How to Identify the Perfect 4x4 Engine in a Junkyard
The 4-1-1 on a Cheap New Powerplant for Your 4x4
Junkyards are the ultimate department stores for cheapskate gearheads. At each location there are acres and acres of potential goodies, but it takes a sharp-eyed bargain hunter and some special knowledge to grab a junkyard gem. This is true of many vehicle components but especially engines. It's often not enough to know the year range and models for the engine you're seeking; you need to make a definitive ID before plunking down your hard-earned cash for a new heart for your 4x4.
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It bears mentioning that among all the components you can potentially score in a junkyard, there is no bigger wildcard than an engine. Cars end up in junkyards for a reason, so if it's not wrecked, more than likely a major component failed. Therefore, the chance the engine is bad is bigger than it would be for many other components. It's definitely a situation of buyer beware, especially if you plan on plunking the engine into its new home without a rebuild.
For starters, when engine shopping we'd purposely stay from anything that wasn't wrecked, and we'd probably opt for a warranty if the yard offers one. Keep in mind that even a collision can cause engine damage, whether it's external or internal (you never know how long the engine kept running once that rollover landed on its roof). It can be difficult to do a thorough inspection in a junkyard, but at the very minimum turn the engine over by hand and yank a valve cover to get an idea if the previous owner ever changed the oil.
We've done all kinds of tips for buying a junkyard engine in the past, so this time around we focus on how to identify good potential swap candidates as well as a few to avoid. Most of these we found while perusing a handful of yards in just one afternoon, so there's plenty of opportunity for a cheap heart transplant in your own 4x4.
General Motors
Chevrolet4.3L V-6Identification:Decode the eighth spot in the vehicle's VIN. The lettersB, Z, XandWare among the codes that denote a 4.3L, depending on the year of the vehicle and whether it's a car or a truck. 1987-1992 engines have the engine ID number stamped on a boss just ahead of the passenger-side cylinder hear, while 1993 and later engines are on a machined pad on the back of the block just behind the driver-side cylinder head. If it's in a 1987 and later Chevy or GMC truck and has six cylinders, it's more than likely a 4.3L.
Donor Vehicles:1985-2002 Chevy S-10 Blazers Astro Vans, and trucks; 1985-2014 1/2-ton full-size trucks; and a limited number of GM cars in the mid to late 1980s
Significant Milestones:1986 one-piece rear main seal; 1985-1991used throttle-body injection (TBI); in 1992 balance shafts and central-port injection (CPI) appeared; 2013 coil-on-plug distributorless ignition appears.
What to Look For:Just about any 4.3L is a viable swap candidate, so focus on finding one that has been well maintained and is complete. It is best to harvest the complete harness and computer from the same donor vehicle.
What to Avoid:Beware the 60-degree 2.8L V-6s in the 1984-1986 S-10 trucks, which share nothing in common with the more desirable 4.3Ls. For 4.3L, the CPI versions are known for fuel spider issues. Many, many marine versions of the 4.3L were also produced, but they have several subtle differences that can be problematic for a vehicle swap.
Notes:If there's an automatic attached to the engine, it's likely a TH700-R4 or a 4L60E, both of which are good. The 4.3L shares the same 90-degree bellhousing bolt pattern as the small-block Chevy, so transmission choices are virtually unlimited.
BuickV-6
Identification:The front-mounted angled distributor is an easy way to identify the Buick 225/231/252 from other GM six-cylinder engines. The block ID is located on the back of the block near the bellhousing mounting boss, or on the left side of the block just below the head. These engines share the BOP bellhousing bolt pattern with Buick, Oldsmobile, and Pontiac V-8s and have the starter motor on the passenger side.
Donor Vehicles:(odd-fire 225) 1964-67 Buick and Oldsmobile mid-size cars; 1965-71 Jeep CJ and Commando; (odd-fire 231) 1975-1977 and (even-fire 231/252) 1977-1989 various Buick, Oldsmobile, and Pontiac models.
