It just depends on your the condition of the whole running gear and what components you want/need ive seen guys spend up to 10k on a swap so really its up to the person that is doing it and how far they are willing to go with the build

iron block, zero parts interchangeability, much lower power, different powerband, much lower compression, rotating assembly is much heavier. much different engine management and fuel injection.

the only thing similar is the # of cylinders.

otherwise, they are completely different.

Perfect truck motor in a truck ! I know nothing about the dodge inter workings unless it's cummins related even then that's limited to the 5.9 stuff.

I bet viper stuff is $$$$$ too !

exactly, works great in a truck although low hp (300ish).


but, Viperv10 has nothing in common with it.

and even then. for the # of cylinders, the viperV10 is no powerhouse. and IMO not worth the trouble unless your just looking for the cool factor.

i still stand by LSX swap. you can pick of a cammed LS3 brand new from GM performance for under 10k with the ECU and wiring to run it with 480hp. and have that GM interchangeability to be able to run a few different transmissions. and package everything easily.

Why all the differences? For weight in the viper or what?

they were just designed for different reasons. the team that built the viper wanted an engine that went over 6000 rpms and made nice top end power and wouldnt be to nose heavy in a performance car.

and the truck designers wanted something with good low end torque that didnt spend any time over 4000rpms, and weight was not a factor so the iron block was not an issue, and is a much more stout block for the abuse that the trucks would be put through

From the book Dodge Viper by Daniel F. Carney:

Looking back, it seems astonishing that Team Viper was also building a radical new engine from a nearly clean sheet of paper, to a deadline pace. Ruling out the truck engine meant the team members had to build what they wanted themselves.

Said Francois Castaing "It was already April 1989. If we wanted the car to be ready by January 1992, we needed to really get going. But the timing for the truck engine was a year later. It also became obvious, when we looked at it more thoroughly, the weight of the iron engine was too high and the power we would get from it wouldn't be sporty enough." Francois was in charge of truck engineering at the time.

Said Roy Sjoberg , Team Viper's new executive engineer,"We rapidly ascertained, the truck guys and myself, that where we wanted a 6,200-rpm redline, the truck guys didn't really care to go over 4,200 rpm. They were interested in low-end torque, not horsepower at high-rpm levels where we were. They were not concerned about weight. Truckies don't like aluminum blocks. They're not as forgiving, and truck people like to have things that are pretty bulletproof.

"Not a lot could be learned from our truck V-10 development. Both engines were V-10s, but one was aluminum and one was iron; ours was sequential-fire individual-injected, and the truck's was group-injected, so it ended up having air pumps and things. We only needed EGR to meet the initial emission requirements, as well as a catalyst. The truckers had to put some other things on it. We ended up with the same dimension pushrod and that was it. But even there, we used a higher-grade material because of our power and rpm requirements."

In the end, there wasn't a single shared part with the Ram V-10 that was being built elsewhere within Chrysler.

LS in anything is easy . Know a couple guys with LS Juans in fox body mustangs . Engine , engine harness, trans of some sort = fire and smoke !

That's why I figured but I would have thought thy would have had more in common... Hmm thanks Nick!

Anyone ever do nitrous in there xj?

Ive huffed Nitrous ...but not in an XJ ! Just sayen

couple times

Omg u guys are grammar freaks . Has anyone installed nitrous in their XJ

yea