Best Engine Swaps of All Time | HEMI VS LS Engine VS 2JZ
One of the greatest things about car enthusiast culture is you can do what you want. There are few things more rewarding than spending a little (or a lot!) bit of time in the garage with your ride customizing it to fit both your needs and your personal style. One of the biggest projects you can take on with your ride is an engine swap. Maybe you are looking for more power, or you want to swap to a diesel for insane torque. No matter, a successful engine swap can completely change the performance of your ride, and we totally respect anyone who can take on a project as big as a swap and follow it through to the end.
What is The Best Engine To Swap
So to help out, we’ve put together a list of what we consider to be the best engine candidates when planning a swap. Now, no engine is perfect, so we’ll also be discussing the weaknesses for each as well. And finally, we’ve got some great tips at the end to make your life a lot easier when working on your next swap. So make sure to hang around until the end!
LS Swap the World
Haters like to say that the LS swap is boring and overdone. But those people have almost certainly never swapped an engine themselves. There are several excellent reasons why the LS platform is a great candidate for an engine transplant. First of all, they make great power and are dependable. The many variants of the LS engine have been in production for years, so there are plenty of them still out there in the wild just waiting to be plucked out of a truck or car and transplanted into your ride. When discussing an LS vs. Vortec engine, it's important to note that they share the same general engine geometry, with the key difference being that all LS engines are aluminum. Because of this, many LS swaps actually start with a Vortec engine as the donor. For a V8 engine, they are compact, so they will fit into smaller cars much more easily than, say, a Ford Coyote with its four overhead cams. And finally, the LS has the most aftermarket support since the original Chevy small block, so upgrades are both plentiful and affordable.
The LS engine made its debut in the late 1990s, with the LS1 being introduced in the 1997 Chevrolet Corvette. Over the years, GM has produced a variety of LS engine variants, and they can be found in everything from Camaros and Corvettes to trucks and SUVs.
What makes the LS engine such a favorite for swaps? For starters, it's all about versatility. The LS engine is compact, lightweight, and fits into a wide range of vehicles. Its size and design make it an excellent candidate for swaps, whether you’re working with a classic muscle car or a more modern ride.
And then there’s its fantastic performance potential. Right out of the box, these engines offer impressive horsepower and torque. After all, the smallest version, the iron block 4.8 LS engine that showed up in trucks and SUVs made 270 brake horsepower, while the LS3, which was the standard engine in Corvettes from 2008 until 2013 pumped out 430 right from the factory. Plus, they handle modifications well, and with smart upgrades can produce staggering amounts of power. Whether you're aiming for street performance or track dominance, the LS can get you there.
Another major factor is cost. LS engines are relatively affordable compared to other high-performance engines. General Motors produced millions of these engines, so they're easy to find -- even though the last production versions showed up in trucks and vans all the way back in 2017 -- keeping prices reasonable. It is tough to find an all-aluminum LS in the junkyards, but the iron block based 4.8 and 5.3 LS engines are still quite plentiful. This makes them accessible to enthusiasts working with all kinds of budgets.
When it comes to vehicles that are best suited for an LS swap, the list is almost endless. The cam-in-block design may be old-school, but it also helps make the engine more compact than overhead cam engines. Classic muscle cars like the Chevrolet Camaro, Pontiac Firebird, and even older Mustangs are prime candidates. Beyond muscle cars, the LS engine is a popular choice for swaps into lightweight imports, creating the ultimate sleeper cars. You’ll also see LS swaps in trucks, hot rods, and even boats.
Haters may say that there are so many LS swaps out there that they’ve become boring. But the LS swap wouldn’t be so popular if it didn’t work so dang well. So as they say, “LS swap the world!”
HEMI Swap
Mopar’s Gen III Hemi is a modern marvel that’s earned its place in the hearts of car enthusiasts everywhere. When it debuted in 2003 with a great commercial -- “That thing got a Hemi in it?” -- and outstanding power production, the new Hemi breathed new life into Chrysler's performance lineup
You can find the Gen III Hemi in a wide range of vehicles, from the Dodge Challenger and Charger to the Jeep Grand Cherokee and Ram trucks. It can be found in displacements from 5.7 liters all the way up to the Gen III 426 HEMI (7 liters) and produces anywhere from 345 to an astronomical 1,000 horsepower in the supercharged 426 Hellephant.
So why is the Gen 3 Hemi such a hit for engine swaps? For starters, it offers a fantastic blend of performance and reliability. These engines are built to deliver serious horsepower and torque while maintaining everyday drivability. Whether you’re cruising down the highway or tearing up the track, the Hemi can handle it all.
And although it isn’t to the level of the LS (but what is?), the Hemi has gained quite a bit of aftermarket support in the last few years. Everything from new cylinder head and intake manifold castings, to a variety of oil pans designed to help your Hemi fit in a multitude of different chassis.