Significant Milestones:Initially a 225ci odd-fire engine, the Jeep versions utilized a much heavier flywheel than the Buick version to smooth out the vibrations of the odd-fire engine. GM sold the tooling to Kaiser in 1967 but bought it back in 1974. Displacement was increased to 231ci in 1975, and in mid-1977 the engine was converted to even-fire. 1982 saw computer-controlled carburetors and ignition, while throttle-body injection appeared with some 1984 models. Multiport injection arrived in 1986.
What to Look For:Just about any of these engines are desirable swap candidates. The 225 is a great choice for any classic 4x4 but is getting hard to find, while the later 231 is excellent for just about any compact application. Stick to rear-wheel-drive applications, as those are more likely to be a 231 and not one of the many derivative V-6 engines that were produced around the same time. There was also a higher-displacement 4.1L (252-cube) available for a few years.
What to Avoid:Stay away from the front-wheel-drive models. Many of these were a 3.8L 60-degree engine that share little in common with the 225/231, including having a different bellhousing bolt pattern. While the multiport injection systems are OK, it's easier to start with a carbureted version and just convert it to EFI using any number of aftermarket EFI systems; many people report success using a Megasquirt-based system to inject the odd-fire engines.
Notes:Based off of the 215ci V-8, the Buick V-6 shares many internal components with its V-8 counterparts. With such a long production run and thanks to so many variants, the Buck V-6 was one of the most widely produced engines ever made.
Gen I Small-Block Chevy
Identification:the rear-mounted distributor is one telltale sign of an SBC. The engine ID number of all small-block Chevys from 1955 to 1995 is located on a flat pad just ahead of the passenger-side cylinder head.
Donor Vehicles:Dozens of Chevrolet cars and trucks from 1955 to 1995. If it's a gas-burning V-8 and is under the hood of a Chevrolet, it's either a big-block or small-block Chevy.
Significant Milestones:Introduced in 1955 with a 265ci displacement, in 1957 displacement increased to 283ci. The 327engine appeared in 1962, the 302 in 1966, and the 350 in 1967. The 307 came in 1968, the 400 in 1970, and the 305 in 1977. There was even a 267-cube version aimed at increasing economy for 1979-1982 GM A- and G-bodies. The one-piece rear main seal appeared in 1986, and center bolt valve covers appeared in 1987 along with throttle-body injection.
What to Look For:It is difficult to identify the displacement of an SBC externally, and since all of them interchange, there's no guarantee that the engine under the hood matches the RPO code of the vehicle. The only definite way to identify the displacement is to decode the ID number on the block or disassemble the engine. The TBI versions of this engine are very desirable, as the injection system is extremely reliable and the revised valve covers and rear main seal much better than the earlier versions.
What to Avoid:It's hard to go wrong with any small-block Chevy, but there are less desirable ones. The 267s, 305s, and 307s were fairly gutless. We'd stay away from one that appears to have a ton of miles or significant leaks.
Notes:The Gen I small-block Chevy is the gold standard for any vehicle enthusiast. No other engine is more popular or easier to modify, hence it's popularity and overwhelming aftermarket support.
Gen II Small-Block ChevyIdentification:The distinctive intake manifold is a telltale sign of a Gen II engine. The engine will be stamped on the left-hand side at the rear of the block just above the oil filter.
Donor Vehicles:1992-97 Corvette; 1993-97 Camaro and Firebird; 1994-96 Impala, Caprice, Buick Roadmaster, and Cadillac Fleetwood.
Significant Milestones:1992-93 had batch fuel EFI, while 1995 switched to sequential port injection. 1996 models had significant electronics changes with the switch to OBD-II. The 1992-97 engines are referred to as LT1s. A high-performance LT4 appeared in 1996 in Corvettes and 1997 in Camaros and Firebirds.
What to Look For:Any of these engines are desirable, so focus on finding one that appears to be well cared for and hasn't been raced to oblivion.
What to Avoid:The early batch-fire systems are not very efficient and are not well supported by the aftermarket due to their brief production run. These early engines were also plagued with a problematic Opti-Spark distributor. Because these engines were in performance cars, many of them led a rough life at the dragstrip and at the track, so buyer beware.
Notes:Wedged in between the long production run of the Gen I small-block and the wildly popular Gen III LS that came later, the relatively short production run and limited use of the Gen II engines means they are often overlooked by both vehicle builders and the aftermarket. Though they produce respectable power, there are better choices available.
