Fing orbit Buzz Lightyear! Lookes like a Bernstien sensor like Ive used. Very easy to blow up if misswired, but boy it makes great squarewaves which will allways be picked up. The Holley HP system is particular in that it "demands" two great signals if deciding to go full sequential, and doesnt deal well with Fords Spout out or 36-1 or 62-2 combined signals. When split signals arrive, it then delivers most excellent base mapping. Any Mopar guys from Australia...your 265 cubic inch D series Hemi builds will love this stuff. Not many will know, but our stock race E49s were making 295 hp net at 5300 rpm on Kiwi Leo Lenards dyno back in 1972, a constant of 265 cubes x 5300 rpm / 295 hp net, or 4761. It say another 50 hp net would be found with the increased cylinder pressure on a 265 Hemi if you used this management system. On this Jeep, its cal is : 280 cid x 6200 rpm / 395 gross hp. It's a constant of 4400. Constants like that are hard to get on non cross flow heads, which behave just like restrictor plate engines. Keith and his son understand thosd engines more than anyone on earth. David Vizard did it in 1985 with one Weber 48 on a 1400 cc engine, a constant of 4449 on a siamese port, three bearing non cross flow engine. If I recall. In a similar way Richard Holdener got it down to 3918 on one of his 5.1 liter Holley Hi Ram destroked LS 6.0 engine builds, 310 cubes times 8000 rpm/ 633 hp gross although even NASCAR engines are down to 3650 now. Gotta say...great work
The other issue with the "cannon" is intake velocity will prefer the anterior pistions and valves while starving those in the rear. The original manifold intake position mitigated this more by its placement and airflow intake angle. Likely another reason why the power gains didnt translate over as well to the HP band, particularly at higher rpm and subsequent air intake velocity.
Very cool video,loved it. I cant watch these videos when some is just reeling off technical information, but this is showing everything with clear explanations. Awesome thankyou,m
Man i really wanted to see that custom header get a pull too! I was impressed how well the stock style intake mani performed against the custom cannon. They look so ineffecient in appearance. I also really really wanna see what an upgrade from the flat tappet and a double valve spring install coulda done for high rpm power production, u can see the curve still wants to climb up top before cutoff at 6200rpm. Impressive stuff guys, now get all this custom one off stuff into production so the jeep market can enjoy them. Theres huge potential for sales here guys! Keep it up!
these engines are freaks,i have built it's australian cousin the hemi 6 many times,was a V8 beater right out the factory door and chrysler australia fitted 4 barrels to slant 6 and triple webbers to hemi 6,they were making 400 hp in 1972!!!!!!!!!
Go to Argentina and check their Turismo Carretera engines, or search for them in CZcams. Dry dump, crank trigger ignition, even have a 24 valve head developed for the Jeep, Ford, and Chevy 250 straight 6. Before they went to the 24v the engines were around 290-315hp at 9000rpm, from a 3 liter Jeep Cherokee engine. Displacement is reduced from 4 to 3 liters by racing rules.
Ok, 400hp na on a straight 6!!! C'mon 🤤🤤🤤 this is the stuff dreams are made of!!👍👍 I want to see more of this build please. Especially with those custom headers and a turbo!!! 😀😀😀
@@upnorthviking823 yes I know it's on a stand and that doesn't translate to WHP and that it's made for torque based application. It probably cost more than most regular builds too. But I still think it's cool. I've seen 1000+ LS and Ford v8 builds. I just find these "other" builds fascinating.
Awesome,...Im on my second jeep 4.0 pretty bullet proof ...Its Great to see some performance from this engine,...I know they are sleepers,... Need one for my Cherokee....400 hp....is phenomenal for that 6 cyc.
Definitely earmarked for the dream TJ build, though it may stay only a dream. Finances permitting I'd have one of these built. Checked his website and glad to see Jeep packages available, and the daily reliability is nice to hear about.
226@0.50 is pretty small for a solid cam but im no expert on jeep 6's. i would try a header change to try and fix that torque dip as i suspect you need to try a longer primary length. awesome results !
Raise the floors of the intake ports a bit so that you get rid of the Dead air, that will cost you horsepower and a lot of early torque. I think you're leaving at least 50 on the table of each with the large ports you need to get those ports tuned to the airflow velocity. It is hard to get that velocity back up and running once it slows down a little bit trying to make that turn. On that Cannon intake, put some short velocity stacks on the intake ends of those Stacks inside that tube. You're losing probably 8 to 12% airflow just trying to make that tight turn coming into each stack and they don't cross bleed very easily.
Not bad for an engine which made its debut in the 1963 Rambler at 232 CID, and got only incremental tweaks over the decades. Those AMC engineers may have lacked funding, but they sure didn't lack smarts!
