Also, the fuel line for a 258 enters the engine bay on the passenger side while the V8 enters the engine bay on the drivers side.
Thus, the fuel line is on the wrong side.
A small issue to solve, but yet one headache to overcome.
Like Lindel mentioned, the three manual transmission will be the largest technical issue to solve.
The V8 manual transmission has a much longer input shaft and a long spacer between the bellhousing and the transmission.
While a I6 manual transmission may bolt up, the shifter would be up under the dash.
Jeep used the long input shaft and spacer to keep the shifter in the proper location in cab for V8 applications.
It's been debated a lot here, with no real answers...swap in a V8 for your 258 I6 or swap in a later model 4.0.
There are equal number of pros and cons to each, the 360 V8 or a hot 4.0 I6.
You need to decide what parts you have on hand, what parts you will need to purchase, your skill level, time, budget and your tools/shop.
In my humble option, if you have used 360 of moderate condition and you think it will be a easy HP upgrade, you need to do some more homework.
The cost of the project will not justify the V8 swap.
Now, if you have a fresh mild/hot 360 V8 ready to go...well, this for me would change the scope of the project.
If you intent on owning a V8 powered FSJ, then I would recommend saving your $$$ and buy a factory V8 rig; buy a rusted out FSJ that has a V8 and manual transmission to use as a donor; purchase a V8 transmission for the used 360 you plan to swap in or at the very least consider a TH400 for your 360 and Dana20 transfercase.
1982 J10: Replacement engine now sitting in the truck! No Cab Brow! Future DD
1981 J20: Commercial flat bed. Long term Project: RUST! No Cab Brow!
Originally Posted by Jayrodoh
...but if it works, I wouldn't touch it.
Originally Posted by Lindel
Best laid plans, yada yada yada...
Originally Posted by Ristow
because Ristow sez so
When the IFSJA forum has a problem go here: