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Old 06-30-2018, 01:04 PM
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Dodge Magnum V8 Swap into a 95 YJ

If anyone was following my build thread or happened to catch the post, I've decided to go the V8 route with my YJ. There are a few reasons that pushed me over to the V8 side, vs. the 4.6/4.7 stroker I was planning on.

First, I just couldn't find a good spare 4.0L block at a reasonable price. Some people are getting $500+ for a solid running 4.0L! Second, I couldn't find a good 4.2L crank or block either. Prices would make one believe that there is a abundantly high level of precious metal in the blocks. With the shortage of 4.0/4.2 parts at honest prices, I began to turn towards other options. A local guy was selling a supercharger kit from a 96' TJ and there are alway a few turbo kits available. But, at the end of the day was hearing a V8 TJ again that made me go - yeah, I need one of those

This naturally leads to "what engine"? The various generations of GM engines are common, almost too common IMO. As a result, even mid-90's TBI engines are going for $600-800 with 150k+ miles. With the popularity of LS conversions, LS 5.3's are also inching toward the $1000 mark for an engine that's been heavily used as well. Although rebuilding any GM is relatively cheap, then I have to figure out what to do in regards to transmissions. Do I switch to a 700R4 or newer model? The 700R4 has a terrible OD and robs gobs of HP compared to later options. The 4L80E is stronger and with a more desirable ratio set, but is bigger and I'd have to plan on making that work with my NP231J (such as a C/J hybrid case) or go full nuts and go Atlas.

Some people opt for a Ford V8, especially those from the Explorers. They are cheap (I can get a 90's Explorer for $800-900 for the whole truck and can part out everything, plus the F8.8 rear too!) and abundant, plus they work well with the Jeep fuel system. However, the Ford transmissions are even more clunky and less desirable than any GM transmission and mating them with a Jeep transmission requires some work...

So I decided to look at a Mopar engine. Although they have their quirks and aren't known for making anything near LS-power, they have a lot of advantages for a Jeep swap. They're cheap, generally reliable, readily available, have ECU's that literally bolt into place of a YJ ECU, and can be made reasonably powerful with some basic upgrades. With that in mind, I kept my eye out for one. Enter my favorite search engine - Craiglist - and before I knew it, I was making arrangements to pick up a 1995 5.2L Dodge Magnum from a Ram 1500.

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The gentleman selling the engine offered to sell me the entire front clip - and I mean entire front clip, sans the body panels! He simply cut the frame horns off just behind the firewall and as a result, had everything I needed for the swap - harness, ECU, all accessories, etc. Originally he was asking $150 just for the engine itself, but we worked out a deal and for $200, I walked out with everything, including a spare PDC and harness from another 95 Ram and even the airbox and related parts...

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Before heading home, we burned up a large bottle of Super Clean and hit the power washer. Once we got it home, I unbolted the engine from the crossmembers and picked it out of the trailer.

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My son (Leo) and I got to work securing the engine to the stand (another $35 Craigslist score!) with new Grade 8 hardware.

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After a few hours of labeling and unclipping harness connectors, the engine is stripped and ready for mechanical tear down...

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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 06-30-2018, 02:46 PM   #2
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I don't know if I agree that the Magnum doesn't produce a lot of power. A stock Magnum compared to a built LS maybe, but how much power do you need for four wheeling over a 4.2 or a 4.0 six cylinder?

I was in upstate New York last week and my rental was a 2018 Hemi Charger. I could have got into a lot of trouble if my wife wasn't with me. As it was, I was only in trouble with Mrs. Lucky. (Couple power slides and an unintentional drift)
I told Mrs. Lucky that I'm going to start looking for a rollover at the salvage distribution pool. She didn't say HELL NO or even plain NO. I could take that as a yes, but I already have a 4.2 under construction. Unless I get a smoking deal on a complete wreck, I expect I'll continue with rebuilding the 4.2.