Love it! ❤️ As a Mainland Chinese, stoked to know Jeep is now owned in part by Dongfeng of China 🇨🇳 #MadeInChina2025 #BeltAndRoad #BeijingOlympics2022 #OccupyMars2024
Only one word- 'Awesome'
I'm gonna put this channel on my list of top 10 favourite youtube channels
Awesome! Thanks
The Horsepower Monster did jj.
N my mom
I 2.\
Class is in session nice break down whats what .
@@TheHorsepowerMonster ppp
@@TheHorsepowerMonster pppppp
Wao! That was impressive when you think about it. Almost 400 hp without Turbo! 😳 one has to respect that.
You don't need a ls swap. This engine is perfect. I'm glad someone is giving it the proper respect. Awesome video brother
Thanks!
that head alone EASILY has $2000+ worth of porting,its also a $2000 head.weird /uncommon/unloved
engines are great,they just cost a fortune to make similar power to an LS,just be fully aware of this.
you can go get a junkyard 5.3 LS right now for couch change,throw in a $150-$200 cam and make 100 more horsepower effortlessly
I agree 100% and it's cool tech and ideas he has used , only downside is nobody makes aftermarket parts for these engines..
So an LS would be cheaper... and you could get some serious power with a 6.0 or 5.3 aluminum block that would be similar in weight, and even a mild build LS all told would be cheaper than just some of the parts he is using here.
@@trillrifaxegrindor4411 yeah but then you have to go about swapping it into the Jeep, which costs thousands
@@ivanfromtheeast4709 less expensive than building a custom engine! The head alone is gotta be upwards of $4000+!
Your explanation is phenomenal, he explains every bit about engines so clearly that even a dummy like me can understand about engines
Thanks! And thanks for watching!
@@TheHorsepowerMonster thank you, for making such a great content
Or you may just think you understand?! Nah, just kidding. He does do a fantastic job explaining. Everything I know about cars comes from gentlemen like this who share their knowledge firsthand. 👍👍
in Argentina these engines are used to equip the dodges of the TC racing category
replacing the one formerly used by the slant six.
For these jeeps a 24-valve cylinder head was developed and manufactured in Argentina, the same was done with the ford six in-line engine and the chevrolet six in-line, therefore now all maintain the old blocks six in line but with camshaft head and 24 valves, they deliver approximately 500 HP
I wanted to share this with motor lovers.
Greetings from Argentina
That's cool. I'd love to see one in person.
@@TheHorsepowerMonster czcams.com/video/pMFb0U5wrzc/video.html
czcams.com/video/pMFb0U5wrzc/video.html
@@TheHorsepowerMonster I would LOVE to see a story about those heads
@@TheHorsepowerMonster
I suspect the Jeep motor that German Turchetti was referring to was the "other" US built OHC six from the 1960s. That would be the Kaiser built Tornado. The engine was also built in Argentina by Kaiser subsidiary and used in AMC body styles that were no longer produced in the US. The motor is a completely different design
commons.wikimedia.org/wiki/File:Kaiser_Tornado_engine.jpg
But the again I could be wrong. If so there's probably some Jeep and AMC owners that would snap one up
@@germanturchetti6351
Could you send a link for the supplier
That's absolutely insane I've always wanted to see what a straight 6 could really do when given the proper attention awesome video man!
Thanks! And thanks for watching
The Chrysler 265 hemi can make 550 hp with carburettors so i reckon maybe that jeep engine may still have more ponies to unlock
With around 15 psi boost this engine should easily make 600 brony ponies!
@@kevintucker3354 Too easy there's no fun in that
I mean what a beautiful block , a GTR is basically I6, with forged crank and the right compression with better rods and stuff I bet these things could be real monsters... The wall thickness in the blocks is pure beef.
My son used to spend all his free time modifying his car. Headaches, bloody knuckles, aggravation. I did it when I was his age.
When I learned that my time is more valuable I would trade my car in for something faster. Happy that I got out of this never ending need for more power. When he became successful in his mid 30s he started to follow my car advice. Very happy with our 911 Turbos. 4 wheel drive stock hardtop.
Do whatever makes you happy.
400 hp out of a Jeep 6 cyl is amazing. Love the tech on the engine also. Great job 👍
In Argentina this engines are making 350-400hp N/A from a long time ago, with only 188ci (race league limitations)...now with custom made 24v cilinder heads, they are just awesome!
That 400hp out of that Jeep6 is not even 100Hp/Litre. Still far from rest of the world
For example Opel made 320Hp from 2,4litre inline in 1982....
Honda inline4, made from bottom part of K24 engine and head from K20 engine + stroker = 500hp out of 2.7L in N/A.
