Jeep CJ 1972-1986. Michael Hanssen

reasonable daily-driver V-8s that are perfect for a CJ. Similar results from other make engines can be found. If this sounds good, you should also consider the added work and expense that follows a swap to a non-factory engine.

      It’s well known that the AMC V-8 can’t match the aftermarket performance parts availability and the less expensive prices that separate the same part from the two manufacturers. For example, an Edelbrock Performer manifold for a small-block Chevy is about 40 percent cheaper than the same manifold for an AMC. This difference can accumulate when adding performance parts to an AMC V-8, but the price of adapters and the complexity of a swap often wash it away.

      In addition, it’s very convenient to be able to walk into an automotive parts store and get a part for an AMC V-8 or I-6 CJ. Fan belts, hoses, alternators, starters, etc., are simple to obtain without the guesswork encountered with other swaps. Try explaining to the teen at the counter of your local parts store that your Jeep has a Chevy 350.

      Perhaps as AMC replacement parts and engines become harder and more expensive to find, swapping may be a necessary and more cost-effective solution. For now, though, sticking with AMC for the kind of Jeep you are building provides for the simplest, least expense project. ■

       Swapping a Chevy small-block into a CJ is by far the most popular non-factory swap, and a balanced-power engine results in good performance on- and off-road. This CJ has a later-model Chevy V-8 (indicated by the center bolt valvecovers) running a Holley 600 4-barrel carburetor and fenderwell headers.

       A factory swap offers a fair amount of ease compared to swapping a non-factory engine. This crate AMC 360 is taking the place of an I-6 in this 1984 CJ-7. Using factory-style motor mounts, radiator, hoses, and more is possible with a Jeep-to-Jeep swap. After a short time mated to the factory transmission, a TF727 automatic was swapped in for strength and drivability.

      Consider replacing some possibly old and worn items when swapping a factory engine. Throttle cables, engine mounts, radiators, and other general tune-up items may benefit the Jeep by being replaced. Old engine mounts tend to get brittle or separate completely. Aftermarket replacement and upgraded solid mounts are readily available. Replace any worn-out or brittle wiring with proper-size wire, perhaps even adding a secondary circuit block to distribute the power load better and make the wiring safer.

       Non-Factory Swap Overview

      There is technically no limit to what engine can be swapped into a Jeep, but most swaps just don’t make sense from both practical and budget points of view. Novak Conversions in Cache Valley, Utah, is probably the best-known expert shop for Jeep engine, transmission, and transfer case swaps and conversions. Due to the vast amount of information about non-factory swaps, some high-level discussion is all there is space for within this chapter. Consider researching your conversion by starting with Novak and the many online Jeep websites and tech forums.

      For the inexperienced, a swap may seem simple. However, a snowball effect often occurs when the list of incompatible components grows. The following items are just the obvious components that a swap can potentially impact.

       Radiator

      Most V-8 swaps require a highercapacity radiator to properly cool the engine and to match up to the inlet/outlet ports on the engine. A Jeep that sees trail use puts extra stress on the cooling system because of the continual slow speeds often experienced. Using a good fan, electric or engine driven, and fan shroud in addition to the proper radiator ensures that the Jeep stays cool. The small grille opening and narrow radiator space limits the radiator size; often three- and four-core radiators are used. A few companies make bolt-in swap radiators that are properly set up for the Jeep and provide proper cooling.

       Electric fans can pull a large volume of air to keep the Jeep’s engine cool; aftermarket support created the availability of bolt-in dual fans that include a proper-size shroud. Electric fans should be controlled by a thermostat and mounted to the rear of the radiator.

      In recent years swap radiators are all-aluminum cross-flow styles, replacing the older copper/bronze construction, providing extra cooling power and good looks. Novak’s KryoFlow HD radiators are properly sized cross-flow aluminum versions that are a direct bolt-in, designed to match the port needs of a swapped engine. Cooling problems are not something to take lightly and “going cheap” here usually has costly or big hassle results.

       Mounts

      Mounting the donor engine is likely the first big step in the installation. Locating the engine is often accomplished either by matching the engine to the original transmission location or by ensuring front (radiator) and rear (firewall) engine clearance. Altering the engine location that requires the transmission/transfer case to be moved requires modifications to the transmission mount or skid plate. Typically, a Jeep engine is mounted slightly offset to the driver’s side to make room for the front driveshaft and differential.