I remember when the Motech kit first came out it was like $3,800. Unfortunately it appears that the price of their kit will keep going up.

I've found a couple(10+) low mileage 2013 5.3L and trans for around $4,000. I'm sure you can find them even cheaper if you look hard enough.

 

Like most complex products there was a bell shaped curve producing this kit. Designing an install kit for the LS is more complex than a supercharger or Hemi. I have been doing engine swaps for thirty years, I am a licensed emission inspector and diagnostic technition by the state and our company has more ASE Masters than you can shake a stick at. Our initial installer kit was pretty bare bones. It came with mounts, harness and most of the items required to get the LS in and running. Today's kit has evolved quite a bit, air conditioning, cruise control and many other functions have been improved. Integration has been simplified and redundancy has been eliminated.

After many years and a lot of kits we have learned a lot. We are now on the backside of the bell shaped curve. We are making our kit easier to install with fewer parts. At the same time functionality has improved through the use of smart electronics. These electronics are costly to develop and trickle down to the consomer. Keep in mind one of our goals was to keep the LS powertrain independent from the Chrysler can bus for reliability. At the same time we wanted to maintain full functionality of the JK systems.

Our new integrated electronic module eliminates much of the redundant hardware. Our new wiring harness has been improved and is more plug-n-play than before. Installation has been simplified and we are working towards a single LS/ Chrysler harness that will be virtually all plug and play.

Our goal is to get the install as simple as possible. We have no plans to raise the price of the kit. Through the use of electronics we hope to simplyfy the kit and reduce the labor hours to install which will allow the do it yourself or the professional installer to do the swap in less time at a lower cost. We must be realistic though, the kit includes high quality components including a wiring harness with all Delphi connectors, powder-coated brackets, accessory drive with belt, coolant bottle, computers, programming, and many many other components that simply make up the cost of the kit.

The JK with a lightweight, efficient V8 is a dream to drive. At this point in time I firmly believe the GM powertrain is the best choice for the JK. They are affordable, available, powerful, reliable and will run for many many years trouble free. No need to service the blower, just change the oil like it is a work truck. It is and has been my goal for many years to bring the LS swap to a price point that most of us can afford it. I do not feel having to spend $25k or more on a V8 swap is within reach for most of us. We are getting there. What we have in the works right now is not so much to improve functionality but to reduce cost and install time of our kits.

The V8 swap will never be as cost efficient as the supercharger, but I believe the performance gains of the V8 far surpass any power adder you can put on the V6. For those of you who like your JK's and intend to keep them in the long term and demand no compromise performance I believe the V8 is the solution. Many of my customers start with a SC then step up to a V8 so they pay twice. I suggest you drive before you buy. Forums are a great source of information but cannot convey the feeling of being there.




Sent from AutoGuide.com Free App

 

cant just compare horsepower to horsepower, compare power band. How high do you have to rev that supercharger to get the passing power you need? My LS has all the power I need even at 900 rpms. It has all the power I need throughout the driving experience. Normal driving it shifts before 1500 every gear and at a nice cruise at 45 im siting at 900 rpms and doesn't have to downshift to catch up at all or pass.
as far as my engine I picked one up off ebay for 1200 from a 2010 with 83k miles and a local trans from a 2010 Silverado with 52k for 800. So 2k is doable if you keep your eyes open.
to be safe I did tear down the entire engine and rebuilt and cost me about 600 but that was my call and wasn't needed.

 

cant just compare horsepower to horsepower, compare power band.

I agree, a closer comparison would be to compare dyno graph to dyno graph. I'm not a math expert, but I would think the area under the curve would be more representative of seat of the pants "performance" than the peak HP is.

A supercharged 3.8 may have 90% of the peak HP of a V8, but it feels like it has about 50% of the "performance" of a V8, at least by my seat of the pants dynomometer.

 

Couple more things. Good iron 5.3's widt 6l80's can be had from 2009 and newer trucks for $2,000 to $2,500 dollars. They are excellent engines and should not be overlooked. They run on regular gas are very reliable and will run for many many years.

California swaps require a little different approach. We use California CARB certified calibrations. The intake and exhaust systems must meet California regulations. The air intake set up alone runs $400 to $500, it has an EO number associated with it making it legal in California. The exhaust requires California converters and all the other emissions related items associated with that donor vehicle. If your JK is not a California certified JK then it must meet Federal standards.