Not joking.
But still i love those older American V8s and sixes. And i love those videos.
Cant wait for an episode with big V6!
Might be GM 3.8L
The most impressive part of this engine is that it achives this 400hp at a quite low revs, 6100-6200.
It does mean that the head flows very good, its not so easy with only 2 valves/cyl.
Jarek Nowak: the one who build 500Hp 2,7L should be working in Formula 1 racing. He must know something that worlds best professionals dont know. 🤣🤣🤣🤣🤣🤣🤣🤣🤣
Awesome build. I always like the old AMC inline 6 s. It is most likely the valve springs causing that power dip. Running the engine n a, I would add velocity stacks to the cannon intake. That would cut back on turbulence in the runners, caused by the transition from the plenum.
I have one of Keith's engines, it's a MONSTER! He is such a phenomenal guy to work with as well.
What’s it in? What did you get
@@foch3 A 321 hp 331 lb ft Jeep Stroker.
I see this is from 3yrs ago, you still running the stroker? Been holding reliability?
@@XiiPuNiSh3RiiX negative. Gave the motor to my father. I have a TDI now. czcams.com/video/Kqg4aIZujyo/video.html
6200 rpm on the 4.0!! Holy crap. Amazing numbers all the way around.
Love seeing people develop engines that are not usually modified. This is excellent
yeah thats best part! look 1320 videos when they come to Brasil and they look our GM 250 l6 turbo with insane power. well this engines are heavy modified but run great constant 7sec on 1/4 with cast iron head hahahahah . Best Regards from Brasil!
Start looking into the L47 V8 that went into the Oldsmobile Aurora.
It was used in LeMans Prototype racecars for 3 years, and Carol Shelby even took an interest in it for a concept car that unfortunately never made it to production.
24:46 ". . . was a bit of a project . . ." every single interface piece was fabricated specifically for this engine. I'd call that more than "a bit" of a project, as almost no one watching this could achieve, let alone conceive, of the necessary bits and pieces involved in making that engine make its music. Well done! Getting that engine to turn 6K+ RPMs was a feat by itself.
Excellent program and performance. I have a jeep 258 that we got 320 hp and 306 pft using old school techniques. I really like that build.
You should have more torque than horsepower.
Have a good friend who has dealt to a 202GM ^ It is an Aust derivitive. It has had the treatment with lots of hand made parts. Portting, big valves but he two most significant improvments after that was boring out the cam tunnels and a cam was made with a bigger base circle and it has a roller cam with some crazy geometry. The other thing was it was dry sumped and that surrended about 40hp. They were stunned. Engine had trouble getting to temp and sucked in the cork valve cover gasket during the initial figuring out. It turns to 8300 at about 3600cc and makes just over 380hp. It is in a light weight narrow LC torona and is famous down here in NZ. Really fast car for an old classic. Runs tripple webber sidedrafts
There is nothing that sounds better than an in-line straight six at full song.
That was a great engine build. Jeep straight 6 is a sweet one to do as they seem to be bullet proof. Great innovation thru out.
I love the 4.0L I6... its a tractor motor for sure but I've taken my XJ on 5K mile road trips where we spent over 50% of those miles off-road and in the backcountry. I'd have LOVED to have 300HP climbing some of the grades we have here in the PNW.
So cool to see "old reliable" brought into the 21st century with screaming power! Impressive build.
Raising the roof of the ports. I used this method as prescribed by Joe Sherman (article in Car Craft in the '90s and I followed it exactly) for a 400hp small ford. I used the Fel-Pro gasket called out and lined the bottom of the gasket to the bottom of the port. Light polish at bottom and ground out the roof for days in my shed. I could not keep the 265 BF Radial T/As hooked up at all in my Maverick. I truly believe the biggest gain was from the porting.
loved to see this, I always felt the AMC/Jeep inline 6 had much unrealized potential, and these changes un-lock it!
Look at that stock block! Thick where it counts!
I ported my jeeps 4.0 years and years ago... took me a year cause I’d be usually tired after work so I wouldn’t get much done, anyways once I was done and it was back together I didn’t notice much but until I got into the soft sand or mud it didn’t bog down like it used to... also some kid in Wisconsin did something with his computer to help me out as well... he was good enough to bypass my EGR delete and turn off the check engine light for me... technology has done come a long long way in a very short time.... this for me was like 10yrs ago or so...
I built a 4.6l stroker 12 years ago and it lasted 120K before the intake lobe#1 on the mopar 30 cam(.45”) wore a hole through the lifter. I’ll rebuild it soon. I’d love to have even just 300hp. . .