Make sure that you and Leo keep posting progress pics. What a great father & son project!

I bet pc1p is gonna really enjoy building and driving a Hemi Jeep.

Good Luck, L.M.
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Old 06-30-2018, 02:51 PM
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Well just to be clear, this is a pre-Hemi Magnum engine, so no slouch especially with a good cam and tune/PCM, but certainly not pushing factory Hemi numbers...

I’m looking for a solid ~320-hp/365-ft-lb, which should be easily obtainable and more than enough for a ~3200 lb YJ!
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 06-30-2018, 08:02 PM   #4
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I'll be keeping my eyes on this. I have a high output 5.9 360 on the engine stand in my shop now. I'm still a little iffy on the wiring. So hopefully I can learn from reading your build.
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Old 07-02-2018, 10:19 AM
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I'll be keeping my eyes on this. I have a high output 5.9 360 on the engine stand in my shop now. I'm still a little iffy on the wiring. So hopefully I can learn from reading your build.
Interesting you say that...

I got the exhaust manifolds pulled off and was able to wire brush and check the numbers. Turns out, this is a 1995 5.9L!

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It didn't click as I was tearing the block apart, but the big chunk of scalloped metal on the crank damper is a dead giveaway of an externally balanced engine (and thus a 5.9L)...

I messaged the guy I bought it from and he had two engines for sale. He mixed up which engine came from which truck and thought he was selling me the 5.2L from his other '95 Ram 1500 and neither of us bothered to check the block casting! He was asking a bit more $$ for the 5.9L - it was stripped of accessories and no harness, but had less miles and ran strong (the truck blew the trans). I settled for the 5.2L, or so I thought, because it was complete with harness and ECU.

So, at the end of it all, I have a bigger engine, with less miles, complete with all parts and accessories... I'm not a religious man, but I have to imagine that if there is a god up there, he is a Jeep guy!

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With that, the plan hasn't changed at all - moderate rebuild with torque and reliability as #1 and #2 priorities.

My tentative build sheet/plan includes:
- Have the block completely cleaned, fluxed and checked out

- Rebuild, pistons bored if needed, near stock compression but possibly slightly higher with decking as needed or able (targeting 9.2:1 or lower as this seems to be the sweet spot for pump-gas friendly 5.9L's)

- Hughes SER9703ALN-14 roller magnum cam and double-roller chain - This cam is referred to as the "steamroller" cam. Real-world dyno #'s show +23hp/35ft-lbs at 2000 RPM and +25hp/40ft-lbs at peak numbers at the wheels, all on factory heads and intake! With about .507"/.517" of lift and a 197/203, it should work well for a street and trail Jeep but really open up the lungs of this engine.

- Up in the air on the cylinder heads. The 5.9L heads are known to crack and although this engine reportedly ran well, who knows what I'll find when I get in there. That being said, cleaning the heads, opening up the spring cuts, etc. plus new valve seats, valves, etc will run $500-600. I can buy a set of Hughes EQ heads ready to bolt in for $1200 and if my old heads are in good shape, I can get ~$200 for the set. IMO, the ~$400 difference is worth the ease and convenience of just ordering a set when I get my cam, plus they don't need to be blended and have bronze valve guides already.

- The factory "kegger" intake will be retained as this producing great power under 4500 RPM, though it can be opened up a bit and is generally good for some extra low end grunt. Additionally, I'll take my time to do a proper plenum gasket repair and to prevent future issues.

Some things to figure out...
- My OBD-I engine has EGR. A lot of people suggest OBD-II conversion since it eliminates the EGR, but I have heard that the non-EGR engines suffer from detonation a bit at higher ambient temperatures (I actually had that issue with my 99 Ram 1500 Sport with 5.9L a number of years ago). I'll need to figure out how to make the EGR work with aftermarket headers...