There is also some additional work to allow all of the monitors to run and complete. With our swap we support all the emissions equipment. That includes a fuel tank pressure sensor, evaperator vent solenoid plus the OE calibration so the fuel system can run in a closed loop condition.

Part of the price of a California swap is for Kolby to take the vehicle to the BAR and have it inspected. This inspection includes an enhanced OBD II test, three gas tailpipe test including NOx testing which requires a Dyno run. Functional testing is also done like the gas cap and converters. This test along with completing all the monitors takes a full day for the guys at LS turnkey.



Sent from AutoGuide.com Free App

 

I see that you are really pushing the 6L80 tranny with the 5.3L or higher. What would be the difference if a 4L60 or 80 was used. I know in my last GMC it had the LQ9 and I am assuming the 4L60e and it ran great with ok gas mileage. I've even contemplated finding that set up and putting in the jeep. anyway just curious as this is a viable option I am looking at.

What does shipping run per mile now, cuz I would have to ship the jeep to you and would fly out to pick it up. It would be just too tempting not to drive it back

 

I'd like to see if a ripp'd 07 would run over 30k miles and still sell it over 30 grand .


Sent from AutoGuide.com Free App

 

If you look at his for sale thread and all the other mods he had, he probably asked about $5-$8k more than he would have with a stock engine.

If he bought the engine and tranny for $3k, the install kit for $6k, paid his buddy in beer and pizza to help with the install, and sold his stock engine and tranny for $2k, he made out well on that upgrade if he got $34k for the jeep.

Sent from AutoGuide.com App

 

I own a RIPP supercharged '09 2 door on 38's and 5.38's. There's no doubt it increases the horsepower and torque numbers. However, I really have to hammer on mine for it to feel stout -- I prefer not to have to do that, and it's why I'm moving to an LS motor next. I've driven Jeeps powered by the 5.7, 6.4, LS3, and both the RIPP on manual (mine) and RIPP on auto (friends). So I have quite a bit of experience with both vehicle setups. At the end of the day, it's just easier/smoother power from the V8. But as Rock Krawler said, you have to pay to play. I still think I would choose the RIPP though if money was a concern whatsoever. I don't need the smooth power of the V8. RIPP's kit delivers power levels that are more than acceptable as long as you are willing to give it the gas that it needs. Also fuel economy is total dog shit on the Hemi from my experience driving it. I can't believe people actually still put Hemi's in their Jeeps if they're going to do a V8.

Current plan is to move to an LS7 (primarily for dry sump which will benefit me in Moab).... probably will adapt the Vortech to it. Wheelies to follow?

 

Also fuel economy is total dog shit on the Hemi from my experience driving it. I can't believe people actually still put Hemi's in their Jeeps if they're going to do a V8.

Current plan is to move to an LS7 (primarily for dry sump which will benefit me in Moab).... probably will adapt the Vortech to it. Wheelies to follow?

I drove a hemi for 3 years. I had about 1,000 people ask me what the gas mileage was. Gas mileage??? I have no clue - its a freaking hemi!!! Who gives a shit about gas mileage! (Just to be clear - I knew it sucked.)

I know people put blowers on LS7s but that motor was not designed for forced induction. It may hold up, it may not. Besides, does it really need it?? I think an LS7 JK would be about damn perfect! (No offense Bluewave!!)

Rumor has it that Fiat is working on a direct injection version of the 3.6L and also working on mating a 8 speed auto to the 3.6L. Would probably be a healthy bump into hp/tq(20hp/20tq??) but imo the trans is the missing link in waking up the JK.

Obviously still not comparable to a V8, but none the less it's an improvement.

I like my 3.6 around town. I hate it in the mountains!! Downshifting to second gear to go up a pass?? Seriously!?!? And then the temps rise like nuts on top of it. (Something my hemi never did!) The 3.6 needs help. DI and more gears would be a step in the right direction. Don't they have it mated to an 8 or 9 speed in other vehicles??

 

Rumor has it that Fiat is working on a direct injection version of the 3.6L and also working on mating a 8 speed auto to the 3.6L. Would probably be a healthy bump into hp/tq(20hp/20tq??) but imo the trans is the missing link in waking up the JK.

Obviously still not comparable to a V8, but none the less it's an improvement.

 

Funny..for a couple years I was always thinking AEV sawp. Now LS pops up and have to consider and evaluate that. Very lately been thinking RIPP but the LS replacement is a new and surprising development. I would definitely want to see some longterm results and analysis on the LS.

