Aluminum Head For 4.0L

Depending on your build the price tag isn't that bad considering. If I was just running a mostly stock 4.0 I wouldn't be able to justify the $1,500 for this head. However, if you are looking for weight savings and the ability to run some pretty decent cfm (high HP build) then the price tag isn't all that bad when compared to a PAIR of decent v8 heads. IMO.

THE MENACE wrote: 232jav3sp wrote: My wallet let out an "OUCH" when we saw the price tag. lol LOL, that really is funny 232jav3sp!!!! Ironic, but funny!!!! A couple of years ago when we asked AMC and Jeep people what they wanted in a 4.0L aluminum head one of the main things people were focused on was price. The Hesco aluminum head sells for $1,800-2,000. People said that we should try to be priced around $1,500.00 if we wanted to sell any. So we did that! Our complete 4.0L head is $1,495.00 at Summit Racing. Dennis

What can I say? May wallet says "OUCH" to anything over fifty bucks these days, lol! It really isn't priced too high when you consider it and Hesco are the only ones making them. And, it's brand new, so the price tag is to be expected. You would "think" that it being one head as compared to a pair (v8) that it would be a couple hundred less for a complete head. It does have some nice options, like the heli-coiled holes and thick deck.

Its costs about 900 to completely rebuild a head and you still have an old head. The edelbrock head sounds like a great deal for $1495.

Performance from the AMC - Jeep engine can be had up to a point on a budget. Either the 4.0 or frankly a 258 and it's variant, the 232. Just like any other engine, V or in-line.
Once you get to that point ultimate performance has a price tag. It also involves a bit of understanding on how to go about achieving your objectives.
Going through the "505" catalog it was evident that hey have some serious modification packages that non only give you HP numbers approaching 2HP/cu inch. And rpm ranges up to 7000 rpm's and if you have an application for that there certainly is a package available. And that can certainly include Edelbrocks new $1500.00 cylinder head for the 4.0 and have it with in an acceptable budget.
Now on the other hand, as some one pointed out, a mostly stock engine probably does not make much sense to purchase that kind of hardware. The last I-6 I built cost $1600.00 or very close to that by the time it was installed. A 258 with a cam and a full rebuild with a "BBD" and capable of passing smog.
And 2 years later and another $3200.00 had fuel injection installed and also passing smog.
It was though, another 4 years later before the answer to why it did not run well was determined.
The fuel Injection was a speed density system based on what the MOPAR Jeep Engine book refers as the 4.0 Power Tech Engine with out giving years and engine application information but a very extensive and detailed section on prepping the engine for off road racing. But I believe it was a 94/95 fuel injection package that was used.
And the problem with it when it came down to it, was the algorithms used to run the engine with were based on a loose, or better said a 2200 rpm stall converter. When that finally saw the light of day and a loose converter was installed, the advantages of the fuel injection package were suddenly available.
I see "505" has what is called a Super Chips 3875 Flashpac package for around #350.00 that plugs into the OBD-II test port with some reconfiguring capability. I have been under the impression that there were no tuning chips for the 4.0 Fuel Injection available with no tuning capability of the electronics other than the capability of retarding the spark.
This leads me to wonder what is the application of this package and would work on my Fuel Injection, a turn key kit marketed by MOPAR at the time and by others. But I have heard little of it for some time.
If that works, maybe investing in that head might have an advantage, but at the present it is straight 258 with a milled head and decked block for 9:1 compression.
But as to budgets? Again reasonable performance can come from an AMC I-6 engine. I am expecting some where around 180 Hp from the 232 I am assembling at the present. Starting with a used but low mileage rebuilt engine it will be equipped with a Carter AFB and an Iskenderian 270HL cam. RPM range will be up to 5000 rpm and it should make a happy little street motor.
It is a budget motor. But then again, it will be street performance. And when the costs are analyzed, it probably will be right around $600.00 ready to run.

This is why I will be using the MS3 Pro to handle fuel/spark. My particular build is more of a race car that is a "street car". Dare to be different I guess. Many folks on here will disagree with what I am doing.... but I don't really care. I want to know what the limits of the 4.0 really are. TurboTom took a stab at it and did well.... 505 showed some awesome numbers on a dyno with JP magazine, but the engine never ended up in a vehicle from what I can tell. What I hope to bring to the table at the end of this is a write up on using a stock 4.0L with a Megasquirt box controlling fuel/spark. Before I put in the "good" engine and boost the heck out of it I want to get some good data to share with the AMC crowd. So many times I have leaned on y'all for info and never really had anything to give in return. This time around I hope to give an alternative to those that choose this swap by offering a "base tune" to at least get you up and running and some pointers on what you need for a wiring harness. To me, trying to use a factory Cherokee harness and OBD-1 is a waste of time when you could spend the same amount of time creating a custom harness and have FULL control of the engine no matter the mods (boost, n20, traction control, anti-lag, 2 step, flex fuel, etc.) I really do hope to have some good data for everyone by the end of this year to run a stock 4.0L with a reasonable price tag.