I think you are the first to admit this (at least the first I have seen) which I commend you for because its very hard for me to believe that a relatively new kit could be as mature as something that has been on the market for 3+ years (regardless of what a vendor says).
Could you ellaborate on some of your observations on what is still lacking from the LS Swap?
I am not trying to call to anyone out although I am sure it will come off as such.
Not at all. I for one welcome the questions, if that's ok. While our kit has evolved rapidly, we continue to improve it. Integrating the LS into a JK with maximum functionality does require a different approach than a Hemi, but the results are amazing. I just got back from Moab with two LS JK's and the response was overwhelming. I'll save Moab for another time.
BTW we have had LS JK's on the road for over two years with tens of thousands of miles of testing. We now have LS JK's running around all over this country, in Dubai and Australia.
MY observations - With the LS.
No suspension mods needed if running an all aluminum engine.
No firewall mods required.
No steering shaft relocation required.
No battery relocation or removal of shields.
All stock JK accessories reused.
Stock JK radiator good with 5.3.
No cold air hood required.
Some additional steps with the LS:
Need to remove console and replace shifter with MoTech shifter.
If running the BCM package with electronic shifting and cruise control you need to remove steering column covers, connect a half dozen wires, replace CC switch and mount BCM.
Our new power distribution center PDC requires you to connect two wires into the harness, one wire to the battery and a ground. We actually updated this from an earlier set up to bypass the Jeep TIPM. With our new PDC the TIPM can melt, the NGC ECM can fail, the can bus can stop and the LS will continue to run. This is a BIG advantage to the serious off road guys.
You need to replace the Jeep accelerator pedal with a GM pedal we supply.
You need to route a few wiring harnesses into the cab to support the DLC, PRNDL, CC, BCM, etc.
You need to modify two Jeep harnesses with our instructions; or, send them to us and we will do it no charge.
Need to install our transfer case adapter if running the Jeep TC. This requires replacing the front input gear in the TC.
I may be missing something but that's the majority of it. I have had customers tell me their first swap took longer than a Hemi and the second swap took less time than the Hemi due to the steep learning curve.
Our newer kits are more plug and play than the earlier ones and we now have the ability to remove all the redundant hardware, such as sensors. We are sticking with some hardware interfaces until the electronic replacements are proven in the field, either way these interfaces will not affect the reliability of the LS to run in a stand alone mode.
Were hoping to offer a complete plug and play harness soon, including the Jeep harnesses. At this time modification of the Jeep harnesses is simple and keeps the costs down. The LS harness is all new with Delphi connectors.
We now offer several bolt on exhaust systems including several levels of sound and CA compliant.
Other than the weld in engine frame mounts there is no other cutting or welding except to drill one 1 1/2" hole for a harness.
Were doing our best to simplify this swap, each new batch of kits get refinements and updates.
We are now testing the 2012 "bump shift" shifter with our own SLP (shift lever position sensor). I was hoping to get one of these to Brad for his first swap but we are still waiting for the boards to be made, so he will get the early shifter.
And like everything else each swap has it's advantages and disadvantages. I will try to be as objective as I can with my answers even if the Hemi or SC has the advantage, so I welcome questions. I also understand the importance to get feedback from a unbiased customer so I will not be an overbearing vendor.
So Brad I hope it's OK I post in your thread?