 

My hemi was a hoot to drive, wayyyyyy better than the 3.8. That said, the 545rfe trans is adequate AT BEST. The chrysler 5.7 does not wake up until 3500 rpm. Its not the best motor on the planet by any means. A 6.4 is badass ( I have driven a couple) but you are still stuck with the 545. (in today's world of 8 and 9 speed automatics, its a dinosaur!)

I think the LS is the only way I would go if I go V8 again. I hope AEV is working on a blower for the 3.6. I might give that a try, depending on the reviews. If that doesn't pan out, I will probably yank this 3.6 at some point in time. And it will be for an LS. One of the newer DI LS's would be bitchin'.

 

Were hoping to do our first CVVT-DI Gen V LS soon. I'm told the base Vette engine is about 440 hp and gets close to 30 mpg. 7, 8 and 9 speed transmissions work better in small displacement engines or diesels with narrow power bands. With the broad power band of a V8 any more than 6 speeds can be annoying. Chrysler was having some software issues with the 8speed transmissions, they never seem to get it as good as GM.

We just finished up another 430 hp LS3 JKR. The vehicle had a 3.8 SC, now it has an all aluminum Camaro 6.2 with about 450 ft lbs of torque and weighs the same, if not less, than the SC 3.8. It's hard to describe how good it runs with the 6 speed auto; makes that heavy Rubicon feel like a sports car. I try and post a video next week.

 

The Gen III engines cannot support the 6l80 transmission. Our first JK swap was in 2009 and in that year GM started putting the 6l80 in trucks and SUV's across the board. Previously only the high end vehicles like Escalades with 6.2's had them. Trucks with the 6l80 were rated about 2 mpg more than the 4 speeds.

We did a few 4l60/65/70 swaps and they are good transmissions, but the 6l80 is a great transmission. We have since dropped supporting the Gen III engines and 4 speed transmissions. The 6l80 gets the most out of the smaller engines making them perform as well as some larger engines. In a high performance engine like the LS3 the 6l80 can make a 430 hp 6.2 perform like a 470 hp 6.4.

The 6l80 has a 4:1 low first gear and two real overdrives allowing low rpm cruising on the highway but still maintains excellent launch characteristics. The 6l80 is low friction so only a small cooler is required. The 6l80 is a clutch to clutch transmission so shifts can be lightning fast for the track, or the same transmission can be programmed to push around your Grandmother's Cadillac. The 6l80 can easily handle over 800 ft lbs of torque and 5-600 hp is no problem. The 6l80 has many operating modes including a traditional drive gear, sport mode, tap shift mode, hot mode, warm up mode, rpm match shifting and more.

GM Spent millions just on the software for the 6l80 so it is hard to beat. The 6l80 is easily tunable for whatever shift qualities you want. Unlike Chrysler transmissions software to program the 6l80 is abundant.

With the 6l80 your JK drives opposite the Chrysler powertrains. Revs are kept low, very low for mpg and comfort. When you need power and get on it it's not uncommon for a 6l80 to drop 4 gears and allow the LS to scream, its not like any traditional valve bodied transmissions. The 6l80 is a software driven transmission that can be programmed to do whatever you want it to.

I have guy's do the LS swap just to get the 6l80.

Sent from AutoGuide.com Free App

 

Robbie

A single intergated LS/ Jeep wiring harness would be the best thing sincle slice bread.

It will add a lot of value and will take ALL the guess work out and people will be doing in at Home like Hemi AEV Hemi....

Even if it adds extra cost to for additional wiring harness so be it. The end result is best resuts...

 

I prefer their current approach.

Sent from my Galaxy Note 3

 

:shitstorm:

So - on page 6 of this thread we've concluded a very simple thing -

We produce a low cost alternative to a V8 swap, with nearly 3000 very happy clients and few who wish for more - The ones that wish for more are potentially your $25000.00 audience. By our count they have the option of going 6.1/6.4 Hemi, LS and/or Diesel. But the reality is not everyone can throw $20000.00+ into one aspect of their vehicle and in fact can solve that issue with our products. By properly budgeting their $25000.00 they spend the sum total on the entire drivetrain as opposed to just on the engine. An end user can buy axles, suspension, armor and our supercharger for the equivalent of just your parts and labor.

We are in fact NOT an iPhone, we are and have always been the challenger to the iPhone and all its stupendous wonder. The iPhone is indeed the V8 which is stigma for "the best" but in reality there are plenty of good alternatives. In the end we're going to stick producing our system as opposed to arguing with competitors about what they do.