- Speaking of headers, there aren't many options that are EGR/SMOG friendly. There are a handful of shorty SMOG designs for pick-up trucks. The problem then becomes exhaust interference. The truck manifolds put the exhaust out the rear and that tends to hit things on the Jeep, such as the starter (since I'm flipping that over to the other side with my AX15), or the driveshaft/steering shaft. Doug Thorley makes a very nice set of long-tube headers for a 5.2L Jeep Grand Cherokee which "should" work but I'll need to research that some more. They're pricey (around $800) but are ceramic coated and include the y-pipe. If they clear the starter and shafts, this is probably the route I'll go. If not, I'll probably go with a carbon steel set of center dump block huggers and weld in an ERG tube.
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-02-2018, 10:47 AM   #6
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Go get the 5.2 also n use the heads from it
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Old 07-02-2018, 08:06 PM   #7
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Nice score!
I love it when things work out just right.
I hear the EQ heads are the way to go from everything I've read.
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Old 07-11-2018, 12:36 AM
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Working on the harness and verifying that the fuse box harness has the correct ends (it came from a different Ram)...

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I have been toying with the idea of converting to a 46RH transmission. The 0.69 overdrive ratio isn't the best for the 4.88 gears I have now, but would allow deeper axle gearing (5.38's perhaps). There are some advantages to the 46RH/A518 - It will work with the current harness and PCM I have, I won't have to find a Dakota bellhousing (which are pricier than expected!), I won't have to deal with mixing and matching clutches and flywheels, and it can handle good horsepower with upgrades.

Nothing set in stone as of right now, but I'm exploring the option
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Old 07-11-2018, 05:09 AM   #9
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W a v8 your 4.88's would be more than enough w the steeper od....
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Old 07-11-2018, 11:37 PM
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W a v8 your 4.88's would be more than enough w the steeper od....
Steeper would be great but the 46RH has a higher OD (lower numerically, 0.69 vs 0.789 of the AX15)... the 10% increase in OD, plus a modest 2.45:1 first gear ratio and heavy tires often lead to issues with the 46RH/518s. Ill up the governor pressure a bit if I decide to go that route (actually did a 518 swap on a 440 big block some years ago) but Id like to keep the crawl ratio as high as possible to keep the pump flowing enough to keep it cool.

Choices, choices!
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Old 07-12-2018, 05:00 AM   #11
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Steeper Higher Numerically lower...... all the same....

You hadn't mentioned crawl ratio or 1st gear and neither did I.... we were just talking OD.....
I'm saying the V8 will have no problem w OD turning lower rpm's.....

Crawl ratio is a whole other can o worms tho
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Old 07-12-2018, 07:30 AM
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I'm saying the V8 will have no problem w OD turning lower rpm's.....
Let's hope so!

I went digging through my external HDD for a trip down memory lane...
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With ~32" tires, 4.10 gears, a +400hp big block, and a beefy A518, my old D200 felt like it could have used a bit more gearing! Perhaps the lower weight and modern engine will help...
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Old 07-12-2018, 08:19 AM   #13
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Wow.... yep.... I did a swap for a buddy 20 yrs ago.... took the 440 out of my 78 dodge champion motorhome n put it and a 727 in the frame from my 78 ramcharger frame... then swapped on his 84 ramcharger body.... iirc I only charged him $1000 for the frame engine and my labor #charity job
The thing was a beast.... he was a dope tho... I shoulda built it for myself instead.
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TJ dash speakers that actually rock! Kicker sub and amp in center console
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Old 07-12-2018, 10:29 AM   #14
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Oooh pc1p I'll be watching this one! Maybe when it's all done I'll make a trip up to Phoenix and check it all out. I've got a buddy of mine with a 95 YJ that's been wanting to do this swap with the AX15, which I would keep if you could.

Just my .02!
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Old 07-13-2018, 10:43 AM
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Oooh pc1p I'll be watching this one! Maybe when it's all done I'll make a trip up to Phoenix and check it all out. I've got a buddy of mine with a 95 YJ that's been wanting to do this swap with the AX15, which I would keep if you could.

