Remy B.

that are bold on things that your stock ignition system will handle without hesitation, when you increase your SCR as well as your DCR and automatically you shut compensate with more fuel because your engine will suck more air then you may see or feel a difference, but that is if you are running 11:1 SCR with increased DCR and running crazy RPM's, if you don't have that, there is really no need for a performance coil. I will say, by own experience the MSD cables are will spend money, and I have the same input from others that have change to MSD cables. as for the coil, the only thing that will get hurt a little is your pocket, but it will not be for much, if you really want to go for it go with one that have the heat dissipation fins, if you go to the MSD page you can see what MSD recommends according the setup of your car, you will see it is a overkill but it don't hurt. just as a suggestion, up to you, when your exhaust pipe system rust off later on, go down to 2.5" exhaust.

they have good spark plug cables, and coils, I know they have AMC distributors for V8 and 6L but I think it is for the 4.2L engine I don't think it will be compatible with renix system as a drop if I'm not wrong you will need to lockup the distributor, I know is possible but have not tried that on a MSD dis, it comes with instructions to do so if I remember right, I did install one on a 360 AMC, to replace the OEM distributor because the timing was jumping back and forward about 2* because it was so old, ( weak springs, radial play, to much gear backlash and who knows what else ) after that the timing was dead on and the engine was responding as what I tune it for. if you don't have issues with your Dis, and you have not really a lot of SCR and fuel going to your cylinders, you will not see difference by putting more coil in your truck, cables do smooth out and engine, if you have old cables, as for the coil I don't see why you need to, but I don't know what setup you have in your engine so you may feel some difference, if you feel good about it why not, an overkill never hurt.

Sorry my mistake, just realize you are talking about something different, I had in my mind more volume delivery and you are talking about efficiency of design, no comments on this, have not tried so I can't speak about it.

Dasbulliwagen, it will be a street sleeper, road only, suspension dropped a little, yes the stock induction system has limits, the other problem is the cooling system and oiling bud that I all ready know how to fix, there as well go a lot a money to be able to run high CR un pump gas and high rpms, just to point out the most common issues with this block, the OEM design from the engine block will not work for what I have in mind, the last two cylinders run too hot due to the design, I have rebuild some engines for friends and on all cylinder #6 and in one engine the #5 have had as well of wear and detonation spots that can be seen on the piston crown. I know I can't make the same HP of a V8, 500HP on a small block V8 is a common thing now days, but I'm aiming to pass the 350+HP on the wheels with this NA, a sleeper car is always fun on the streets, and no one is expecting that from a stock looking MJ, specially not the tuned lawnmowers. if you look a the number on a wheel dyno on the output of a stock XJ or MJ they just make you want to cry, they are far out from the claimed 180+HP from factory, I know we are talking about wheel dyno and not a Engine Dyno but looking at the numbers for sure it is not a 180HP engine, those numbers like most engine factories are in perfect conditions.

if you are not really enhancing your breathing capacity of your engine then I will say your improvements will not be noticeable the way you think, you match your fuel to the air, if your engine will not suck more air then you don't need to supply more fuel, your ECU have some room for that and will match the fuel with their stock injectors, that of course if you don't have serious money on your engine internals.

YXMJ, I saw that picture before, that is what I want to do, but, I will try to stay on the budged and the triple weber will throw me a little out, it will gave me more HP, but I still don't know how much more for the money, the internals that I have in my mind will eat up everything pretty much in order to make power, and I have not yet called Larry from Clifford, he will guide me a lot and gave me more light with the triple setup since so far I had not have inputs of guys that had tried this system, my other concern is will it fit ???, the triple weber setup is large and I'm afraid that it will hit the brake lung, since the project is based on a MJ that is why I sign me in here, I know it is the same as the XJ but like JEEPCOMJ pointed out at the time of selling the car it will be hard, there for is logical that the owners don't want to the invest ( throw money out the window ), I will say a very large majority is just going for the popular 258 crank, of the shelf cams, bored throttle bodies, 10:1SCR and the ECU tuning, so they are not doing nothing radical with the internals and their intake system and cooling system can handle that. I don't have in my mind selling the project because, plain and simple they will not pay for what you put in the engine, and the guys that want big performance they just go with the typical V8 so they will not buy a 6 inline. this is more for the passion of doing as much as possible with as little of an engine in a budget. the limiting factor is the stock intake that came with the MJ, I need a enough lung and the stock manifold is not enough, I think the Clifford manifold with a MPFI setup and a FAST throttle body or similar will gave me some problems do to the size of the throttle body, maybe not but that is how I see it, I don't know if some body adapted a Painless throttle body to this Clifford manifold that maybe will be the right direction but I'm not up to try and fail with costly parts on the intake, Note: off course it depends of how much internals you put in your engine, that will dictate how much air will suck the engine. this project is not with the popular stroker setup with 11:0 SCR or less and their common little aftermarkets and of the shelf stuff that most have done or are familiar with, again my questions had been actually for guys that have done performance engines and they understand what I want to do, If you had not done one before that is ok, your comments still valuable for other readers that understand more one point of view than of an other, I guess that has been a lot of the misunderstandings, this is very common online, thanks for all your comments and opinions.

