Originally Posted by RiverCityOffroad
Thanks for the reply Robbie.
Is the Gen V kit going to be as simple on a 3.8 equipped Jeep as it is on the 3.6 equipped Jeeps that you're working on now? Will it even be an option on the older Jeep?
Yes. The way it is looking now the Gen V swap will be easier than the Gen IV swap in all JK's. The JK in the video is an early JK, I think an 07'. Yes we will support the Gen V in a kit or in house. We already have the hardware done, frame mounts, PS pump mount.... We only have to road test the cruise and tapshift before we offer the kit for sale, it will support 2007-15* Wranglers. One nice thing about our bridge is that it is fully programmable. So going from a TJ, to an early JK, to a late JK, or from a Gen III, to a Gen IV to a Gen V engine simply means programming the firmware in our module for the inputs and outputs, it does the rest.
Another nice thing is the trucks now have the 5.3 L83 and the 6.2 L86, and the architecture is identical from what I can see. So this makes offering a kit simple. TBH as much bottom end power this L86 has I think the L83 5.3 is looking very promising. GM even has the smaller 4.3 baby LS now I feel due to the improvements.The Gen IV 5.3 is a great engine in a light JK, but in a heavy JK it was not the best choice. Now with high compression, Direct Injection, and very importantly Continuous VVT the 5.3 may be a good choice for a heavy JK. I always felt the early 5.3's without VVT(LH6, LY5) ran better than the VVT 5.3's. the non-VVT engines run higher compression for higher cylinder pressures. By adding VVT the compression is lower so you do not build up too much cylinder pressure when the cam is advanced. The upside to this is when you rev it up into the higher rpm ranges the cam phases and you get your cylinder pressure back and a burst of power. The downside to this is you are running lower compression at the lower rpm's. I have two LH6 5.3 non-VVT powered vehicles(Toyota nad a JK) and they run great. Now the Gen V 5.3 not only has high compression and VVT but it has CVVT. This means the ECM can control cylinder pressure throughout the rpm range. This will mean good low end torque, good high rpm operation and everything in-between. There will be no more discrete cam phasing with it's compromise, the ECM will give as much cylinder pressure as the load demands.
On the flip side is cylinder deactivation. Call it MDS, AFM, DOD or whatever it is technology that reduces pumping losses at part throttle. So when your Gen V engine is not under a load it effectively reduces it's displacement in half. It actually works in a light vehicle. I have AFM active on both my LH6's because they are light vehicles. With AFM active our 2008 JKU get about 20 mpg on the highway. Under light throttle you feel it kick in and watch the mpg number jump up. I will say AFM is next to useless on a heavy JK, just turn it off IMO. In the video you may not have noticed but the Gen V was a 4 cylinder when Mitch was at light throttle, and it instantly became a V8 when he got on it.
BTW Don my off-road testing comes next, hopefully later this week. Don't worry no off-road burnouts
Actually as we discussed I want to thoroughly test this Gen V swap so it is bulletproof. No overheating or any other issues. You have a relatively heavy 4 door JK, it's black and it's hot out here. I'm going to take it to 8,000 feet and crawl it with the AC on high in 4WD low. We will see how the cooling system does; the Pentstar fan with our new dual pass radiator have proven very effective. I want to see cool temps, not even 235-40*. The LS can easily run at 240* and does not overheat until 250* but with this high compression Direct Injected engine running on regular gas I want to go beyond what is required.
I'm happy to say we had a JK or two on the Rubicon this year with our new cooling system installed. One of the Currie guys told me it was one of the few V8 JK's that went the entire distance with zero cooling issues. Gauge never moved off the half mark and the AC was run the entire trail. I'm told it was over 100* on some parts of the run.