Definitely one of my favorite engine building sites, I love the detail that Jeff describes about all the little things that are so important in these types of builds. This particular build may just be a six cylinder Jeep engine but the engineering and thought used to create all the parts needed is awesome. Nearly 400 horsepower from a non boosted inline 6 is nothing to sneeze at. Great work and please show us more.
Nice. Now let's see what u can do with the ol 300 inline ford six cylinder. I can imagine that they would make a torq monster
My '94 wrangler would really be a trail monster with this set up for sure and with the torque and horses power it will give I would definitely upgrade the stock axles to one tons.
That being said, what was the ball park cost of this build? How would the gas milage be affected? Probably wont really know until it's tested on the trails for a while.
Great video guys.👍
head and head work ALONE is in the $5000 range....this isnt a budget build,its a $15,000+ engine
Explanation great, music not too loud, and no stupid hype or side track rambling, just straight to the meat. I wish every video on youtube was this good!!
Thanks!
Damn! things have sure changed since the days I used to do this in the car port at the house!.. We didn't have all of this electronic stuff.. except the electronic ignition was coming into fashion as we wound down.. We did it all the timing by ear back then on our hot rods.. and the old fords you could do a tune up with a dime and a match book cover.. I prefer those day (maybe because I was still young then).. I sure as heck enjoy this... Just a passing thought though.. it is a good things things were so simple back then.. none of us could afford all the electronic stuff needed today.. it was hard enough just to get the parts.. thanks guys.. this was fun.. Carry on!
I miss tuning carburetors and setting points. Cars were so easy to fix 40 years ago
@@kevintucker3354 Me too brother.. especially the old fords you could do a tune up with a dime and a match book cover.. ;-)
Wow...... I have a 95 Cherokee with a stroker motor from 505 performance. I ran it a few years on FAST stand alone ecu. It developed an engine knock in the spring. Sadly, it's still sitting. I'm not sure what the problem is. This engine build is Phenomenal. I can't wait to see the turbo application on it.......... Man I wish I had that motor
Holy crap that "canon" intake its straight porn, wonder how is the part throttle response on the street; and the rest of the engine its just amazing work, the attention to the details its on a whole new level, cant wait to see more !!
@@Future-Preps35 Tuned ITBs on this engine should be awesome too!! find the right lenght for the cam rpm range and you will get a strong jump in hp/torque band.. now match that rpm range with gearing in the Jeep and that would be a super fun vehicle to drive
I'd love to see a WJ or WG Jeep 4.7L with the same work done to see the improvements.
Ram 08 and above would be nice also with the 4.7 V-8 !
This is a single cab 96 dodge dakota would be a blast
Can the 4.0 swap into a Dakota without extensive cab mods?
Up to 6k RPM and it sits there smooth as a turbine. Got to love a straight six!
This engine made the same power with pushrods, 2 valve and "only" 4.2L, as the Vette C4 ZR1 with Lotus/Mercury Marine 5.7L 32V.
And only 6200rpm.
Thats quite impressive!
Ehh one is cammed mildly to be a street car, the other is a $$$$ race motor that is still crippled by a reverse flow head
Your kidding right ?? Get Real dude !!!
@@calebnation7797
What race motor, this 4,2 makes max power at 6200rpm, thats only 400rpms higher than max power in stock LT5 with 5,7 4-valve (and same 400hp).
It is perfectly streetable.
I've got a 2000 Jeep Cherokee that I'm going to completely restore. All Manuel the only electrics are the side mirrors, I'd love to drop a new performance engine in it when the body restore is completed, Maybe looking you guys up. I love this vehicle and plan to pass it along to my grandson.
great build. Definitely would like to see something with the Ford 4.9L inline.
Power Block/Nation, is working on one currently. Look and see if there is anything new about it.
The Australian's have already done this, that is what a Barra is with its crossflow head etc. They can be built to over 1500hp on the factory iron block.
Jeff Pittman you should see the V12 a guy made with two 4.9’s
Vontay
I love your Ford Barra engines! They rip. They are on par with the jdm RB engines!
@@deborahchesser7375 where's the link?
Sorry to say, Jeep & Ford should have never discontinued the straight 6. If BMW can make a straight 6 that performs then American car manufacturers can do the same. Just think of the room that a factory wrench would have working on it.
Love the build, nice engineering!
Nothing beats the sound of a TIG weld!