Just my .02!
Maybe we can plan a drive down to Tucson when I get her done

I'd like to keep the AX15 and if I had to say I'm leaning one way, that would be where I'm leaning. The AX has some advantages - I already have one and it seems to handle 300-350 ft lbs well. I wish there were OEM quality slave cylinders (my LUK is working well, but even then I hear they're good for 3 years) but generally I think it will be a reliable setup behind a modest V8.

And the simplest reason to leave the AX... I just like having a manual trans! I suppose there is the option of the NV4500, but it's heavy, clunky and has an almost unusable first gear (on the street at least). The YJ isn't a dedicated rock rig and the manual certainly makes sense on long drive at grade in the western Rockies!
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-13-2018, 07:37 PM   #16
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My autozone slave cylinder is over 10 years old now
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97 tj 2.5 5 speed stock... 97 tj 4.0 5 speed stock....04 tj 4.0 auto 4" and 33's... 98 tj roller for future build... 94 yj sahara 4.5" RE and 33's... 92 yj chev V8 3/4 ton axles and 38's... Cj5,7,yj,xj,ex mud dragster turned woods buggy

TJ dash speakers that actually rock! Kicker sub and amp in center console
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Old 07-14-2018, 04:16 AM   #17
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Mopar slave is still available here

Funny how the prices are always changing on Mopar parts, a couple years ago when I purchased it was $25 less.
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Old 07-15-2018, 12:17 AM
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Having looked for an original NOS slave from Mopar when mine started to leak, I found that they are non-existent. The current ones offered by Mopar are LUK, in Mopar packaging, with LUK tags. It’s what I got and generally most people say they are happy with them and they last sufficiently long...
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-15-2018, 08:29 AM   #19
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Well pc, I am not sure if you are aware, but running s cooler set of plugs can fix the detonation issue. The recommend set are autolite 3923's. They resolved the pinging on my 01 Ram with the 5.9
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Old 07-15-2018, 11:42 AM
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Well pc, I am not sure if you are aware, but running s cooler set of plugs can fix the detonation issue. The recommend set are autolite 3923's. They resolved the pinging on my 01 Ram with the 5.9
I tried cooler plugs in my 99 5.9L and it helped a bit (though I went with Champions I think). Mopar also offered a spark wire relocation TSB part that helped a bit too (and the local dealer gave it to me for free!). I could still get a bit of ping when getting into the engine a bit uphill, but without causing it to downshift. I tried higher octane gas and that helped some more, but thicker spark wires (8.5mm IIRC) was what did the trick for mine...
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-15-2018, 12:20 PM
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Found some parts I'll be needing and ended up coming into a freebie!

I'm helping a fellow Jeeper rebuild and install an XJ D30HP into their rig b/c he can't find any locally, so I picked up a '96 axle for a reasonable price. I also stopped in because the guy has a bunch of ZJ V8 parts that I wanted to check out. I mentioned that I was putting a 5.9L into my YJ and we got to talking some more. After telling him I was up in the air about what transmission to use, he said that if I needed a core that I could stop by at any time to get one. I asked if he had one on hand and he did...

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Apparently I was doing him a favor since he wouldn't have to drag it to the scrap yard. The stipulation was that I had to take the NP249 attached to it. As usual, before taking anything home I head on over to the car wash and give everything a quick spray down...

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It's a Jeep-style 46RH transmission from a 1994 ZJ Grand Cherokee. Supposedly the forward gears are gone but reverse works well. I'm still leaning towards the AX-15 but it's nice to have a core handy. For those curious, the general difference between the Jeep and Dodge transmissions is the location of the starter - Jeeps are usually passenger side and Dodge's are driver side.

