why not 4.0L in a 56 CJ5

I did not say the pump was a easy bolt on thing but I have seen it done on a engine using a front motor-plate engine mounting. They used a big enough plate to cut holes for the accessories and mounted them to the plate. The harmonic balancer was machined for a 6-grove belt to shorten the assembly as much as possible.

Here is an example of the type of pump I am speaking of.
http://www.acepumps.com/en/index.php?/site/products/C6/Belt/



My disdain for six cylinders is not unfounded. Many years ago I read something written by Mario Andretti that said that 6 cylinder engines do not belong in racing, 4 8 or 12.

There is just something wrong with 6 cyl engine. The chevy odd-fire was the worst.





I am currently pulling my hair out because I am lucky enough to be working on the last of the over the road Cat engines. Theses engines in their early configurations were mounted to automatic transmissions and were fine. The transmissions they are mounted to now do not use the torque converter past 2nd gear (0 slush factor). I have never seen so much constant drive train damage for no reason in my life.

I am well aware of the success of the I6s and the slant 6s. I would prefer the Iron Duke over any of them because of what I have experienced. But, I like V-8s better.





Edit: For the last 40 years I have been in fleet maintenance. The last 20 under the same boss. When he gets a new contract that requires the equipment to do something different, it won't work is not an answer.

 

Mario is entitled to his opinions but there are a lot of engine builders that would strongly disagree with him and a lot of trophy's sitting in cabinets all over the world to prove he wasn't right.

No, theres not really anything wrong with a 6 cylinder engine, oddfires are unbalanced in their firing pattern but they do work and work well when built and used right. Straight 6's are the cats meow for the most part, detroit diesel would have a lot to say about straight 6's being bad as well as a lot of other engine builders.

Inline 4's produce more torsional vibration and stress than straight 6's do.

Not trying to pick a fight just pointing things out!
YMMV

 

I love inline 6s. My 2000 wrangler ( may it rest in peace) could pull out in 3rd with just the clutch, no gas. Lot's of low end. My 09 mustang has a 4.0 6 and the differance in the 2 engines is like the differance between a 125 2 stroke bike and a 600 4 stroke!
Regardless , putting that motor in a 56 is not worth it IMO. I have a sbc in my 56 , and that was a boatload of work, but much less than the 4.0 i6. Even with a short tranny, the rear driveshaft would be way short , in addition to the other problems mentioned above.
The other part of the deal is this........chevy motors are the least expensive to buy, build, and modify. I am a mopar guy, but that is the long and short of it.

 

buy a YJ and but a CJ grill on it.

 

:iagree::iagree::iagree::iagree::iagree:

 

PRESTO!
instant old lookin jeep with all the magical modern bells n whistles!

 

Have you ever drove a early with a :v6:? They are excellent little engines, they have great low end torque thanks to a 50lb flywheel and are light weight. I guess it is possible to put a straight six in but why? You won't really gain any more noticeable power and you'll have a hacked up Jeep at the end of it. If you really want more power put a v8 in, if you want a really great power and an easy fit go with the buick v6.

 

:iagree::iagree::iagree::iagree::iagree:

 

I didn't mean to bail on this thread, but i'm kinda glad i did. Lots of good opinions and I 'think' I'm getting closer to narrowing it down. It seems clear that the I6 is more or less a waste of time, for this model. I think I'll look closer at the Buick V6, still consider SBC's like always, and keep searching for the great secret to building a great daily driving F134. Really enjoy the forum. Thanks folks.

 

A buick(pontiac/olds) 3800 is a great option for fuel injection(and gas mileage). These engine(s) will work with a Buick bell housing from a cj-5 (talk to advanced). The power curve is flipped though making the power up higher. But there is also a factory supercharged option that makes some impressive numbers. The na engine (stock) makes better numbers then most 350's.

I am a sucker for a carburetor. As far as reliability a iron duke gets my vote. I have beaten the snot out of these engines and they keep going. You can easily adapt a tbi setup from a 2.5 gm engine to get fuel injection.

As a daily driver the dauntless with a hei distributor and a carburetor with secondaries giving you that boost for getting on the highway is a great and proven setup.

A 350 is going to make a really tight engine bay. But it will give you the best selection of aftermarket parts. Fast just came out with a composite intake manifold that runs cooler then aluminum and is lighter that I am drooling over.

A great drive train is all about the gearing. You can have a engine that puts out 400 hp and 300 ft/lbs but if you are reeving 3,500 at 60 mph what kind of a daily driver does that make.

You need a balance that fits within the small space you have to work with. For instance I am using a dauntless mated to a t-18 that is mated to a Dana 18 running a warn overdrive(giving me a 5(8) speed in the space of a 3) and Toyota fj'62 axles(1/2 ton with internals that closely resemble a 1 ton) running 4.11's.
Now this gives me a great off road gearing with the overdrive in low. With the overdrive in high (.75) I get a 3.08 rear end through the 4 speeds. This slightly hurts my acceleration getting up to speed (hence the secondaries) but will save the engine and gas mileage on the highway once up to speed.

 

While I agree that swapping the straight six is a lot of work, I would not say it is impossible. As mentioned elsewhere in this thread, the use of a postal Jeep grill shell would make it easier. If you look on the site below, you can see how an individual swapped in a Chevy 250 straight six into his postal. In this pic, you can even see how the engine could be moved to the rear several inches giving even more room up front. I do not know how the lengths of the Chevy 250 and Jeep 4.0 compare, but using the postal grill would make the job much easier. But to some, the use of a postal Jeep grill on a classic Jeep is sacrilege.

http://www.qualitymosaics.com/DMV/DJ5build.html