Alexia

A little of both. I ran mostly new wires to the back and reused connectors as needed.

I have taken the intake manifold off five times now. I hate taking it off especially with the terrible exhaust manifold design on it. Also, while I could mill the inlet bigger it would hit the bolt hole bosses of the stock locations.(Just barely.) Plus the GM DBW throttle body needs a minimum of 10mm of a spacer to clear everything else since it sticks down below the surface outside the mounting area.

After many failures with the new machinery and accidentally using thicker stock I had a completed mock up with all the corrections made.

The Haltech installation is now in progress. Unfortunately the Elite 750 ended up not having enough inputs and outputs so I switched to an Elite 2500. However, I decided I wanted to switch to drive by wire functionality that the Elite 2500 provides. Take one GM DBW throttle body from some V6 piece of junk. Model an adapter plate. Then... do some air CNC'ing because I am waiting for the correct collets to come in the mail. Direct video link: https://vid.me/je3i https://vid.me/je3i

I missed it too. It is not in my notes. :(

The wiper tore the NSS contacts up on my first XJ. I assume a manufacturing defect in that case. That was also back when they were not available from aftermarket and the XJ was out of warranty. $300+ for one of those. D:

The only time I got a bad deal from Amazon Warehouse was a SSD that had clearly been crushed between the rollers of the warehouse's conveyor system. They just did not check it thoroughly enough and happily exchanged it for me. This though, I added it to my cart last night and then fell asleep before making the purchase. Out of stock now!

This part is good up to 1996. Maybe I should get one and just convert from seven wire to six wire it if it ever breaks.

Both my Jeeps are in states of not being able to be driven so I am missing it this year.

Very easy to swap over and depending on the state it is allowable for the purposes of repair and restoration.

Simulating voltage, oil pressure, and coolant temperature by swapping the values between 0x00 and 0xFF every 500ms. The bipolar stepper motors are not fast so they can not keep up.

One the goals to installing the aftermarket ECU is that I want to keep the stock 1997+ gauges. However, all new vehicles and aftermarket ECUs use CAN bus for communications. Old Chrysler gauge clusters use either CCD bus or SCI bus. So I started working on a CAN bus to CCD bus hardware and protocol adapter. CAN bus is easy and there are drop in libraries for it. However, CCD bus is very strange and uses a 7812.5 baud rate. After a bunch of research and fiddling I just got the CCD bus communication to the gauge cluster working.

Oh, it is not made for any system. It replaces the entire system.

Interestingly, I have not seen your Comanche around the city.

My friend with a Subaru is telling me there should be a turbocharger with this assortment. I do believe he is correct.(Eventually.) The stock PCM can no longer cope with the modified engine. SCT X3 tuners are hard to get, SCT X4 tuners do not work, and once the tuning cost is added in it is much cheaper to go with an aftermarket ECU for the huge increase in flexibility. The Haltech Elite range of ECUs previously were not suited for these engines or had way too many features necessary; 1500 and 2500 respectively. The new 750 just released this past month is perfect for six cylinders and drive by throttle cable applications.

"Terrible." Maybe 190 at the wheels. That supercharger was dragging it down too much.

04/23 is good for me. I can hold off tearing apart the Comanche until then.

Both the Spectra and Dorman oil pans are alright, but I found they did not fit as well as OEM. I had to take the Dorman pan off and put black RTV on both mating surfaces of the gasket to keep it from leaking.

Almost anything works for me.

I changed out the mailer for a SMTP soft compatibility layer. Email works again. I want off this hosting provider. :P

Amazon Warehouse deals are basically scratch and dent items for most of the items. Sometimes they are customer returns. Either way they are covered under the same return policy.

The IP.Board 3 series does not support iOS very well. If we upgraded to the IP.Board 4 series many of the legacy issues would be fixed. However, the current hosting provider for CC is at a breaking point where we can not efficiently upgrade the site due to their lack of SSH shell access.

80MPH is fine in mine. 85MPH is where the rear starts to lift up and float around.

The way SKIM works is easy to defeat by just replacing or reprogramming the computers.(Note: My knowledge is mainly based on the 4.0L engine computers.) All PCMs have SKIM capability that is only activated when the SKIM is plugged into the connector on the steering column. So if you get a PCM without SKIM and remove your SKIM before installing it then it should work. Now, I am unsure about the BCM in the Cherokee since that is not something that came on the XJ in the USA.(No diesel version here.) The BCM on the ZJ and WJ is pretty sneaky and likes to mirror information back to the PCM. So if the BCM in the XJ also stores the SKIM status then it will have to be replaced as well. It seems like getting used units from a non-SKIM XJ would be the cheapest route.

I started working on a CAN bus conversion for stock 1997+ gauge clusters. I plan to switch from the stock PCM to a Haltech which communicates over CAN bus. Since the stock gauge clusters use Chrysler's proprietary bus they are obviously incompatible. The gauge clusters are just six bipolar stepper motors and a bunch of light bulbs. All I have to do is piggy back on the stock circuit board and cut the traces in a few places. I also plan to add PWM to the illumination circuit so that LEDs can be put in place of the bulbs and be fully dimmable. So far I have test code abusing one of the stepper motors to see what voltage they run out. Looks like 5V is the sweet spot so running these off the PCB's power supply will be easy.