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The big score for me was the intake and fuel system - I gave the guy $40 and he let me pull anything I wanted off the ZJ motor. Aside from the intake, I also grabbed a distributor (which is allegedly shorter than the Ram version but after getting home appears to be the same), dipstick, accessory bracket (allegedly shorter length than the pickup), and power steering pump (supposed to have less interference than the Ram Pump with the Jeep steering shaft). I also grabbed the EGR tube as this was different than the Ram tube and should work well with a set of ZJ Smog-friendly headers.

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You can see here why I needed the ZJ fuel system - the Jeep's use a 2-line return-style fuel system with external regulator. The Ram engine uses a single-line, returnless system. Since I want to keep my fuel system OEM Jeep YJ stuff, this will be perfect and I believe the fuel hoses will clip onto the factory Jeep hard lines...

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1990 Dodge W1ton50 Project
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Old 07-15-2018, 05:16 PM   #22
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Nice score.
Have you started any wiring yet?
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1989 Jeep Wrangler YJ 4.2
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Old 07-15-2018, 06:59 PM
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Nice score.
Have you started any wiring yet?
Not yet, my plan is to get an extra YJ engine harness and use that as my donor. This would let me strip out everything not needed from the firewall outward and I can start matching pairs as needed. How I've done it in the past was to identify and match all the circuits using zip ties and markers, then route the wiring to fit. The wires can be pulled through the zip ties relatively easily (but not so easy that they fall out by themselves) and once they're layed out and happy, I cut/solder/wrap in place. I may even try to find some replacement pins for the harnesses, this way I can simply crimp and repin.
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

1990 Dodge W1ton50 Project
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Old 07-18-2018, 02:01 PM
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46RH vs 46RE vs AX15

Been doing some research and took some measurements to begin picturing the engine and drivetrain in place. I'm still figuring out if I want to go automatic or not, but a few friends have suggested doing so since it will be easier to "add tons and 40's and turn it into a buggy"... they're bad influences!

The 46RH (basically a 727 with an OD unit bolted onto the backside) comes in at a fairly long 31-1/4" in 4x4 form. The AX-15 on the other hand is only 24" (from bellhousing to rear flange) - so around ~7" shorter.

The 5.2/5.9L is 27-1/4" long from bellhousing flange to front of crank pulley. Add in about 3-3/4" for fan length and the overall engine length is 31". This is approximately 3" shorter than a dressed 4.0L.

What does this mean? Well, I can scoot the engine forward a bit (~3") to put the fan exactly where the fan is now, which would bring everything else forward. Doing so would put my rear driveshaft outlet about 4" back from where it currently stands. As it sits now, my YJ's rear shaft is a short 17" from yoke to yoke. I'm getting ready to add a JB Conversions SS SYE, which should lengthen my driveshaft about another 3". Even with the ~20" driveshaft, having to cut out 4" brings me back down to ~16" - quite short!

An alternate would be to run a 46RE, which is 24-7/8", only 7/8" longer than the AX15. This would require either a 96+ Dodge Ram 46RE, which would have the starter on the "wrong" side (i.e. driver's side). It would also require converting to an OBD-II ECM, and subsequently changing out the intake manifold to the OBD-II setup. This does have the advantage of removing the EGR system, which would make finding compatible headers easier, and would allow additional tuning options for power adders. I would need to find an intake and ECM from a 96-97 Dodge Ram, since later models (98+) have different and incompatible ECM's (though the later model transmissions should work fine).

Another alternate, and the ideal candidate IMO, would be to find a 1998 Jeep ZJ (Grand Cherokee) 46RE. This would have the starter on the "Jeep" side (pass side), as well as work with the 96-97 ECM. Not having a EGR would allow the use of center dump block hugger headers, which will easily clear the starter location and provide ample clearance for wiring.

I've also found that new-production AX-15's are "medium duty" rated and are stronger than those offered in Jeeps in the past. A new one runs $1500... so there's that!
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-19-2018, 08:35 PM   #25
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LKQ on ebay has several 1996 Ram computers for sale right now for about $100.

