DoubleOXJ wrote:94 Jeep 4.0L (From what I can tell its a non HO)
HO started in 91 so if it is a 94 its an HO. Get the casting number off your block and see here:
http://www.jeepstrokers.com/forum/viewt ... ?f=34&t=52
I am planning on using an OEM camshaft,
Your stock cam shaft won't work in the block. If you get a new OEM cam shaft get the one for the block you are using along with a timing set for it.
The problem I keep running into is that everything says I need a ported HO head.
You don't
need a ported head, but it wouldn't hurt. However to correctly port the head you would need a flow bench and quite a bit of knowledge. What you could do is clean it up a bit. Just clean up the casting a bit and polish the intake and combustion chambers. However, being that you are going to fit an earlier head to a 2000 vehicle you will run in to two problem
1) The coil rail will need to be supported in some manner. A couple of straps off the valve cover bolt/studs will be fine. You could also swap it out for a Viper coil pack and some self made ignition wires. See here:
http://www.jeepstrokers.com/forum/viewt ... =26&t=2756 2) the stock exhaust manifold isn't a good fit on the earlier head. I would recommend an aftermarket header for your 2000 vehicle. The header will cover the ports nicely.
The other issue I have read is that the 2000 xj computer has a hard time running anything with any significant performance mods. They recommend a "unichip" which is another multi-hundred dollar investment. Has anyone run into this?
With the stock cam that is BS. The only time the stock PCM will have issues is with an aftermarket cam with specs far from stock. What you would want are a new set of larger injectors. I recommend Mopar 53032704AB from a 04-06 Jeep 4.7L HO. They are 4 hole and flow about 25 lb. Or the Neon 0-280-155-784 Injector, which flows about the same is is also a 4 hole design.I am currently running the Neon injectors. They are the best fit I have found for my 2000. I would also recommend a wideband O2 sensor setup with data logging. Its not necessary but it will let you see what your air fuel ratio is. You will most likely be running a bit rich on the top end with those injectors though. With out any kind of tune (PCM or piggy back) you may be leaving some power on the table. If you are inclined to modify the air fuel ratio I would recommend the AEM FIC 6.
Dezertxj88 wrote:Your doing it right don't worry. I was once going to do a OEM 4.0 stock stroke rebuild, with a .60 over bore to unshroud valves.
You don't need a .060 over bore if you just want a bit more power over stock. The way I read it you don't want to go balls to the wall and empty your pockets to get all the power that can be had. Also, going with a smaller bore (.020, .030, .040, etc) will allow you one or more rebuilds if necessary.
The only way you get a 4.2L is with a .60 over. Stock 3.875" bore & the 232 crank is a 4.05L, .030 4.1, .060 4.2L!
I have no idea what you are saying. He said he is going to use a 4.2L crank, which even with a stock bore would yield 4.5L.
I would buy new lifters, just get a oem replacement set for 50 or a set of aftermarket for 80. Stock cam will be run, springs should be fine so long as they are within spec.
He will NEED new lifters and a proper cam break in as he can't use his 2000 cam in the 1994 block.
You can have it tuned at most any shop with a tuner & a dyno.
Not many shops have the equipment to tune the JTEC PCM. He could send it off to get the PCM tuned or go with the AEM FIC or as you said the APEXI.
..he's been Pm'ing me so I just carried over from those, which was why it was confusing, should of read his OP as well. But in the pm's hes said he was using a 232, 3.8L crank to make a 4.2L. But now reading his OP he states he wants a 4.5L..I think he wanted the 4.5L but now is doing a 4.2L mini stroker lol.
I ment tuner, as in a person to tune it lol..