Our position remains the same -

Contemplating a V8? - RIPP asks why?

1. Why spend weeks pulling the frame off your new chassis to put in an old motor
2. Why spend up to $25000.00 to have a shop supply parts and labor
3. Why worry about emission laws and custom exhaust
4. Why spend more at the pump, with our kits you can still use 89 octane and gain some MPG
5. Why add 500 pounds to your Jeep
6. 5.7L HEMI’s only make 270whp & 280ft/lbs of torque

So - you do what you do and we'll do what we do

RIPPTECH

 

:shitstorm:

So - on page 6 of this thread we've concluded a very simple thing -

We produce a low cost alternative to a V8 swap, with nearly 3000 very happy clients and few who wish for more - The ones that wish for more are potentially your $25000.00 audience. By our count they have the option of going 6.1/6.4 Hemi, LS and/or Diesel. But the reality is not everyone can throw $20000.00+ into one aspect of their vehicle and in fact can solve that issue with our products. By properly budgeting their $25000.00 they spend the sum total on the entire drivetrain as opposed to just on the engine. An end user can buy axles, suspension, armor and our supercharger for the equivalent of just your parts and labor.

We are in fact NOT an iPhone, we are and have always been the challenger to the iPhone and all its stupendous wonder. The iPhone is indeed the V8 which is stigma for "the best" but in reality there are plenty of good alternatives. In the end we're going to stick producing our system as opposed to arguing with competitors about what they do.

Our position remains the same -

Contemplating a V8? - RIPP asks why?

1. Why spend weeks pulling the frame off your new chassis to put in an old motor <slightly used engine and different arguably better transmission>
2. Why spend up to $25000.00 to have a shop supply parts and labor
3. Why worry about emission laws and custom exhaust <there are issues with emissions laws?>
4. Why spend more at the pump, with our kits you can still use 89 octane and gain some MPG <with the 5.3 I would still be able to run 87 or 89 and gain some MPG>
5. Why add 500 pounds to your Jeep
6. 5.7L HEMI’s only make 270whp & 280ft/lbs of torque

So - you do what you do and we'll do what we do

RIPPTECH

I think we've (I have) concluded you both make a great kit for similar purposes. And looking at either one from a DIY perspective the $$$ figures wouldn't be that far separated.

Personally if it weren't for the lifetime powertrain warranty that limits my desire to modify, I would opt for a low mileage 5.3 & 6l80 over a supercharger on my 145k mile "old" 3.8 engine.

 

Here's a short peak at a 2010 JKR that was supercharged. Now it has an all aluminum 430 HP LS3, runs awesome. It's as mild as the 3.8 but has tremendous power.

We need to do suspension work to get it to go straight under acceleration. Caster is off, the track bar in front is mounted too low and the track bars are moving causing bump(torque) steer. With 400+ HP it's Mr. Todd's wild ride. Properly set up they go straight as an arrow and can comfortably cruise 1,000 miles in a day at low rpm.

You should check out Roger's website, he has had that Green expedition Jeep across the country several times. It is based in Canada and he came down for some servicing. Roger takes this JK's across remote trails in the US and Canada, he has already traveled across most of the US in this 5.3 Jeep. He went through Death valley last summer with the 5.3. I'll get his website posted when it's up and running. From the deserts in the Southwest to Northern Canada Roger is filming his travels and has documented some great trails.

Will post another video when the suspension is squared away.

Pitbull - YouTube

 

hook up his site

You should check out Roger's website, he has had that Green expedition Jeep across the country several times. It is based in Canada and he came down for some servicing. Roger takes this JK's across remote trails in the US and Canada, he has already traveled across most of the US in this 5.3 Jeep. He went through Death valley last summer with the 5.3. I'll get his website posted when it's up and running. From the deserts in the Southwest to Northern Canada Roger is filming his travels and has documented some great trails.

hook up his site

 

I have zero experience with the supercharged 3.8. But I've got about 5k on my 5.7 VVT Hemi truck motor/6 speed combo in a heavy unlimited D60/80 with 5.38 gears and 40" tires, daily driven Jeep. I commute 45 miles from 8000 ft to 5000 ft and back again. 20 miles is a curvy 2 lane at 55 mph. And 25 miles is interstate at 80-85 mph. I've averaged just over 13.9 mpg over that interval.