The only platform that Chrysler was putting the 4.0 in was Cherokees and Wranglers. At the end it was just Wranglers. There are a number of reasons Chrysler killed the 4.0. One was packaging. Inline sixes eat up a lot of room. The second was limited model use. The third was they'd taken the motor about as far as it could go. Toughen fuel economy standards or emissions and your looking at a complete redesign. A fourth reason is the tooling for the cams, cranks and rods was pretty well shot. There had been new block and head lines installed but because the machining equipment for the other components was so old the level of automation just wasn't there and production was labor intensive. The rods for the 2.7 or 3.5 built in the same facility probably took 10 to 15 percent of the man hours to produce. A fifth reason is the Kenosha facility was the corporate perverbial Redheaded Stepchild.
mpetersen6 mpegersen6 thank you for a detailed explanation. I appreciate your knowledge
I love the Jeep builds. Makes me want to do more to mine
It is nuts to see an NA reverse flow engine making that kind of power, and was more nuts when the turbo engine was built. If you had told me just 10 years ago that reverse flow engines, and more to the point a Jeep/AMC engine, would be making close to 400HP NA, I would have laughed, same for how much the turbo Jeep engine made. Now, I am just blown away.
280 ci = 400 hp ! that is a great engine well done !
back in the 90's i had a 232 built for my cj7and the engine was awesome and the long tube dual spit header gave the sound of a dirt modified when wound up these are great engines it great to see a engine builder that has taken the time to build a 4.7 like this thank you for covering this build this would be unique in a 33' roadster or a 40 willies gasser
I like the fact it makes almost 400 horse power that is awesome for straight six engine
That 5400rpm dip has gotta be a resonance phenomenon occuring in that hoodwink intake manifold.
Get the runners equal length so the vibrations propogating off the back in the intake valve are uniform!
There's a man with some serious skills and the passion to go with them!
Straight 6's are definitely underrated & under-appreciated, I'm not sure why ?
My 1971 Mercedes 250-CE twisted it's driveshaft & blew out the centre (hanger) bearing. The little Jeep Comanche truck with this 4 litre six blew my mind . Then I had a 70's Ford "shaggin wagon" van with the 5 litre, six. It had torque like a tractor & I never needed to run more than 2,000 rpm.
Excellent channel guys.
Damn... Not only does it make double the power, it also sounds awesome !
Seven main bearings on an indestructible AMC straight six bottom end > with a girdle !
I need this for Beach Jeep. Newcomer DanH collaboration?? 🙏
The potential for straight-6's as well as slant-6's has been neglected for way too long, and you guys proved that with the impeccable workmanship and fantastic horsepower results, with what you've done to this Jeep engine. Excellent! :)
Unfortunately there is no aftermarket for a slant six cylinder head, I think it has been out of production too long and a lot of the surviving cars were V8 swapped. The Chevy 250 is in the same boat, having gone out of production in 1985.. Similar for Ford 300.
I need those sensors to be up for purchase. After seeing this video I’m so excited to see my 4.0 scream with a stand-alone system
Exactly! Please produce all the parts required, PLEASE!!!
The 4.0 six is a very underrated engine. My ‘02 WJ sport 2wd was a great driver, silly quick when pushed, and averaged over 20mpg.
Why Jeep isn’t still offering them is beyond me!
Emissions
Sweet, sweet glorious music to my ears! cant wait to see the turbo version!!!
That inline is one sick , tricked puppy.
No windage tray? I'd like to see a velocity stack at the end of each runner.
Yeah, with the work put into it, you'd think he'd build a proper wedge shaped plenum with trumpets inside for the turbo intake
@@lobmin once turbo'd the trumpets dont do much for air flow, but in this case I think he would have seen some mild gains
@@jaytrapp71 he will definitely see high rpm hp & torque improvement. You can see he is losing high rpm power while having better numbers on low & mid rpm. That's a clear sign of a distrupted airflow which normally seen on high rpm examples. Plus intake response would improve too.
I used a jeep cam sync on my dodge 408 to go from disi to cop. I used megasquirt though. Worked great. Made 703 whp on 8lbs.
Making that Jeep run like a V8!
Yep, makes the same power as a junkyard $500 LS with a cam and valve springs.
Good in depth, to the point, no BS. Cool to see an analog to digital custom conversion and see Its hard to do but is doable. It isn't something I would think to do with that engine but I love seeing. Can't wait to see the turbo edition. I watched a PowerNation Build of a strait 6 bored & stroke just before this vid, I kept skipping through crap. Great Presentation!
Hey thanks! And thanks for watching!
Man I’d love to see what could be done with the Chevy i5 3.5 or 3.7
Would make a perfect swap for an xj
Many may not be aware that at 5252 rpm is where torque and HP always cross meaning the values are equal.
In HP-Torque graphs, they always cross at 5252 rpm, if the engine can go that high.
HP = T*N/ K where K is a units conversion constant, T is torque and N is rpm.
T = V_m *p/ (2 pi) where V_m is the volume of displacement and p is the pressure in the cylinder(s).