Gen III/IV Small-Block ChevyIdentification:Coil packs mounted on the valve cover are a distinctive feature of LS engines. The eighth spot in the VIN will identify exactly which version of the LS engine is under the hood. The engine displacement will be cast into the back of the block just under the head. In the case of the 4.8L/5.3L, the head casting numbers may help narrow down identity. Summit Racing Equipment has a pretty good interactive LS identification tool at bit.ly/31iEgo1.
Donor Vehicles:1998-2012 Corvette; 1999-2012 GM trucks.
Significant Milestones:Gen III engines were introduced in the Corvette in 1997 and the Camaro/Firebird in 1998, and arrived in trucks in 1999. Many different versions of this engine were introduced, and each has its own reference. Gen IV engines appeared in 2005, and while the same in many ways, Gen IV engines have things like active fuel management (AFM, also sometimes referred to as displacement on demand) and variable valve timing (VVT).
What to Look For:Just about any LS engine is a viable swap candidate. The high-performance LS1 and LS6 are desirable but command high prices, as do the 6.0L LQ4 and LQ9 engines. There were aluminum-block variants of the LS that are desirable for lightweight applications. The 4.8L engines are often overlooked due to their small displacement, but as a result they are usually inexpensive compared to other LS engines.
What to Avoid:The LS4 is one variant of the LS engine family that was used in front-wheel-drive cars like the Impala SS and Pontiac Grand Prix. There are many differences between this engine and the rest of the LS engine family, making them a nightmare to work with; they are therefore best avoided. The engine management systems are quite a bit more complicated on Gen IV engines, so if simple is a priority, stick with a Gen III engine.
Notes:The LS engine is the Gen I small-block Chevy of the 21st century. These engines make amazing amounts of power, are as reliable as a hammer, and can last hundreds of thousands of miles with proper care. They also have tremendous aftermarket support.
Ford
Small-Block Ford
Identification:Six-bolt valve covers are one surefire way to identify popular small-block Ford engines. The thermostat housing is on the intake manifold. Narrowing down the identification requires locating the ID tag, which is a piece of aluminum about 3 inches long and half an inch wide. You can also obtain some information with the block casting numbers, which will be cast into the block on one side or the other.
Donor Vehicles:Numerous 1963-1996 Ford cars and trucks.
Significant milestones:Introduced as a 289 in 1963, the displacement increased to 302 in 1968. The 351W was introduced in 1969 and shares many of the same attributes as the 302. The 302 H.O. is introduced in 1982 in Mustangs. Fuel injection arrived for both engines in 1986. Quite a few block and head changes took place throughout the production run of the engines. These engines all have a Ford block bolt pattern, but there was a small-block pattern change in 1966.
What to Look For:Like many other engine families, horsepower outputs vary throughout production but were lowest in the mid to late 1970s, so staying away from those years isn't a bad idea. Many of the carbureted engines came with the Motorcraft 2100, which is an excellent off-road carburetor. If you're looking for a fuel-injected small-block in a truck, stick with 1992 and later.
What to Avoid:A 255ci small-block used from 1980 to 1982 in several Ford cars and F-series trucks was an absolute turd. Many of the early fuel-injected trucks used an inefficient batch-fire system rather than a sequential-port injection system
Notes:This engine family enjoyed a long production run and was used in a variety of Ford cars and trucks, making them cheap and plentiful. Though the EFI systems have been adapted successfully in non-Ford vehicles, there isn't the same level of aftermarket support as Chevy platforms of the same era.
351M/400Identification:Look for eight bolts on rectangular valve covers, and the thermostat housing is on the block. The block casting numbers are located near the bellhousing on the passenger side.
Donor Vehicles:Various 1970-1979 Ford cars and 1970-1982 Ford trucks.
Significant Milestones:The 351M replaced the 351C in passenger cars in 1975. Ford trucks were never offered with the 351C and always came with the 351M.
What to Look For:The 351M and 400 were used exclusively in trucks, while passenger cars could have received the 351C or the 400 until 1975. There are no visible external differences between a 351M and a 400; the only way to tell them apart is to disassemble the engine and measure the stroke.
