The shorty, block-hugging style is the best bet. Garner the services of a local exhaust shop to help you put together a clean, safe, easy flowing exhaust system and one in accordance with your local regulations. California installations will need to utilize a header that is CARB certified. This is one way to run the exhaust circuit. You may also run the cross-circuit under the bellhousing. Work closely with your exhaust specialist in coming up with a system that will not detract from the serviceability of other parts under your Jeep, and maintain heat, ground and other working clearances.
While the YJ has a relatively narrow window in which to run pipes, and a transfer case to dodge as well, you can run dual exhaust. You can also run this Y behind the transfer case give yourself some room to service the transfer case later and then into the exit circuit.
From there, run rearward to the catalytic converter and then the muffler, following which, you will arc the last section of pipe up over the rear axle and then straight out the back with the tailpipe. Leave the factory heat shielding in its location and position your catalytic converter and muffler under it.
Muffler choice is up to you, and possibly your passengers, neighbors and local noise ordinances. Another inordinate concern too many people have is about driveshafts. This is not a significant challenge, especially if you are using our compact adapter assemblies with the transmissions suggested above. Most factory transmission and adapter combinations to the or other transfer cases vary.
As such, it is often that driveshaft lengths will need to be changed to accommodate the swap. Also, consider that there multiple ways to install a conversion engine and the following will be of note:.
It is seldom a good idea to allow the driveshafts to make the decisions as to where the powertrain will be placed. Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, sometimes to the detriment of the project.
Driveshaft modifications are usually inexpensive when performed by driveline, RV or tractor implement specialists. New driveshafts are an option but seldom a requirement in regards to the actual successful conversion. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. This popular rear mount is strong and easy to set up with any Jeep swap. See our lineup of rear mounts, here. There are only three major places a powertrain needs support and mounting.
Two at the engine, and one under the rear of the transmission some transfer cases have the provision for a side mount to help control torque kick-back.
Nearly all Novak adapters have cast-in or modular mounting bases that are configured for use with an industry standard urethane rear mount. They are typically low profile and can easily be predrilled for a new transmission mount unit. Unless you are retaining an AX15 , getting rid of the factory urethane mount and any ancillary bracketry with it is the largest favor you will do for yourself in this area.
Go with a clean, simple, industry standard mount like the Novak RMU. You may need some simple spacers. Box steel or aluminum pucks are useful here. Anything needing to be fabricated needn't be elaborate. Many people mistakenly think that a more powerful engine demands stronger-than-stock axles. This is not necessarily the case. The factory Dana 35 and Dana 44 rear axles the latter usually being found on towing package option Jeeps can withstand very ambitious engines.
Such is the case for the front Dana 30 as well. Whether your converted Jeep needs stronger axles is more a question of how you use them, and usually in terms of off-road considerations more than on-road use.
Axles are generally out of the scope of our work here at Novak, but there are plenty of companies that deal with them to be of assistance if you feel you must upgrade them as part of your conversion.
A very clean way to ease the linkage installation process in terms of the transfer case is to use Novak's innovative SK2X assembly. Read about it here. As with many aspects of a swap, this can be a simple as the installer would like it to be. Nearly all modern Jeeps and GM engines use sheathed cable for throttle control. Transmission and transfer case shifters are discussed in instructive detail in the Novak instruction packages that will come with your gearbox adapter assembly, and specifically to your particular drivetrain choice for your Jeep.
Hydraulic clutch release with a Chevrolet bellhousing is easy. A stronger engine means faster acceleration and sometimes the ability to tow, as the YJ's chassis is rated to tow up to 2, lbs. However, the ability of the Jeep's brakes to bring things to a safe halt may be below what it should be.
As a general rule, if the brakes were good before the swap, they will probably adequate after the swap. However, many YJ's, especially those prior to , had weak brakes from the factory.
It is up to the individual doing the conversion to ascertain whether or not to upgrade the braking system. This article is meant to be introductory and to give the reader an idea of the scope of a conversion project. No two swap combinations are ever exactly the same, but an understanding of the principles and parts involved will take any thoughtful installer a long ways. As discussed in this guide, further and more deeply detailed information comes with Novak adapter assemblies, engine mounts, radiators and other components.
Additionally, our customers can speak with our Techs about the conversion being performed. All in all, there is no change to your Jeep that is more exciting or beneficial than a powertrain conversion. Individuals have been swapping GM power into Jeeps for decades and they still occur with frequency and great success. Jeep Dana Model T90 to the Emissions Fuel Economy Conversions, Rules vs. Welcome Guest: Login or Register.