Oyaji, have pull some wrenchs in his live, he knows what I'm trying to say to the letter, do you understand now Eagle. Eagle, you are far out of understanding what I trying in my bad words to explain, you are behind a computer trying to understand and I'm on the other side behind another computer trying to do my best and we don't are close to help each other, if you read Oyaji post that is 100% accurate, to put it to another extend, why do you thick the guy from the WorldFastestMJ went to individual runners setup ? pure and simple they make more HP if not he will be using your beloved stock manifold. with your beloved stock manifold do you think that cylinders #1 and #6 are running the same as the #3 and #4 ?, hook up your O2 analyzer to each cylinder and it will surprise you, clearly you have never done it, but it is just in a constructive way that I'm suggesting you that when ever you have the chance go for it, and it doesn't matter is it MPFI or carburetor, there are too far apart and some cylinders will run leaner than other, there for, they are not producing the same HP, there for more parasitic losses on the crankshaft = less HP overall

Dasbulliwagen, I saw it, thanks for your help, I did take a look at the post, but the OP have not posted for a long time, anyway I ask some regular questions, who knows if he will be back soon posting again and gave us an update of his project and feedbacks.

Eagle, I understand, yes I know that, but I'm looking at the money to spend, have the stroker guys tried other manifolds ?, how hi rpms are they reaching ?, how much money have they spend in the internals beside putting a crank of a 258 or maybe a 505 and an aftermarket of the shelf camshaft, how hi of a SCR and DCR are they running, What I have in my mind in not a crank of a 258 and is not an of the shelf cam, it is nothing like that, and for sure not a stock manifold. I have to be honest, I have not read every single post of the Stroker Forum, there are probably guys that have put a lot of Custom made stuff in there engines, but most of what I have seen is cranks of 258's of the shelf cams, ECU tuning some other aftermarkets, don't get me wrong all is at the criteria of each owner of their vehicle and how much different approach and money they want to spend. I have as well make strokers, it is cheap and you enjoy a lot your ride but to be honest is not very impressive, of course all come down to how big your pockets are, mine are not big it all, but I'm willing to pay for custom made parts because there is where the HP are, but for the 4.0 engine there are not a lot of options in intakes, and go custom build one and all the pulsation and wave frequency problems you need to confront in building a custom manifold one may as well go to and aftermarket MPFI from Inglese, that is the same principle that tripe weber setup except for Injectors. I even contacted Marcella manifold and Wilson to build me a Custom build manifold but to put IDA carburetors, they just are not interested and I don't know how to make a nice intake like they do, with all the R&D that takes do so. The options that are in the market are Clifford intakes and Inglese or Wilborn FI systems, but that is a lot of money and I prefer to spend it on custom build internals and machining. now let me ask you, between your beloved FI stock intake and a Inglese FI with a Clifford manifold ( made for the DCEO ), which one do you think will have more Punch ?, do you see where I'm going with it ? do you think all cylinders will run the same with the stock manifold ??, are you sure each cylinder is making the same power ??

What has happen so far, it has been a while since the last post of the creator. if you are read this, just curious, did you had to machine the block to make custom cam journals ? I saw that you ran 14:1 SCR before going Turbo, did you try to go higher using ceramic coating ? Hope to hear more about this nice project.

Guys, I understand your point, yes you are right that the MPFI is better than carburetors, but I'm talking of a modified engine, and stop assuming that I live in a location that have different weather seasons, I live where it is 82*F all year long. if I will put a lot of money in custom build internals, the Stock manifold will kill all that money, no matter, how much injector or ECU I have. I guess I didn't use the right explanation. here is some examples, hope you will understand me better Weber Triple DCEO setup : 3000+$ plus around 800+$ in dual sensor O2 and multi channels H20 manometers and the jets and chokes required to tune the engine. Clifford 4 barrel manifold, performance 2 barrel Carb plus 75Hp NOS around 2800+$ know here is what I was trying to ask if somebody had done this before, how much more HP will I make between the triple setup and the 4 barrel without using NOS and still be streetable, is it really a big difference if yes then I go with it but I don't know, have any one had the chance to Dyno this or have some ET's and I like to know how was there internal setup to see if they where actually getting the right setup to get the potential out of those DCEO. Inglese MPFI: 6400$ for a complete setup FAST: don't remember but I believe it was 4900$ and you still need to buy the Clifford 4 barrel manifold. I hope you understand better, and appreciate all your comments and helps you have done, all are good.

