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post #1 of 167 Old 12-20-2013, 09:49 PM Thread Starter
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who has a v8?

How many of us are running v8, s here? Thought it would be fun to start a thread for v8 powered jk, s. Tell us what ya got! I'll start 6.2 ls3 430 hp. Installed at motech.

2010 rubicon. 3.5 rk lift. 37,s. 6.2 Ls3.
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post #2 of 167 Old 12-20-2013, 11:07 PM
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5.3 LC9 should be about 320/330 hp/tq. Work by Daryl @ BCC here in Vancouver/Abbotsford using a combo of Motech's last rendition and the newest version. 95% complete.
Stock rear with 5.38's and Rebel's alpha 1 rotors.
RCV's Sleeved/gusseted with Teraflex big brake kit.
We are in the process of transitioning from wannabe rock crawlers to a camping/exploring type set up.
I expect to see some sort of axle change in our future.
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post #3 of 167 Old 12-21-2013, 07:49 AM
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How about list avarage mpg's your getting to


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post #4 of 167 Old 12-21-2013, 09:00 AM Thread Starter
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I prefer to run with low gears but it hurts my gas mileage , I'm running 37, s full armor, 538 gears and at 75 to 80 mph on winter gas I'm getting 17 mpg.

2010 rubicon. 3.5 rk lift. 37,s. 6.2 Ls3.
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post #5 of 167 Old 12-21-2013, 11:15 AM
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6.4 Hemi, 500 HP. Installed by AEV.
4.10 gears with 35s, and I typically get 14 to 17 mpg.

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post #6 of 167 Old 12-21-2013, 12:48 PM
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I got a 2012 5.3 LC9/6L80 AFM shut off with 4:88's and 35's. Did the conversion myself with the Motech kit and lot's of calls to Robbie. Can't stay off the gas to figure out my MPG but even driving like an ass I get the same as the old 3.8.

Sean
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post #7 of 167 Old 12-21-2013, 01:04 PM Thread Starter
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Great group of jeeps here, there must be more of us keep em comming!

2010 rubicon. 3.5 rk lift. 37,s. 6.2 Ls3.
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post #8 of 167 Old 12-21-2013, 02:50 PM
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383 stroker , 11 to 1 compression , full racing internals , 550 ponies . It is just not in a JK !It's my old wagon !
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post #9 of 167 Old 12-21-2013, 08:58 PM
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man i wish i could join the v8 club soon.
Ive had my JKU for a week and the lack of power is killing me. It doesnt help that my other ride is a modified Mustang GT.
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post #10 of 167 Old 12-22-2013, 08:38 AM
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5.3L in '89 YJ
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post #11 of 167 Old 12-22-2013, 09:10 AM Thread Starter
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My 6.2

2010 rubicon. 3.5 rk lift. 37,s. 6.2 Ls3.

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post #12 of 167 Old 12-22-2013, 09:56 AM
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Here is our shop Jeep 2008 Jeep JK with a 6.2L/6L80 (512HP), this is a kit we build. I have been testing this Jeep for about a year now. This Jeep has a york air compressor, Premier Power Welder and is running GM accessories and GM cruise, we are keeping our GM engine all GM in a Jeep.

We have been working on a Shaft so we can reuse the RUBICON t case, we will be releasing it next year with our new kit we have been working on.

We will never forget the Hemi Jeeps, they are getting better and better, we are picking up more and more power and we can tune them now!
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post #13 of 167 Old 12-22-2013, 10:04 AM
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What are you doing to your 6.2 to get 512hp out of it?

Andy
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post #14 of 167 Old 12-22-2013, 10:46 AM
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You're going to make it so we can keep the Rubicon case? When I called MoTech a few months back they said a major reason for going to a standard JK t-case is because the 4:1 case won't hold up to the V8. Is this not so?

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post #15 of 167 Old 12-22-2013, 11:07 AM
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Quote:
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My 6.2
That's sexy!!!
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post #16 of 167 Old 12-22-2013, 11:13 AM
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Quote:
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You're going to make it so we can keep the Rubicon case? When I called MoTech a few months back they said a major reason for going to a standard JK t-case is because the 4:1 case won't hold up to the V8. Is this not so?
We have some Hemi engines putting out over 600HP with a Rubicon T Case, 392 with a super charger.
Not So, the resin was because of the input shaft, that is why most guys go with the non Rubicon case and change out the shaft. So the non Rubicon case holds up (241). The Rock Trac Rubicon T Case 241 will hold up great and you will have the lower gears. Much better T Case i think, you could brake anything, but if the 241 is holding up so should the Rock Trac. Only time will tell, we all are GuineaPigs!
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post #17 of 167 Old 12-22-2013, 11:18 AM
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Quote:
Originally Posted by DOOKEY View Post
What are you doing to your 6.2 to get 512hp out of it?
We did a Cam shaft, head work and tuning. This was on a engine Dyno! We are now going to try a different toque convertor in the trans next.