What to Avoid:The 351M and 400 blocks cast at Ford's Michigan casting center prior to March 2, 1977, were prone to cracking and should be avoided. These blocks can be identified by decoding the block casting number.
Notes:The 351M and 400 are part of the Ford 335 engine family that includes the 351 Cleveland. Though the engines are similar in many ways internally, the Cleveland is a narrower engine and therefore looks quite different. Though these engines are rather emission-choked in stock form, there are quite a few ways to improve their power and performance. These engines share a bellhousing bolt pattern with the 385-series 429 and 460 big-block.
429/460Identification:Look for seven bolts on rectangular valve covers, and exhaust manifold bolts that are all in a horizontal line. There was a sticker on the valve cover denoting the engine displacement, but this sticker will likely be missing in a junkyard.
Donor Vehicles:1968-79 fullsize cars; 1968-97 F-Series trucks.
Significant Milestones:The 1971 460 was rated at 365 hp; by 1972 it had dropped to 208. Fuel injection appeared in 1988, and significant head improvements came in 1992.
What to Look For:1968-1971 engines offered significantly more power than the emissions-choked versions of the 1970s. Aside from automotive applications, the 460 was used extensively in marine, motorhome, and industrial applications.
What to Avoid:The mid- to late-1970s engines were laden with power-robbing emissions equipment.
Notes:The 429 and 460 are members of the Ford 385 engine family. There is no way to tell the difference between a 429 and a 460 externally; identifying them requires measuring the stroke of the engine. Because they share a bellhousing bolt pattern with the 351M and 400, these engines are nearly a bolt-in replacement for the smaller engines.
Mopar
4.0L/4.2L I-6Identification:The inline-six configuration makes these engines easy to spot. The 4.2L engine have either a smooth stamped steel or plastic valve cover and are usually carbureted. The 4.0L H.O. engines have a ribbed stamped steel valve cover and have EFI.
Donor Vehicles:1976-1986 Jeep CJs; 1987-1995 YJs; 1997-2006 TJs; 1987-2001 XJs; 1993-1998 ZJs; 1999-2004 WJs.
Significant Milestones:4.0L introduced in 1987 with Renix injection. 4.0L H.O MPI injection introduced in 1991, and distributorless ignition and coil packs in 2000.
What to Look For:The 4.0L engines are the most desirable of these engines, as they offer more power output and an efficient fuel injection system. The 1999 and newer models have a horseshoe-shaped intake manifold that is said to flow better than the regular manifolds.
What to Avoid:Stay away from the 1982-1990 carbureted engines, as they have a complicated and woefully inefficient computer controlled carburetors. The 1987-1990 4.0L engines used Renix fuel injection, which, while acceptable, is not as good as the MPI system that debuted in 1991.
Notes:While these engines are not great swap candidates into other platforms due to their length, the 4.0L engine is an excellent candidate within Jeep models to replace four-cylinder engines that were offered alongside the 4.2L and 4.0L. Also, the 4.0L is a worthy upgrade over the 4.2L and nearly bolts in its place.
Magnum V-8Identification:All Magnum engines are stampedoron the driver side near the back of the engine block. The casting number of all 5.2L/318 blocks is 53006714 or 53006657. The casting number for all 5.9L/360 blocks is 5303006.
Donor Vehicles:1992-2003 Dodge trucks and vans; 1993-97 Jeep Grand Cherokees.
Significant Milestones:Not much changed with these engines throughout their relatively short production run.
What to Look For:Pretty much any example of a Magnum engine is a good swap candidate, although the 5.9L engines are more desirable. These are most often found in Dodge 1/2- 3/4-, and 1-ton trucks.
What to Avoid:With such a large number of 5.9L engines out there, we'd hold out for one of those over a 5.2L. Don't confuse the pushrod 5.2L/5.9L V-8s with the overhead cam 4.7L that was offered concurrently towards the end of the Magnum's production run. Avoid the 4.7L at all costs.
Notes:These engines are cheap and plentiful in wrecking yards, and their fuel injection system is easy to transplant. In fact, these engines can be easily swapped into certain Jeep models while retaining much of the stock Jeep's fuel system, electrical harness, and instrument cluster.