As for vehicles that benefit from a Hemi swap, the options are almost endless. Classic Mopar muscle cars like the Dodge Dart, Plymouth Barracuda, and Road Runner are popular choices. But the Hemi isn’t limited to just old-school rides; you’ll also see swaps into more modern cars and trucks, as well as some surprising candidates like off-road rigs and hot rods
However, it’s not all sunshine and burnouts. Swapping a Hemi into a classic Mopar can be a challenge, but it can be done. If you can afford it on top of the cost of the Hemi, an aftermarket K-member can create critical clearance for the bigger engine along with headers. Any small block Mopar transmission (727 transmission, 904 transmission, etc) will bolt up to the Gen III Hemi, but differences in the crank flange location means you’ll need a special adaptor and flexplate. So it is tougher, but the results are oh-so-worth-it. A mock-up Gen 3 HEMI block can be an invaluable tool for planning your swap, helping to ensure everything lines up before committing to the final installation.
Ford Coyote Engine Swap
The Coyote engine was introduced in 2011 in the Mustang GT, and it quickly garnered a reputation for its impressive power and advanced technology. This 5.0-liter V8 packs a punch with its dual overhead cam (DOHC) design, delivering buckets of high-revving power. You'll find the Coyote engine not only in the Mustang GT but also in the Ford F-150 trucks. Unlike the LS and Hemi, the Coyote is still in production and currently in its fourth generation.
So, why is the Coyote engine such a popular choice for engine swaps? For starters, its instantly recognizable among Ford fans as soon as you pop the hood. But the main reason is easy power. In stock form the Coyote produces 420 horsepower in Gen 1 variations and goes on up to 480 horsepower with the Gen 4 version. And that’s not counting the high horsepower supercharged versions. With a few aftermarket tweaks, these engines can produce serious horsepower. In fact, with its relatively small 3.63 inch diameter cylinder bores limiting the valve size and intake flow, the Coyote especially loves forced induction in the form of a supercharger. That really wakes these engines up. And the DOHC valvetrain allows the engine to pull high into the rpm range.
Unlike the Hemi and some versions of the LS, the Coyote only came with an aluminum block and cylinder heads to reduce weight. Combined with its high-revving personality, that makes it a great candidate for sports cars and pro tourers where handling is a priority.
The Coyote shares the same dimensions, engine mounts and transmission bolt pattern as the previous generations of Modular V8 engines, so swapping in a Coyote in a car that came with a Mod motor is pretty straightforward. But it can be more difficult with older Fords. The Coyote is extra wide with its DOHC valvetrain, and it just won’t fit in many older Ford cars with their tall strut towers taking up space in the engine bay. But that doesn’t mean a swap is impossible, just that a little trimming and a new set of coilover shocks may be necessary. That’s OK, because who doesn’t want a new suspension to go with their added power anyway?
2JZ Engine Swap
Toyota’s 2JZ engine is a legend in the world of automotive performance. The 2JZ made its debut in the early 1990s and quickly became renowned for its strength, reliability, and tuning potential. This inline-six engine found fame under the hood of the Toyota Supra, a car that has become iconic in its own right. You can also find the 2JZ in other models like the Lexus IS300 and Toyota Aristo, though it’s the Supra that really made it a household name among car enthusiasts.
So why is the 2JZ engine so beloved for swaps? For starters, it's all about the robustness. The 2JZ-GTE variant, with its twin-turbo setup, can handle incredible amounts of power without needing extensive internal modifications. Its iron block and forged internals mean it can take a beating and keep on going, which is exactly what you want when you’re looking to squeeze out every last drop of performance.
Another major reason for its popularity is its tuning potential. The 2JZ-GTE is famous for its ability to produce massive power figures with relatively simple upgrades. Many tuners have pushed these engines to over 1,000 horsepower with the right mix of larger turbos, upgraded fuel systems, and enhanced engine management. This makes it a favorite among drag racers, drift enthusiasts, and anyone looking to build a high-performance machine.
When it comes to the best vehicles for a 2JZ swap, the possibilities are nearly endless. Outside of old-school American iron, 2JZs are everywhere. Classic Supras and other Toyota models are obvious choices, but you'll also see these engines swapped into a variety of other platforms, from Nissan 240SXs to Mazda RX-7s and even BMWs. The combination of Toyota reliability and incredible performance potential makes the 2JZ a coveted choice for a wide range of builds.
However, it's not without its drawbacks. One of the main challenges of a 2JZ swap is the cost. These engines have become highly sought after, which means they can be quite expensive. Additionally, the complexity of fitting such an engine into a vehicle that wasn’t originally designed for it can be daunting, requiring custom mounts, wiring, and other modifications. For those tackling this swap, a 2JZ mock-up engine can be a game-changer, letting you troubleshoot fitment and avoid costly surprises during the build.
Despite these challenges, the Toyota 2JZ engine remains a top choice for those looking to build a high-performance vehicle. Its legendary status, combined with its incredible strength and tuning potential, makes it a standout in the world of engine swaps.