Think of an ICE as an air pump. The amount of power generated is directly related to the air flow through it.
More air provides more power. Burning fuel forces more air to move through the engine producing more power.
I wonder how the Ford six would fare with such caring ministrations applied.
Just look to Australia. They build crazy Ford six's all the time.
@Rusty Climber
The Barra head will not fit on the 300. The Aussie Ford six was based on the small six. Be just as easy to just buy a Barra.
That is a nice looking blue, offset with the machined aluminum components it sure is pretty
Amazing build, fun to watch. Long live the 4.0.
One thing the factory looked at with the 4.0 but did not put into production was roller lifters. The mounting points for the system to keep the lifters in line was machined into the crankcase side of the block. I can't recall the exact details but I did see the blocks being machined in the Tool Room at Kenosha Engine. This was probably 25 years ago at least. Supposedly there was work being done on a 24 valve head when Chrysler decided to pull the plug.
I would love a roller lifter option for these engines.
@@TheHorsepowerMonster
It might possible to use roller lifter for one of the other manufacturers. I think the lifter or is .875 or .850. Nope .904. Same lifter size as Chrysler. If the lifter spacing and bore height is in the ball park it might work. Otherwise you need custom locking bars. Installing them would be a little tricky. Checking on Crowers web site their AMC and Chrysler BB solid roller lifters are the exact same part #. The AMC V-8 and the 4.0 have the same size lifter bore. I suspect they used the exact same lifter when assembled at the factory. I'm not sure how much hp going to rollers would free up but it wouldn't be cheap unless there are stock OEM parts that would fit. I have a hard time believing that Newcomer or somebody else has not looked into this. It took me maybe 15 minutes to find possible parts. There are Chrysler BB retro fit hydraulic roller lifters from Crower listed as pt# 66339-16. But it's going to take a cam ground for rollers also.
@@TheHorsepowerMonster
Another issue with putting any of the currently available roller lifters in a 4.0 block are the casting webs at the top of the block that connect the core of the block to the outer curtain wall. Would it be possible to slip a set of roller lifters with the retainer bar in? I'd be interested if Newcomer or somebody has tried it. The cam grinders can grind what ever profile you need today with CNC cam grinders. Otherwise there might need to be access machined into the outer wall for either putting the lifters in or connecting the bars. If I had access to a Bridgeport and a couple of blocks to mess around with I'd try it myself.
Man, i want a motor like this in my Jeep!
When I saw the part about your custom exhaust/intake washer solution I started drooling. How many hours I spent as a kid trying to get a 4 barrel intake and headers to stay tight. Custom washers were always bending. It was a bitch. This was a 258 scrambler I built in the late 80s. Great fun!
Wish that was in my jeep
Kind of like Don't stagnate,,, Innovate!" I love the why not attitude backed by lots of experience!
Wish I had this engine back when I had my Gremlin.
Back in 1982 I worked for an Auto Parts and Machine Shop in Phoenix, AZ. We built everything from bone stock 350 Chevys to 430 Cubic in Big Block Chevys bunt for the drag strip. That customer put the motor in a Chevette. The first pass he made was without a wheelie bar. After he flipped it onto its lid, he bought another body and this time around, installed a wheelie bar to keep the car planted firmly on Mother Earth. We built other motors too, like International 392’s out of their pick ups , and more. If it had an engine in it, we could rebuild it and to any specs the customer wanted. I worked as a parts counter,an and machine shop assistant, depending on where I was needed at the time. One day my machines had just finished assembling a Ford 390 long block. To pre oil the engine he would run a heavy duty 1/2 drill driving an oil pump drive shaft modded just for pre-oiling, and wile he spun the oil pump, I would spin the motor over with a breaker breaker bar by hand. On this particular engine the customer was going to run his own aluminum roller rockers, so we didn’t have any to use while pre-oiling. The problem with that, my machinest soon found out, was that the oil had no place to go but up once we started building pup oil pressure and wtohin a few seconds he was wearing a coup,e quarts of oil to prove it. The oil shot up the engine land so hot out of the top end where the rocker shafts had itching riding on the to ire the the flow of oil back into the pan. So he wore the oil in his mustache and hair the rest of the day.
AWESOME, truly awesome!!!!!!!! Newcomer is one skilled guy!
Holy flip flargin flapjacks. I'm in awe. Intimidated awe. "Awesome" is an inadequate description. I am just aching to see this in a Comanche. I live in NC and I'm kind of regretting not buying a comanche when I had the chance. This motor looks like it would put a serious hurt on you. I'd break out the credit card to have this treatment on my old Toyota 22re.
How much to get one of these
Dave Micolichek I think you should check his web site...the cost to build a stroker my self vice what his cost make it seem a no brained to not build my own...I just wonder what the difference is for,the MAC daddy.