5.7L/6.1L HemiIdentification:"5.7L Hemi" is usually prominently displayed on the valve covers or engine cover, making these engines among the easiest to identify.
Donor Cars:2003-present Ram trucks; 2004-present Durango; 2005-present Dodge Magnum, Dodge Charger, Chrysler 300C, Jeep Grand Cherokee; 2009-present Dodge Challenger.
Significant Milestones:6.1L introduced in 2005. Variable valve timing appears in 2009. The 6.2L supercharged Hellcat appears in 2015.
What to Look For:2003-2008 Hemi engines are the easiest to adapt and better supported due to their simpler engine management systems, compared to later Hemis. If you want to get fancy (and spend a lot more money), a 6.1L Hemi from any number of SRT-8 platforms is an option.
What to Avoid:Generally speaking, the newer the engine the more complicated the engine management system, such as when variable valve timing showed up in 2009. There have been reports or lifter failure on higher-mileage Hemis that wipes out a camshaft, which is an expensive fix. For this reason we'd avoid Hemis with exceptionally high mileage.
Notes:Probably the most popular late-model engine swap application behind an LS engine, there are multiple companies offering Hemi conversion packages and standalone controllers for several platforms, including the Jeep Wrangler JK.
Diesels
Cummins 4BTIdentification:The distinctive valve covers denote the engine is a Cummins, and the presence of four of them indicates a 4BT.
Donor Vehicles:1984-1998 bread vans, step vans, delivery trucks, and various industrial and agricultural applications.
Significant Milestones:Not much changed with these engines throughout their production run.
What to Look For:Any running example makes a good swap candidate, as nearly all of them are mechanically controlled, with no electronics or complex engine management to worry about. Because they were so well engineered and designed for longevity, any 4BT that has been well cared for is a viable option. A variety of transmissions were used behind this engine, so finding the correct adapter plate will likely be more challenging than finding an engine.
What to Avoid:Be aware that these engines are both loud and produce more vibration than what many people expect. If this is a concern, then this engine is not a good choice.
Notes:The 4BT weighs a hefty 750 pounds, which is equivalent to a cast iron big-block gasoline engine.
Cummins 6BTIdentification:The distinctive valve covers peg the engine as a Cummins, and the presence of six of them is indicative of a 6BT.
Donor Vehicles:1989-2007 Ram 2500 and 3500 trucks.
Significant Milestones:Different injection pumps were used in mechanical versions of the engine. 24-valve configuration and electronic controls appear in 1998 1/2. Common rail injection appears in 2003.
What to Look For:The 1989-1998 6BTs were all mechanically controlled, so there are no electronics to worry about. Though all Cummins 5.9L engines are well supported by the aftermarket and easy to identify, the 12-valve and early 24-valve versions are the easiest.
What to Avoid:The VP44 injection pump that was introduced in 1998 was more failure prone than the earlier P7100 pump and the later common rail pump.
Notes:The 6BT is an extremely popular engine among diesel enthusiasts and has made its way under the hoods of many different fullsize trucks. The size and weight of the engine preclude its use on pretty much anything smaller than a fullsize truck.
VolkswagenTDIIdentification:If it's under the hood of a 1997 or newer Volkswagen car and drinks diesel fuel, it's a TDI engine.
Donor Vehicles:Multiple 1998 and newer Volkswagen and Audi cars.
Significant Milestones:There are two main types of TDI engines in North America: rotary pump and later PD (pump deuse). Common rail injection was introduced in 2009.
What to Look For:Like other engines, the earlier TDIs are easier to swap due to their simpler engine management systems. These vehicles were typically driven a lot, so low-mileage older TDI VWs are rare. Still, it's not uncommon to see a TDI-powered car with over 250,000 miles on it.
What to Avoid:The common rail cars are much more complex and not nearly as well supported as the earlier rotary and PD engines.
Notes:These compact and lightweight engines are an excellent choice for a variety of lightweight vehicles (think anything from a Samurai to a Cherokee). Although these swaps are not terribly well supported here, they are quite common and popular overseas, so the information is out there. Adapters are also available for a variety of domestic transmissions.