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post #18 of 167 Old 12-22-2013, 02:13 PM
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Quote:
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We did a Cam shaft, head work and tuning. This was on a engine Dyno! We are now going to try a different toque convertor in the trans next.
I'm at that point where I want some more juice from my 6.2

Andy
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post #19 of 167 Old 12-22-2013, 02:23 PM
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Quote:
Originally Posted by jss View Post
We have some Hemi engines putting out over 600HP with a Rubicon T Case, 392 with a super charger.
Not So, the resin was because of the input shaft, that is why most guys go with the non Rubicon case and change out the shaft. So the non Rubicon case holds up (241). The Rock Trac Rubicon T Case 241 will hold up great and you will have the lower gears. Much better T Case i think, you could brake anything, but if the 241 is holding up so should the Rock Trac. Only time will tell, we all are GuineaPigs!
That's good to hear. It should save me selling my Rubi case and trying to buy a non-Rubi case.

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post #20 of 167 Old 12-22-2013, 02:24 PM
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Quote:
Originally Posted by DOOKEY View Post
I'm at that point where I want some more juice from my 6.2
Did you get your Jeep together?
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post #21 of 167 Old 12-22-2013, 02:29 PM
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Did you get your Jeep together?
Yes. It is driving and tap shifting.

Andy
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post #22 of 167 Old 12-22-2013, 02:30 PM
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GM uses a large output shaft on the 6l80, TH400 and 4l80 to handle the torque of HD applications. GM beefed up the 241C for the larger front input planetary on HD applications for these transmissions, this is why we can swap it into the 241J.

The 4:1 OR runs a small input front planetary. Necking down a 6l80 output shaft is risky business. Besides the precision required to turn down the diameter and respline it plus heat treating is critical. You end up with a small diameter output shaft which we have already seen several break in the 4l60's. You can run a 4l60, 65, 70 with the OR.

In addition a 4:1 low ratio combined with the 6l80 is great for crawling but can be too low for mud, snow and sand, your in 6th gear by 5 mph and there is not an appropriate range for general off roading.

I have worked with Novak and Advance Adapters regarding this and we all agree the current set up works great.

A solution would be to make an OR front planetary input gear for the large output shaft, it will be expensive up front but the best solution.




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post #23 of 167 Old 12-22-2013, 02:35 PM
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I'm running a supercharged 6.1 Hemi. 600 HP. Arrington Heads, camshaft, and pistons, other stuff... I honestly only get about 11 mpg with 35's and 4.10's. Lots of idle/warm up time. Cold around here. Seems to get about 14 mpg straight highway.
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post #24 of 167 Old 12-22-2013, 03:50 PM
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Quote:
Originally Posted by MoTech View Post
GM uses a large output shaft on the 6l80, TH400 and 4l80 to handle the torque of HD applications. GM beefed up the 241C for the larger front input planetary on HD applications for these transmissions, this is why we can swap it into the 241J.

The 4:1 OR runs a small input front planetary. Necking down a 6l80 output shaft is risky business. Besides the precision required to turn down the diameter and respline it plus heat treating is critical. You end up with a small diameter output shaft which we have already seen several break in the 4l60's. You can run a 4l60, 65, 70 with the OR.

In addition a 4:1 low ratio combined with the 6l80 is great for crawling but can be too low for mud, snow and sand, your in 6th gear by 5 mph and there is not an appropriate range for general off roading.

I have worked with Novak and Advance Adapters regarding this and we all agree the current set up works great.

A solution would be to make an OR front planetary input gear for the large output shaft, it will be expensive up front but the best solution.




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Interesting information.

I wouldn't mind running a 4L80 but you guys said that you no longer offer that part of the conversion. When I contacted you it was said that the 6L80 was the only supported transmission to keep full integration with your kit.

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post #25 of 167 Old 12-22-2013, 04:16 PM
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The 4 speed installs require a different harness with an external TCM, it's a little messy compared to the 6l80. The 6l80 is strong has a 4:1 low, 2 overdrives, is shorter and low friction, so why the 4 speed?

Remember the 42RLE has a 2.8:1 first so...

2.8x4.0=11.2 overall ratio.

A 6l80 with a 241J. ..

2.72x4.0=10.88

So were pretty close to the same crawl ratio as a stock Rubicon. Add more firing pulses per revolution and more compression braking of the V8 and a 6.2 will almost bring a JK to a stop in 4 low locked in first.

On steep declines seems you never have enough gear but every where else lower than a 3:1 TC can be annoying.

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