Read Novak's detailed YJ conversion instruction package as provided with our engine mounts. They began the design of this generation of Jeep "Universal" in for its model year release date. By this time, Chrysler had purchased the valuable Jeep brand and began producing the Wrangler as AMC had designed and specified it.
Sales increased yearly and by , the YJ set its own sales record at 90,, with the nine year run yielding , YJ's built.
The NP transfer case is strong, versatile and your YJ likely already has one. General Engine Principles to Consider: There are two popular misconceptions about engine size that should be brought to light. The first mistake many make is in thinking that a small displacement engine will invariably give better gas mileage. This is only true if the small engine is in a lightweight, properly geared, and semi-aerodynamic vehicle. A small engine in a heavy vehicle with "tall" gears will perform poorly and give bad gas mileage.
Any engine, when worked to the point where vacuum drops low enough to operate the power jets in the carburetor, or to lug, will give poor gas mileage. If too small an engine is used for the work to be done, it will operate at low vacuum for longer periods and use more gas than a larger engine that would not be working as hard. The added benefit of the larger engine is its reserve power. The second most common error swappers make is to convert to an engine that is too large, from both size and displacement, for the vehicle.
Remember that you are dealing with a lb. This, by all standards, is light, and that is one reason why these vehicles prove to be the most agile in the world. Adding an overburdening block of iron to smaller Jeeps will give disappointing results in terms of handling, braking and of course, breaking — of several components directly and indirectly between the block and the vehicle. Besides, fit into the engine bay is usually so poor that the work soon looks as poorly as it was thought out in such situations.
The trick is to match engine size to the load, then only use the reserve power when needed. Engine torque output is essentially related to cubic inch displacement of any engine. The RPM that maximum torque is produced at is related to the length of the stroke of any engine. An under-square engine has a bore that's smaller than its stroke. Many swappers and engine enthusiasts prefer the challenge of running an optimum V6 to the power levels of V8's, and then reaping the weight and fit benefits both on and off-road.
Computers, Wiring and Fuel Injection Many of us speak nostalgically about the days when engine electrical and fuel systems were about the simplest parts of an engine swap. Engine and vehicle management computers are now a major part of modern automotive systems, and therefore, a significant concern when doing a conversion. Some run from these issues, and others embrace them. What must be said for modern powerplants is that they are efficient, cleaner and in many cases, more powerful.
What's more, many state and county emissions laws require these modern systems in modern swaps. In a word, computer controlled engines are here to stay. The neat thing is that there are good resources available to facilitate this process. Speed and rev limiters are also incorporated into some units. Once called an Engine Control Module ECM , these computers have been appearing in vehicles since the early to mid-eighties.
Their initial functions leaned more towards carburetor control primarily to keep up with tightening emissions standards. This was a bit of a dark time in automotive systems engineering as these early systems are now mistrusted to a degree by owner and mechanic alike.
Modern PCM's have evolved to be highly reliable, very functional and it is not difficult to integrate them into the Jeep engine bay with your new motor. Some installations require PCM reprogramming. How high did you raise the drivers side. Thanks for the tip…. I did have to jack it up pretty high…even then I had to force the pipe between the rear diff. After that everything went together just fine. Thanks for the info.
Pictures make it so much easier to understand. I was at wits end with the tailpipe. I think one of your advertisements caused my internet browser to resize, you might want to put that on your blacklist. The trick is: you feed the tail pipe in from the passener side to the drivers side and clearing the sway bar on that side and then just slide the tail pipe over to the passenger side. The tail pipe will never fit through the opening above the sway bar on the passenger side.
Primary Menu Skip to content. Search for:. Raising the drivers side created no extra room for tailpipe. Somebody help me! However, as the days and weeks wore on, I grew tired of the exhaust note. The difference vs stock is almost unnoticeable at idle speed or at low throttle.
When you get on the throttle especially between rpm , the exhaust gets very loud. Almost embarrassingly loud, IMHO. I finally resorted to installing that ugly, polished exhaust tip. It clashes with the no-chrome look of my black Jeep, but it makes the exhaust note significantly softer during hard acceleration from rpm. What about performance gains? The Jeep feels a little bit peppier at high rpm than it used to, but that could just be a placebo.
Then again, high rpms are where the larger, smoother exhaust path should make the biggest difference. Do you like this site? Help me keep it going by throwing a few pennies my direction. Links on this page to Amazon are part of an affiliate program that helps keep Jedi. Thank you for your support! Your email address will not be published.
Save my name, email, and website in this browser for the next time I comment. Muffler rear hanger. Scissor jack providing pressure. Cut muffler intake tube. Tools required. The Conqueror. Bent exhaust hanger. Tailpipe hump. Without polished exhaust tip. With polished exhaust tip.
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