@Dave Micolichek no the price i saw was for the "garden viraity" stroker not the Mac daddy... there is nothing intended at all. i thought my reply was self explanatory with no offense intended
OH hell ya i would take this over a LS anyday ,nice work,the rocker set up gives this a big improvement,nice work guys you are now one my top 10 channels!
Thanks a lot!
Why is there no cross flow heads available.
These motors have a cult following
They would sell all day long
Let's design one and carve it out of billet or cast it and rake in the $
One word, money. One reason Edelbrock did not do a cross flow head is CARB. If one gets creative you could fabricate a new cross flow head out of a couple of Ford or Chevy small block heads. The bore spacing is exactly the same as the Ford and only .020 over the Chevy. The big issue is the ignition system. The intake needs to be on the intake side to keep the pushrods away from the exhaust.
@@mpetersen6 I've looked into this a bit and think that the Australian 351Clevland head would be great with the splayed valves. The bore spacing is correct as is the bolt spacing lengthwise but crosswise the Jeep engine is narrower and one of the end bolts is in an offset position. Some bare undrilled heads, some aluminum welding and some machine work should be all you need.
@@jamesford2942
Others have done thought exercises on this too. Somebody may have even tried it but either it didn't work or it was beyond d their skill level. If somebody could put LS heads on a Ford inline 6 you should be able to do this. The Ford 240/300 has a BC of 4.480. The 144/170/200/250 is 4.08. Too bad the Barra isn't based on the same BC as the Windsor or Cleveland. That would be the way to go. On one of the Jeep sites there was an image of a cad drawing that showed the head bolt position of the Ford and Chevy Small Blocks. I wonder if it would be practical to bore out the whole cylinder wall and install sleeves that are then welded or silver soldered in place. The 4.0 block has a pretty high nickel content iirc* so welding should be easier. Re-deck the block and straighten the main bearing bores out. Incidentally the cam bearing were installed prior to the finish bore of the main bearing bores. The mains and cam bearings were bore at the same time to maintain parallelism and center distance.
*The nickel content may have been really high initially. The early blocks on some machining stations the chips would come off blue. Not something you normally see with cast iron.
@@mpetersen6 I have gone as far as buying head gaskets and laying them over each other to determine the difference. I have a 4.0 a 258 Jeep engine and many Ford small block heads. Maybe a set of unfinished Edelbrock Cleveland heads would be a starting place.
With a little flow bench time the Cannon would be way better. Send it to Larry Meaux or Dave Visner to pick up the low speed flow numbers and then you will be totally amazed. This is by far the best engine channel on CZcams. The 4.0 is a piece of art and I hope you guys continue to bring the heat. Thanks
Could this work on a ford 300
Would be interesting to see.
Here my out. I want to see if anyone could use a v12 ls head on a 6 to make a crossflow
@Ragingbull340 the bore space is like. 05ish off
One of the coolest build Jeep motors Ive ever seen it need to be in not just one set up it needs to go to a different classes and really show its true calling thanks guys all of you worked really hard on this and I love it
More non v8 content 😁
manitoublack and the team: Im a total devotee to the Dorton families approach to great ignition and fue delivery. It fazes and amazes me how guys split the dual synch system standard with any 1986 onwards Sequential F brand TFi and call it progress, though!. Anyway, I've seen a seprate crank sensor for advance, cam phaser sensor for sequential solution on a Holley HP turbo 200 SEFi Ford. As long as you have two square wave forms, your in Fing orbit Buzz Lightyear! Lookes like a Bernstien sensor like Ive used. Very easy to blow up if misswired, but boy it makes great squarewaves which will allways be picked up. The Holley HP system is particular in that it "demands" two great signals if deciding to go full sequential, and doesnt deal well with Fords Spout out or 36-1 or 62-2 combined signals. When split signals arrive, it then delivers most excellent base mapping. Any Mopar guys from Australia...your 265 cubic inch D series Hemi builds will love this stuff. Not many will know, but our stock race E49s were making 295 hp net at 5300 rpm on Kiwi Leo Lenards dyno back in 1972, a constant of 265 cubes x 5300 rpm / 295 hp net, or 4761. It say another 50 hp net would be found with the increased cylinder pressure on a 265 Hemi if you used this management system. On this Jeep, its cal is : 280 cid x 6200 rpm / 395 gross hp. It's a constant of 4400. Constants like that are hard to get on non cross flow heads, which behave just like restrictor plate engines. Keith and his son understand thosd engines more than anyone on earth. David Vizard did it in 1985 with one Weber 48 on a 1400 cc engine, a constant of 4449 on a siamese port, three bearing non cross flow engine. If I recall. In a similar way Richard Holdener got it down to 3918 on one of his 5.1 liter Holley Hi Ram destroked LS 6.0 engine builds, 310 cubes times 8000 rpm/ 633 hp gross although even NASCAR engines are down to 3650 now. Gotta say...great work
The other issue with the "cannon" is intake velocity will prefer the anterior pistions and valves while starving those in the rear. The original manifold intake position mitigated this more by its placement and airflow intake angle.
