Jeep LS Swap: Wrangling More Power With a V8

What is the biggest problem with Jeep Wranglers? It’s not off-road capabilities, it’s not the lack of “go anywhere, do anything” features, and it’s certainly not poor aftermarket support. It’s the fact that, for whatever reason, Chrysler has yet to pack a V8 under the hood of late-gen models.

Frankly, this is extremely surprising considering how popular V8 swaps are for JK and JL Wranglers. Just turn to this past SEMA show, where Maximum Elevation, Freedom Fabworks, and Bruiser Conversions all showed off some impressive V8 Jeep builds. Though, you’ll notice that there is a disturbing lack of Chrysler power under the hood. All of these Jeeps are LS-powered—something that may have inspired you to consider a Jeep LS swap yourself.

Why even entertain a V8-swap for a Wrangler?

The very fact that the Wrangler doesn’t have a factory V8 option may be reason enough for some builders to steer clear of the idea. And indeed, there is a lot of speculation as to why this has yet to occur. Some argue that it will drive up taxes due to engine sizes. Others say it may have to do with emissions and fuel consumption regulations, while some argue that it has to do with the power-to-weight ratio.

Besides, with so many successful Wrangler builds featuring the factory engine, why does one need to move to a V8? Well, honestly, this isn’t something anyone needs to do—it’s all about the fun factor.

Still, what are the benefits?

While modern-day V6 engines (like those that find their home in the Wrangler) may be powerful, they just don’t stack up to the potential of a late-model V8. One could argue that V6 engines can be built up to produce respectable amounts of power, but the same dollar that goes into a V8 can still typically produce more—especially when you’re talking about an LS versus a Chrysler Pentastar.

And with power-to-weight ratio in mind, we have to remember that every off-road modification you make to your Wrangler is going to negatively impact that aspect. Bigger wheels and tires, aftermarket lighting, bigger differentials, winches, bumpers and so on all add weight to the platform—weight that the engine needs to overcome.

Sure, you can throw a programmer, lower gears, and even boost at your Wrangler to make up for this. But at the end of the day, two extra cylinders will take you a lot further.

Expenses, Expertise, and Time Spent

Before making the snap decision that a Jeep LS swap is the best solution, it’s important to note that this isn’t a cheap endeavor. And it most certainly does not happen overnight. I’m not going to say the level of difficulty is astronomical—especially not with an audience of gearheads and a world of information at our fingertips—but it does take a lot of effort and a good amount of preliminary knowledge to perform.

It also takes money.

You need to get an engine and all the necessary materials to pull this job off. And yes, you can save some cash by sourcing junkyard parts or fabricating some of your own, but will the time and money spent outweigh the power you could get out of that factory V6 with boost?

These are the types of questions you’ll need to ask yourself before tackling a V8 swap. But, let’s not forget that moving to an LS in search of power is a great idea! (And likely why you’re here.) Thanks to the platform’s robust aftermarket support and budget-friendly cost ratios associated with producing power, it really is in a league of its own.

Why LS and Not Hemi?

Still before moving to the options available to you concerning a Jeep LS swap, we should answer the question of “Why not a Hemi?”

Chrysler’s Hemi engines are legendary powerhouses—there’s no doubting that. But the late-model Hemi comes with some obstacles that often drive Chrysler owners to a GM engine.

For one, a Hemi generally falls short in terms of reliability. While all engines, including the LS, have their faults, the valvetrain in Gen III Hemis hold them back from being reliable long-running engines. Granted, this is a fixable problem, but if you’re performing an engine swap like this, you likely won’t want to spend time and money fixing said issue—which you will with junkyard engines.

Sure, you could buy crate engines; however, for about the same cost you would spend on a 485-hp Hemi (roughly $8k), you could save a thousand dollars by going to a 530-hp LS.

It’s also worth remembering the whole “LS Swap the World” movement. You may laugh, but this seriously strengthened the community as far as aftermarket support goes.

Foolproof with Bruiser

Okay, so what are your options for cramming an LS into your Wrangler?

Earlier, I mentioned the 2019 SEMA build by Bruiser Conversions. These guys specialize in Jeep LS swaps, specifically for TJs, JKs, JLs. Their kits are pretty trick, too, as they come with everything you need to pop an LS directly into a Jeep without having to cut up the vehicle, create custom mounts, or even replace the transmission.

Everything is included to get up and running, including the necessary PCM to fire that pig off. It’s pretty much a fool-proof system in that it takes a custom swap and makes it as simple as a basic engine swap.

I won’t beat around the bush, though: Bruiser Conversions are not cheap. For a 500-hp fully tunable, complete swap kit—a DIY kit, mind you—you’re looking at damn near $23,000. To have Bruiser or a similar facility do the conversion for you, obviously takes the price higher.

Now, such a kit will give you everything you need to drop the engine in place of the existing V6 and automatic transmission, which saves you a ton of time in fabricating and troubleshooting. But, for many, this price tag does defeat the advantages of performing an LS Swap in the first place.

Making Your Own Way

To save several thousand dollars, savvy builders can use a junkyard LS and fabricate most of the parts they need. In this case, a good rule of thumb is to check out the comprehensive kits offered by brands like Bruiser to study exactly what they’re offering. You may not be able to get a schematic, but basic research will go a long way in figuring out how they cram these engines in place. We’ve actually been visiting this exact concept with the aid of John Potucek from Keystone Automotive in our LS Physical Fitment Guide, which will hit the blog next week—so be sure to check back soon!

Keep in mind that fabrication will only go so far. You’ll still need a way to manage the engine, so a custom harness is in order and an adapter will be needed to fit the LS to the existing Chrysler transmission. Luckily, there is ample aftermarket support here. RPM Extreme, in particular, is a great source for both these parts.

When do Wrangler drivetrain components become subpar?

It’s important to consider how the remaining mechanical components will handle the additional weight and power of an LS.

While an LS engine is heavier than the existing V6, addressing the suspension is likely the easiest problem to solve, by simply beefing up or even lifting the suspension in the front to correct any sag. A bigger problem are the guts and their strength. Additional power is going to be hard on the factory transmission and the differentials, especially if you plan on hot-rodding that LS.

Again, a serious advantage to using a kit like Bruiser’s is the fact that a beefier transmission is included. Upgrading the transmission or swapping it out for another is a costly expense that starts to soften the blow of a high-dollar kit.

If your Jeep LS swap isn’t overkill in terms of power, you may not need to worry too much, but at the very least, you must consider differential work. In any case where bigger tires and more weight are added to a Wrangler with the intention of taking it off-road, differential work is a must. Throw more power at it, and you pretty much have no choice. If you’re interested in learning more about Wrangler axle upgrades, check out our break-down of the JK platform with Dan Guyer, here.

Have you completed a Jeep LS swap? Are you considering one for your next build? Weigh in below with any tips or tricks you’ve come across!

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