The engine, tranny, gear ratio, and tire size are the perfect fit for what amounts to terrific performance on the street, and leave it in first and idle over everything offroad.

Best money I've ever spent on a car mod.

 

https://www.youtube.com/watch?v=mr_94F52kXc&feature=youtube_gdata_player


Sent from AutoGuide.com Free App

 

I enjoy your videos. What lS3 engine is that? Edit. NVM too much alcohol will do that.

Sent from my Galaxy Note 3

 

I'm guessing wrecked camaros are gonna be more plentiful?

Gotta guy at a glass shop close to me puttin in a 5.3, can't wait to bug him for a test ride

 

I wanted it all, so I went with a supercharged 6.1 Hemi. with 4.10's and the 35's, it will spin them at will. I also went with Arrington heads, cam and pistons, and although it does go like a raped ape, I am thinking I need a little more gearing. I essentially have an engine that likes high rpm, but at 72 mph, im only running 2,000 rpms. Although it chugs along just fine on the highway, to gain any sort of speed at that point, its a lot happier downshifting one gear.

 

That's interesting that you think you need more than 4.10 gears with 35s. I've got the 6.4 Hemi, with 4.10's and 35's, and I turn 2750 RPM at 80 mph. I'm pretty certain your supercharged 6.1 is making more horsepower than my NA 6.4. I wonder if you've got a different transmission, and a different top gear ratio. I've got the WA580 transmission, and gearing feels just about perfect. I routinely climb a nearby 10% grade on the interstate without downshifting from high gear. The speed limit on the interstate here is 80 mph.

 

I did 160 once, in a 2008 Challenger SRT8. And I did 165 a couple of times, on a bullet bike. Those speeds are seriously fast. If something goes wrong it is not survivable in a street vehicle that doesn't have a full racing cage, harness, etc. That guy really wanted to see how fast that JK would go, LOL.

 

If something let go on a JK at that speed I don't think there would be any recovery, especially on a lifted vehicle. I guess that means his record may stand a little longer.

 

LC9 6L80

Here is my story so I wil TRY and keep it short. Started out with and engine fire 08 Sahara Unlimited. Had a Rubicon Express 3.5" with 5.13 gears open carriers stock axles and Nitto Trail 35's. All above came in this jeep which was owned by a gal around New Jersy area. When I say engine fire the transmission overheated, probably didn't have update to go into limp mode, boiled oil onto exhaust manifold and poof fire! Did get into interior some via engine harness and the snorkel through the soft top but not bad.

Now this is my first jeep and first CanBus vehicle so I am as green as you get! Tore vehicle down, motor, transmission, fenders, wiring, hood, doors interior front and soft top in less than 3 hours by myself! This vehicle system is very modular or component built so there isn't a ton of stuff to take apart and fairly straight forward. Chryslers part system is convoluted! Why on earth do you need 15 main harnesses for the JK model each year! To get correct harnesses you need to go off your VIN! The jeep systems were harder to learn then the motor transplant!

I almost went 5.7 Hemi even found a donor, one year old motor and tranny under 20 thousand miles but almost $7500 shipped in 2011. Then I talked to Robbie and he sold me on one of his first kits. Found two motors a 5.3 and a 6.2 both vehicles had under 20 miles. Damaged on carrier in shipping was told. Robbie wanted me to do the 6.2 but this is going to be my daily driver so went with the 5.3. The 5.3 was $4000 shipped without accessories and the 6.2 would of been an extra $1000. The biggest turnoff on the 6.2 was premium fuel and 2 was my drivetrain probably wouldn't have lived.

If I remember correctly the kit with transfer case adapter and tap shift was around $4000 since this was one of the last of his first builds he gave me a break. Plus I helped write some of his first instructions.

Paid $4300 for jeep and to my house for a total of $5500. Had $16000 to get jeep to transplant stage and in hinde site could of saved money in rebuild by not buying front end off 07 for $4000. Almost all 07 wiring and electronics don't work on any other year! So last talley with used hardtop, used soft top, new takeout 11 carpet, 12 seat covers, 4.10 re-gear, TruTrac's front and rear, Metal Cloak front lower arms, ball joints, front and rear double cardon drive shafts, Aero Force gauge and EFI Live just over $29,000!

