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Lowlock and Chelsea's CJ7 build

34K views 348 replies 92 participants last post by  kickstand 
#1 · (Edited)
Here is the write-up for our Winter build project.
This project is being built for my 12 year old daughter, Chelsea

The Jeep started out as a totaled 1983 Jeep CJ7.
NEW PICS ON PAGE 13

Now has:
Dana 60 Front axle with Detroit Locker and 4.56 gears
14 bolt Rear with Disc brakes and 4.56 gears
2000 6.0L Voltec motor with TBI
Turbo 350 trans built by Killer 'B'
Dana 300 with tera low 4-1
32 spline output shafts

Suspension is a custom four link setup built by Mike Colville(AlumCJ on site)
14" sway away coilovers w/ air bumpstops

Custom built rollcage also done by Mike Koville
Driver seat is adjustable also built by Mike (so Chelsea will be able to reach the pedals)
3 Corbeau SS seats on custom perches

Full Hydro steering by PSC
High steer arms by Harsh Terrain

15 Gallon RCI fuel cell
42" TSL's on H1 wheels

A wheelbase of 106'













 
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#268 ·
Can't swing for another headlight? :poke:

Looks just awesome. :rock:
 
#276 ·
Who's making those for you? Should be pretty sweet but I imagine that'd be pretty pricey. FYI, Mac mid-length F-body headers fit AWESOME on LSX CJs and they can be found on ls1tech.com for $100-200:





I got mine for $125 shipped and figured it'd be worth a shot to see how they'd fit.....they're great, especially for the price.
 
#290 ·
correct me if im wrong but for optimal performance dont the header tubes need to be with in 5% in total length of each tube. tube number 7 is well out of spec it appears where it goes into the collecter that number 1.
 
#292 ·
look at any stock manifold - that does not hold true. Manifolds pretty much are about packaging. Im sure these will out flow any manifold.

For a high horsepower application, equal length headers maybe a benefit...but this is far from that. Stock motor, stock reliability.


Looks nice john.
 
#294 ·
ya i have read that the guy was a reputable builder in town but i would be concerened the the 6.0 will throw codes with the different lenth tubes. maybe im completely wrong. but it seems like something to consider. i did notice that space is a huge issue with this jeep. looks good though. i can tell that he has tig welded a header or 2 togather before at the flange. very nice job. looks to be great quality welds and design!
 
#312 ·
haha. i looked into other 6.0 installs on pirate and i see that its not a big deal on the header tube length. i guess its only on high power motors. not a stock motor. i guess theres not as many sensors on this motor as i thought.
 
#317 ·
1.75" primaries.... 18" or longer is where these motors like to be. bigger displacement and higher rpms and you should consider 1.875" primaries. a "tri-Y" is the best for scavenging and there is a right and wrong way to make headers.... it goes according to firing order. lets see if I can explain it without drawing it out....

the cylinders are numbered as one being the drivers side front closest to the headlight. and then going back towards the driver 1-3-5-7. on the passenger side the front is 2 and it goes 2-4-6-8 8 beign at the back. in the tri-Y design you want 2 and 4 together and then 6 and 8 together and then they go to another collector that makes 3 "Y"s on one side, then on the drivers side 1 and 5 get merged and then 3 and 7 (different than the other side) and then finally to the third collector.

In reality where you dont care about the last 5-10hp a traditional header setup with 1.75" primaries at 18" (equal length is nice but not that critical for what we do) and firing into the collector in a circular pattern... a 3.0" collector is nice and even better when it reduces down to about 2.5" where they are together because that smaller diameter will increase the velocity of the exhaust gasses in that local area and help to create a better scavenging effect.

a cam, tuning, exhaust and valve springs can make just about any gen III-IV engine get over 450hp at th crank.

Now get this thing done already.... it's going to be too nice to take wheeling!
 
#324 ·
Those headers will cause no issues, especially with throwing codes.....as long as you still utilize the front O2 sensors of course. I wouldn't expect much, if anything, for power gains though. The stock manifold design flows really well. Shortie headers(which those essentially are) will give very little increase, maybe 5hp. Mid length will be a minor seat of the pants improvement, but if you're going to headers for power gains then longtubes are the way to go. I know you didn't have those built for performance reasons, just saying how it is for the gen III and most engines in general. 95geo got into more of the specifics about header design, but there's a general outlook for ya.

a cam, tuning, exhaust and valve springs can make just about any gen III-IV engine get over 450hp at th crank.
Which is why my Scrambler is gonna outrun lowlock, silverxj, and whiterhino:finger::sonicjay:
 
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