Cummins Swap
When it comes to diesel power, the Cummins 5.9 liter has reached mythical status thanks to a combination of can’t-kill-it ruggedness and how easy it is to upgrade. The Cummins 5.9 liter straight six had been around and used in medium duty commercial vehicles for a bit, but it really took off when Dodge first put them in the 2500 and 3500 Ram pickups starting with the 1989 model year. With direct injection, no glow plugs, a turbocharger, 160 horsepower and 400 ft/lbs of torque, the engine was a revelation for the time and people purchased the truck in droves.
If there was a weakness with the first generation 5.9 -- commonly referred to as a “12 valve” -- it was the cam-driven fuel pump. It worked fine at stock levels but quickly ran out of steam as you tried to add power and just couldn’t keep up with the added fuel demands. That was resolved with the second gen version that appeared in 1994 which was given a new fuel pump. With the new fuel pump nicknamed the P-pump, the engine became a workhorse and readily accepted bigger turbos and other power adders. Produced until 1998, the P-pump 12 valves are among the most popular options when it comes to diesel swaps.
Also in 1998, Cummins introduced the 24 valve 5.9. The new design produced 235 horsepower and 460 ft/lbs of torque, which was definitely nice. But as with many new engine designs, the new 24 valve came with a few issues that needed to be worked through. The main ones were a redesigned fuel pump that often had problems and a thin-walled block that was weaker and subject to cracking which leaks coolant out of the side of the block. This engine you might want to avoid when looking for a swap candidate. You can identify this block because it will have the numbers “53” cast into it on the side of the block. Generally speaking, the only fix is to replace the block entirely, so we’d suggest just avoiding these “53” blocks from the get-go.
Thankfully, those flaws were corrected with the next revision, commonly referred to as the third gen. Cummins actually made a lot of improvements that makes the 2003-2007 version of the engine easily one of the most desirable for swaps. This includes common-rail fuel injection, a fully electronic injection system, the much improved CP3 fuel pump and 305 horsepower and 555 ft/lbs of torque right out of the box. Plus, the third gen Cummins loves upgrades. We’re seeing 500 horsepower and 1,000 ft/lbs of torque on the regular these days.
Cummins 5.9 engines are most famously found in Ram trucks, specifically the Ram 2500 and 3500 models. But you can also find these beasts in a variety of other applications, from commercial trucks and buses to industrial equipment and even marine vessels. Their versatility and reliability make them a go-to choice for many demanding jobs.
So, why are Cummins engines such a hot ticket for engine swaps? For starters, it’s all about the torque. Diesel engines, especially the Cummins, are known for their incredible torque output, which is essential for tasks like towing and hauling. When you swap in a Cummins, you’re essentially giving your vehicle a massive upgrade in pulling power.
Another reason for their popularity is durability. Cummins engines are built to last. They’re designed to handle the toughest conditions and keep on going, making them an excellent choice for anyone looking to build a reliable workhorse or a rugged off-roader. Plus, the aftermarket support for Cummins engines is vast. There’s a wealth of parts, upgrades, and tuning options available, so you can customize your setup to fit your needs perfectly. For those considering the swap, a Cummins swap block is an excellent starting point, allowing you to test configurations and plan your build with confidence.
Lastly, there’s the cool factor. The Cummins name carries a certain prestige in the automotive world. Swapping a Cummins into your vehicle is a badge of honor, signaling that you mean business when it comes to performance and reliability. Whether you’re upgrading an old truck, building a custom off-road rig, or just looking to boost your vehicle’s capabilities, a Cummins engine swap is a fantastic choice that combines power, durability, and a bit of legendary status.
Are Engine Swaps Worth It? | Make Your Swaps Easier
Let’s be honest here, engine swaps aren’t the easiest project in the world. Depending on the chassis and the engine you are swapping in, there can be a whole multitude of things that need to be changed or modified to get everything to work correctly. Common issues include clearance issues with the crossmember, the firewall and strut or shock towers. You likely also will need to upgrade the radiator and cooling system and make other changes. This means the entire process isn’t plug and play. Odds are likely you will have to install and remove the engine several times to check for fitment issues, plumbing and other things before the swap is complete.
Can You Swap Any Engine Into Any Car?
The problem is engines are heavy and clumsy to deal with. Doing test installs multiple times during the course of an engine swap is not only annoying, it’s also very likely that you will scratch a fender or break a fitting, causing you more delays and expense.
Fortunately, there is a simple solution that can make your life much easier. Speedway Motors is continually expanding its SoloSwap™ mock up engine block line to make engine swaps much easier with a wide variety of engine options. The SoloSwap™ units are constructed from lightweight steel cutouts, so you can pick them up and set them in an engine bay without having to use a cherry picker or help. You can bolt up engine mounts, valve covers, an intake manifold and even a transmission so you can check all your critical clearances and be absolutely sure everything is going to fit exactly as it should when you are ready to drop in the real thing. Currently, they have options for everything from the LS to the Gen III Hemi, to a Cummins and even a 2JZ for the import fans. Using an engine mock-up block during the planning process can give you peace of mind and help you troubleshoot fitment before committing to the final build. Best of luck with your engine swap!