That is in my mind as well, to go to a MPFI performance system that I may later add a Supercharger to it, but that plus the internals to hold all that HP is a good chunk of $$$$$, and then the engine block will be at the break point, that will be the limit, It is cheaper to build a muscle car and get a lot more HP spending less money, but there are enough out there. and Aftermarket MPFI will do the Job hands down and with less problem and less money spend in tools and a lot less time spend to tune the engine, but they as well cost a chunk of money, at least for the ones I ask for that are FAST and Inglese, and it come down again how much more HP for the money spend, this is talking for a NA engine, with the MPFI, there is a much easier way to add supercharger to the system later own, not as for the carburetor version, but again we run in to the block limits. IMHO, the triple carb setup will make much more power than the stock MPFI / ECU the manifold that comes with the MJ, no matter how much injector, throttle body you put on it., I can put all the performance internals on the engine and that stock intake manifold will kill and restrict all the potential of those parts, that is why I'm thinking on the triple weber setup. Like it was mention, I'm wading on waters that I don't know, regarding of how much more potential there is for the money on the triple carb setup, that is why I like to ask if some one had tried this application and ask him some questions of what was the setup of his internals and systems. I may even help him to correct faults on his overall setup or maybe not, or he may already tried what I want to do and tell me that is not much more HP for that money. Honestly, I appreciate all and each of your comments, it is just part of posting on a website without knowing the person at the other side of the key board. Stacks, thanks again for that info about Larry, he for sure have a lot to say on it, as well it will be constructive and welcome to hear other experiences with triple carb setup. Thanks for your time and comments guys.

I'm sorry, my mistake, I'm talking of a lot of money in internals, all custom made pretty much, my question will it be with all those performance internals that are a must, how much HP more will the triple carb setup make over a will tuned single 4 barrel manifold, as I mention if it will be 30+HP I may use the money in other things for the engine.

Thanks for your Help Stacks, I will gave him a call

Yes Cruiser54, it is a lot more money in making those carbs run to your engine internals, the tooling and parts to get the job done is expensive, that is why I'm not 100% willing to put down that much money, I may end up with a Clifford single 4 barrel manifold and NOS, and I still have a lot more money to spare in other parts. I just had not an opportunity to talk with somebody that have this triple setup, I know I can tune it and make it fast but will it really be the punch for the money or I'm better of spending that money in better internals. I have to be honest I LIKE A LOT the look's of those triple carbs and understand their potential but how much more will in performance will I gain compared to more common setups, like the single 4 barrel or 2x2 barrel manifolds. one other things that concerns me is the space in the engine compartment of the MJ.

Hi Stacks, tell us about your setup, did it meet your expectations ( I guess a lot better than the stock, but how much more ), did you had the chance to Dyno, a before and after or a 1/4 mile ET. I'm as well interested in a performance 6 inline and I like the triple weber DCEO carbs, but that is a lot of money and a lot of time setting/tuning those carbs and money to do so to match your internals it will not be a bold on and go situations that is for sure. by the other hand I hear a lot of good comments about the double weber 2 barrel setups, but more related to low and mid range, but it is limited on the high end, and that is what I'm after. the Clifford single 4 barrel manifold gave me the option of eventually Supercharging the engine, but it is way out of my budget now, but at least one have already the manifold and can gradually ride/ enjoy your car on the 4 barrels or a adapter with a good 2 barrel carb and slowly build your project but at the same time take it to the streets. the high performance internals on the 6 inline are pretty much all Custom build that mean a LOT of $$$$ in just single top of the line parts. "505 performance" and "Hesco" have a lot of stuff for this, but one thing I don't like there is not much (almost nothing) about specs descriptions of what you are buying, to me it is more like a blind buy hopping for the best, I know they go to SCAT to build there cranks but I don't like the combination option they have regarding connecting rods, and not much info on the cylinder heads regarding of what I like to know, and just not simple descriptions. Regards

Hi guys, I'm new here, I was google searching and found a picture from one of you guys that have a triple weber carb setup in your MJ, I'm as well interested in this system, but I like to shoot some questions regarding engine setup, aftermarkets and type of camshaft are you running on your engines and complications you encountered with this setup, I have a some knowledge overhauling and building performance engines and I like to do it on engines that are not that common to this on ( ex. not another V8 Chevy, nothing against them just they are like dirt, they are everywhere ) a nice 6 cyl build is not that common and a nice project. I do like the triple weber setup I see a lot of potential in it, but, it is expensive and I don't know if just going with a Clifford 4 barrel manifold is better punch for the money, or even the double 2 barrel manifold from Manifold that I like more that the single 4 barrel manifold, I know it will be a little less performance than the triple but if I'm only will make 30+HP with triple setup I may better expense that money in other performance part to compensate and have better internals. Thanks I appreciate your comments, time and help.