Combs Performance

2015 Jeep JKU Rubicon
2nd owner, only 22,800 miles
Prodigy Performance turbo kit ($8000)
1 ton axles from 2009 F350
Dana Super 60 front, Ballistic Fab shave kit & cover, 5.38 Yukon gears, Yukon Zip locker
Sterling 10.5” rear, full floater, 5.38 Yukon gears, Eaton Detroit Truetac locker, Ballistic Fab cover
King coilovers front and rear
Custom long arm suspension, dual triangulated rear, 3 link front. Custom control arms made from 2” OD, .250” wall square tube
Custom tie rod & drag link made from 1.5” OD, .250” wall DOM tube
40x13.5x17 Maxxis Razr MTs (new)
DV8 Offroad true beadlocks
Adams 1410 rear, 1350 front driveahafts
PSC hydro assist steering and big bore steering box
New brakes
Road Armor fenders, rocker armor, front & rear bumpers, tire carrier
GenRight aluminum rear mounted gas tank w/ skid
Diabolical rear security enclosure/ deck
ARB air compressor
Cobra CB
Bartact seat covers
Superchips TrailDash2
Trucklite LED headlights
ATP billet grab handles

Clean title, updated reg/ safety
$45,000 obo

Jeep is very well-built and built to handle any trail, any terrain and be as bulletproof as you can get. My goal was to build a big, bad ass Jeep that could conquer any terrain and drive home at the end of the day, not require trail fixing every time we wheeled. The suspension is crazy soft and flexy and has a ridiculous amount of travel. Will come with the bolt on fender extensions and mud flaps for safety.

Up to date reg and safety, just updated this month. Jeep can be seen at my shop in Campbell/ Kapolei M-F, 9-6, Sat 10-2. Message to arrange or for directions/ questions.

Asking $45,000 obo.

Great info on the G3 hemi.

We have added a new section to the website for Hemi Tech articles! Below is our latest addition regarding Lifter failure in the G3 HEMI engine.

Gen 3 Hemi Lifter Failure, Hemi Tick, and P0300.

First, I would like to start off by saying, there is a large quantity of misinformation and BS on the internet regarding the Gen 3 Hemi’ s lifter issues. I have seen all sorts of theories, and “install this part to CURE your hemi engine” posts in forums and all over YouTube. Let’s first look at how the Hemi engine oils to better understand this failure. The main hydraulic lifter feed in the G3 Hemi oils backwards from most every other conventional pushrod V8 engine on the market. The oil travels up through a passage at the deck of the engine block, through a restrictor in the head gasket, up around the head bolts, up through a passage in the head, into the rocker shaft, from the rocker shaft through the rocker body to the pushrod, down the pushrod and finally into the lifter. In terms of how the MDS system operates, when the 4 solenoids located on top of the block open, this sends oil flow and pressure around the body of the MDS lifters to compress the plunger/check ball located on the side of the MDS lifter. When this is compressed, the hydraulic portion of the MDS lifter collapses, and the engine runs in 4-cylinder mode. Unlike GM DOD engines, the typical failure is not the actual hydraulic portion, it’s the lifter axle bearings that fail. When this occurs, the roller wheel starts to skid on the lobe of the camshaft and grind through it sending metal all through the engine. The early signs of lifter failure are a slight tick that can be audibly heard when the engine is running at idle. Later signs of failure include a P0300 code indicating a misfire. Further engine damage can be prevented by CEASING TO RUN THE ENGINE AFTER THE P0300 CODE POPS UP. Many shops and customers will unfortunately waste time/money by trying to replace a coil pack or injector for the cylinder that is misfiring, but 95% of the time P0300 code is present, a lifter axle bearing has already failed and is griding away into the camshaft. This leads us to the question, why does this system fail?
In my opinion the root cause of failure is a two-part problem. Issue #1 is the design of the needle bearings of the lifter. The very early HEMI engines had large roller bearings (and a smaller axle) on their lifters. For some unknown reason, Chrysler went away from this design, and made the needle bearings much smaller, and the axle larger. These small bearings do not seem to take the load of being constantly activated and deactivated as well as the early design lifters. The second issue is lubrication. As I mentioned earlier, the only way the actual lifter bore in these engines receives any oil is when the MDS solenoid opens to deactivate the 4 cylinders worth of lifters. This means that during idle, and when the MDS is not active, the body of the G3 Hemi lifter receives NO OIL! (Mild caveat here, the lifter does receive some splash l**e up from the crankshaft, but it is VERY minimal as the main oil galley blocks a very large portion of the potential splash l**e. Combine this with the very high cam/crank centerline (7.464 Inches-compare that to a small block chevy at 4.521”) and the potential for the lifter to get any splash l**e is near zero.
The next logical question is, how to we fix it? We address the two issues I mentioned earlier (Needle bearing Size, and Lubrication). The Latest design 8784AD NON MDS lifters (Hellcat Lifters) have larger roller bearings, so this takes care of problem number one. To remedy problem number two, we simply need to install MDS plugs into the block. Installing the MDS plug allows for full flow of pressurized oil to go around the body of the lifter, and drip down on to the roller wheel to properly lubricate the bearings.

In summary, the fix is an MMX MDS Delete Kit. Our kits include the NON MDS Camshaft, NON MDS Hellcat Lifters, MDS Plugs, and other supporting hardware. This fully takes care of the needle bearing issue, and the lubrication issue. Buying quality oil and having a frequent oil change interval also helps tremendously with keeping the factory MDS system functioning for as long as possible.

-Byron Walker