Here's one for a 5.9, so it's for an auto.

https://www.ebay.com/itm/1996-Ram-15...gAAOSwhclbT9j1

Here's one for a 2500, 5.2. Also auto.

https://www.ebay.com/itm/1996-Ram-25...oAAOSw27FbLzKv

I've bought 2 engines from LKQ and was happy with them.

Here's a '97, auto.

https://www.ebay.com/itm/1997-Ram-15...wAAOSwRTtbR5-E
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Old 07-20-2018, 02:00 PM
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LKQ on ebay has several 1996 Ram computers for sale right now for about $100.

Here's one for a 5.9, so it's for an auto.

https://www.ebay.com/itm/1996-Ram-15...gAAOSwhclbT9j1

Here's one for a 2500, 5.2. Also auto.

https://www.ebay.com/itm/1996-Ram-25...oAAOSw27FbLzKv

I've bought 2 engines from LKQ and was happy with them.

Here's a '97, auto.

https://www.ebay.com/itm/1997-Ram-15...wAAOSwRTtbR5-E
I'll be needing more than just a computer - I'll need the ECM, as well as the intake manifold and engine harness to convert to OBD-II. Once it cools down, we have a bunch of Pick-A-Part locations here in the Phoenix area, so I'm sure I'll be able to find one as well as a Dakota bellhousing if I go with the AX-15.

The trans will be more difficult if I go with the Jeep 46RE - I've heard good things from LKQ too, so maybe I'll put in a request for a 1998 5.9 Grand Cherokee transmission...
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-23-2018, 12:18 AM
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We had some strong thunderstorms roll in at around 4:30 in the morning, which meant the dogs were freaking out, which meant they woke me up...

The silver lining here was that the temperatures dropped nicely and there was some good cloud cover, so I hit up my favorite local Jeep parts yard and found a 1996 Grand Cherokee with a 5.2 that was intact and ready for parts picking!

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It took about 2 hours, but I got everything I needed and then some - the fuse box, manifold with all sensors, the ECM (not that I'll use it for my 5.9 but it's nice to use to mock up fitment), engine harness, body harness, all the transmission connectors, all the emissions equipment (purge solenoid and lines, plus connectors) and even the battery temperature sensor. Also got an extra distributor, cam sensor, and air intake hose with throttle body adapter:

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The parts guy is going to pull the engine (it blew a head gasket) and sell the trans and t-case. When the motor is out, I'll head back and pull the exhaust manifolds and y-pipe.

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I also snatched an adapter (Factory PN 53010256AB) to let me run the ZJ power steering pump...

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The ZJ p/s pump put the pump closer to the engine and higher up, which helps clear the frame and steering shaft better.

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However it looks like I'm going to need to figure out the differences in pulleys or accessory spacing. If the Grand Cherokee is closer to the engine than the Ram, it may be a good option to help get some extra room in the front of the engine for the fan to fit.
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95' YJ Build thread | 4.0L 5-spd | RE Extreme 4.5" | Dana 44's | 4.88 gears | Eaton E-Lockers | 35" MTRs | 15 x 8 AR Baja's | 1" Daystar BL | TJ Flares | Adam's driveshafts | NP231HD | JB Super Short SYE | BDO 1" MML | Viair OBA | Warn XD9000i | Hella H4's | 5.9L Swap in-progress

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Old 07-25-2018, 02:15 PM   #28
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This whole idea is full of awesome. Subscribed.
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'94 YJ, 4.0, AX-15, hardtop, full doors, original radio.
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Old 08-03-2018, 08:18 AM   #29
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Can you use some spacers to move the pump out?
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Old 08-04-2018, 11:03 PM
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Can you use some spacers to move the pump out?
That's indeed an option and if it's the best solution with 100% functionality, I'll likely do that (or make a spacer "plate").

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