Likely another reason why the power gains didnt translate over as well to the HP band, particularly at higher rpm and subsequent air intake velocity.
I paraphrased the same thing in another way 🤣
"We Double The Horsepower"
On a stock crank...Hmmmm
Very cool video,loved it.
I cant watch these videos when some is just reeling off technical information, but this is showing everything with clear explanations. Awesome thankyou,m
Man i really wanted to see that custom header get a pull too! I was impressed how well the stock style intake mani performed against the custom cannon. They look so ineffecient in appearance. I also really really wanna see what an upgrade from the flat tappet and a double valve spring install coulda done for high rpm power production, u can see the curve still wants to climb up top before cutoff at 6200rpm. Impressive stuff guys, now get all this custom one off stuff into production so the jeep market can enjoy them. Theres huge potential for sales here guys! Keep it up!
Host is great. So is the filming.
Thanks!
these engines are freaks,i have built it's australian cousin the hemi 6 many times,was a V8 beater right out the factory door and chrysler australia fitted 4 barrels to slant 6 and triple webbers to hemi 6,they were making 400 hp in 1972!!!!!!!!!
Go to Argentina and check their Turismo Carretera engines, or search for them in CZcams. Dry dump, crank trigger ignition, even have a 24 valve head developed for the Jeep, Ford, and Chevy 250 straight 6. Before they went to the 24v the engines were around 290-315hp at 9000rpm, from a 3 liter Jeep Cherokee engine. Displacement is reduced from 4 to 3 liters by racing rules.
Ok, 400hp na on a straight 6!!! C'mon 🤤🤤🤤 this is the stuff dreams are made of!!👍👍 I want to see more of this build please. Especially with those custom headers and a turbo!!! 😀😀😀
Its on a stand..i bet its no more then 300hp on the dyno.it weights a ton and do you see how slow it revs...definatly slow..made to pull or climb.
@@upnorthviking823 yes I know it's on a stand and that doesn't translate to WHP and that it's made for torque based application. It probably cost more than most regular builds too. But I still think it's cool. I've seen 1000+ LS and Ford v8 builds. I just find these "other" builds fascinating.
These dudes that know motors on this level blow my mind .
Awesome,...Im on my second jeep 4.0 pretty bullet proof ...Its Great to see some performance from this engine,...I know they are sleepers,... Need one for my Cherokee....400 hp....is phenomenal for that 6 cyc.
Looks like she wanted to rev even higher! Solid work!
Its already incredible on the power it makes, but dude...a turbo on that sucker is gonna make some serious power.
Amazing! I’ve always respected the Jeep motor for its nearly bulletproof track record.
Definitely earmarked for the dream TJ build, though it may stay only a dream. Finances permitting I'd have one of these built. Checked his website and glad to see Jeep packages available, and the daily reliability is nice to hear about.
226@0.50 is pretty small for a solid cam but im no expert on jeep 6's.
i would try a header change to try and fix that torque dip as i suspect you need to try a longer primary length.
awesome results !
This is great! We need innovative people in this industry.
Raise the floors of the intake ports a bit so that you get rid of the Dead air, that will cost you horsepower and a lot of early torque. I think you're leaving at least 50 on the table of each with the large ports you need to get those ports tuned to the airflow velocity. It is hard to get that velocity back up and running once it slows down a little bit trying to make that turn.
On that Cannon intake, put some short velocity stacks on the intake ends of those Stacks inside that tube. You're losing probably 8 to 12% airflow just trying to make that tight turn coming into each stack and they don't cross bleed very easily.
Not bad for an engine which made its debut in the 1963 Rambler at 232 CID, and got only incremental tweaks over the decades. Those AMC engineers may have lacked funding, but they sure didn't lack smarts!
Love it! ❤️
As a Mainland Chinese, stoked to know Jeep is now owned in part by Dongfeng of China 🇨🇳 #MadeInChina2025 #BeltAndRoad #BeijingOlympics2022 #OccupyMars2024
That's really taking that old engine design to college. Nobody wants to see another small block swap when this is possible. Liked and subbed!
Thanks!
Love this channel. I got a 258 4.2 with a 4.0 head. Clifford intake and headers. Been thinking about boosting
Thanks!