Probably could have done it cheaper by a couple of grand but education isn't cheap! Driving impressions are 5.13's were WAY to steep! Was a drag racer but not effective for a daily that is why the 4.10's we're put in. In low range playing in snow or mud still to low. Hit rev limiter fairly easy but not like 5.13's which made low range useless! Crawling around I am happy with these gears and 35's in low range. Tap shift is handy since low range pretty much in certain situations makes your brakes worthless with all the tongue multiplication going on. The 4.56's would be too low but perfect for 37's.

Compared to my coworkers all stock 10 Sahara he fights with the wind a lot! On nice days he is happy but loaded up or windy which is pretty much most of the time up here he is not. I set cruise and never fluctuate more then 1 to 2 mph. Did I have issues yes! Did I take the body off NO! Would of it been easier to do with body off YES! Hardest part of install getting security to work. Bad scream from fire and Chrysler was no help. I am still to this day being told this CANNOT be done! I look into my garage and ther it is!

Just remember Robbie at Motech is the Holmes "Make It Right" on the jeep's. He has gone out of his way to help me on many an issue not related to the transplant even on Sundays! I would not be scared to do this transplant on any platform new or old. The chevy part was almost a non event! Plug and wire everything in as labeled and vroom it starts! My kit had some issues like too light ground wiring, Robbie had outside vendor build first harnesses and controls this in house now. Biggest little issue was a battery draw which was ECM not shutting down. This was a shutdown sequence Robbie figured out and has built into his new control board which eliminated a lot of wiring also!

In conclusion this company and this man stand by and truly care about this "Way Of Life" that I am now a part of and am looking to help build on also. It's a great community of people and Robbie is an excellent example!

Everything has plus's and minus's but this build with this motor trany combo has had way more plus's. After building and racing snowmobiles for 34 years I have been on that fine line of bid or bust TOO much and I much more enjoy the broad line the chevy has given me to a new and satisfying adventure with Jeeps!

Sorry it's not short and for some reason my IPad is not indenting paragraphs when I post stuff! Annoying!!!

 

LS/HEMI in a JK

I Love a Good V8 with a lot of HP, HEMI/LS i like them both. The LS is a lot more work to do, but a good way to go. The Hemi is getting better and better.

We do both engines and i like the LS, but it is hard to put down the Hemi, we just do not have very many problems with the Hemi and the truck VVT is a great engine.

I have a 6.2L LS in my Jeep and it runs great and it does not over heat and it runs great. I have Tap shift, Cruise, York Air compressor, Air Conditioning, Welder, shower with the LS you can have it all. It just cost a little more!

The super chargers have there place just not for me.

 

JSS I agree with you both Hemi and LS are good but my weapon of choice 6.2 LS3 any time of the day.

I am glad you are using Motech kit they are just awsome and Robbie is just simply the best.....

I Love a Good V8 with a lot of HP, HEMI/LS i like them both. The LS is a lot more work to do, but a good way to go. The Hemi is getting better and better.

We do both engines and i like the LS, but it is hard to put down the Hemi, we just do not have very many problems with the Hemi and the truck VVT is a great engine.

I have a 6.2L LS in my Jeep and it runs great and it does not over heat and it runs great. I have Tap shift, Cruise, York Air compressor, Air Conditioning, Welder, shower with the LS you can have it all. It just cost a little more!

The super chargers have there place just not for me.

 

I read that a poisonspyder northridge 4x4 rig overheated in a race with an LS setup. The LS may be great for the street but possiby the hemi is more reliable in more extreme situations and more tested too??

 

There are WAY more LSs out there than Hemis and even more so if you look at the racing world.

I do remember that JK overheating but nothing was mentioned of why. Hopefully Motech will chime in...

 

That's a pretty ignorant statement. One LS overheated, so they must all be junk, right? I myself have a supercharged 6.1 Hemi in my rig, but I will be the first to say, that the LS is a wonderful powerplant. Maybe even one of the most reliable, easy to mod engines ever made. I went with the Hemi because I'm a used car dealer, the Hemi name resells easier, thats it.

 

Pretty much every KOH & buggy out there is LS powered. There has to be a reason for it.

 

my jeep is at motech right now getting a 6.2 I had the gen 2 rip on it for about 2 months before I made up my mind I hated it, I had the long tube headers as well and it was so dang loud and annoying to drive, it was eratic to drive I couldn't hold a steady speed . I got to the point were I hated to drive it and for me that's hard to say because I love driving my jk more than anything..

 

I bet you got sold on the SC numbers and large advertising.... I am running 6.2 and love it everytime i step on it....

 

Oh...the radiator and exhaust setup must be very important decisions.