Geonovast

Two words got me to get back into XJs. "I'm pregnant"

When I did my first 4wd conversion, I went from a 2wd AX-4 to a 4wd AX-4(converted to AX-5) and NP 207. I had 11 inches hacked off the DS, and it was a tiny bit too short. About a year later, I swapped in an AX-5/NP231, and the splines engaged a little bit more. :dunno:

Flywheel doesn't have to be from a Renix 4.0 with an AX-15. Just a Renix 4.0. The BA 10/5 and AX-15 used the same flywheel, as long as the flywheel is for a Renix (87-90), you'll be good. The pilot bushing has nothing to do with external slave, but year. When they switched to the AX-15 mid 89, they kept the same size pilot bushing as the BA 10/5. In 92, the tip of the input shaft was made bigger, as well as the hole in the crank made smaller, therefore entirely new bushing. To get a 92+ trans behind an 87-91 4.0, you need the CJ bushing.

Jim, why don't you come down in a decent running MJ, I'll meet you there, you can drive the XJ home, and I'll take the MJ. :D

Broken connection inside the socket?

Oh, certainly. If it was a 5 speed, I would probably go look at it.

http://stjoseph.craigslist.org/cto/3843962444.html Holy off track Batman.

Why would you? It was a [ictire test. :rotf:

I think the auto computer needs to have the pins for the NSS jumped, or it won't allow it to start. No need to apologize, and what you're doing certainly isn't impossible. I just needed more information on what you were doing to which truck. What year the 4.0 is matters as far as which pilot bearing to get. Since you're mating a 92+ AX-15 to a 87-91 4.0, you'll need a pilot bushing for a 74 CJ with a 304. Also remember the AX-15 uses a different crossmember than... everything else. I think, (not 100%), but you should be able to use a long shaft 23 spline input for the T-case. I don't think it'll hit anything, but you may be able to just have it machined down a bit if it does.

He has the 2.8. The easiest swaps are a rear wheel drive Chevy 3.1 or 3.4, keeping all accessories and carburetor off his 2.8 You're right, I should have specified the motors that used the same block as the 2.8. I haven't personally driven a 2.8, but I had a 91 with an MPFI 2.5(more power than the 2.8) with 3.55s, and she did not like 5th on anything other than 70+ on a perfectly flat surface or downhill. I eventually just stopped using it altogether.

Rinsing disposables in rubbing alcohol when you're done makes them last a lot longer.

Wasn't actually what I was asking for. What year is the 4.0 you're putting in?

A 4.0 swap is going to be a lot easier than putting in a motor that didn't come in these trucks from the factory. Yes, early 86's needed a slight firewall mod, but it's not a big deal. A 4.0 swap can be done by grabbing an entire junked XJ that will give you literally everything you need except for the rear driveshaft... which you would need to deal with, regardless of what motor you're doing(except the ones that will let you keep the AX-4/5 in its present spot).

This for your 88?

The AX-5's 5th isn't far off at 0.85, but the problem is really what 5th is geared at, but more that a 5th gear sucks with 3.55s and 2.5 or 2.8. I really wouldn't bother rigging up an AX-15 behind a 2.8 unless a motor swap was in the future or the trans was free.

Wow, that's easy. I'll do that next time I'm out there.

Ohhh... uh. No. Is there a writeup for that? What? Using a Comanche as a donor for a Cherokee? :shake: I've done it. XJ I had before this one, I put a 4.0 out of an MJ into it.

Never have. It's never really been a thought, since the shifter has always clicked into each position just fine. Truck's back to normal, except I think something snapped in the drum on the left side. Heard a light pop when braking earlier and now it pulls to the right. Ugh.

What does your truck have in it now?

\ Is it just me, or does it look like she's crying?

Put that poor thing out of its misery.

No kidding. I am so sick of driving an automatic, but being my only vehicle, I can't afford for it to be down if something goes wrong mid swap. (I could easily get a ride to work, but I need the XJ for work as well). Also, does anyone know of any wires off the trans/ECU/TCU that shows which solenoids are active? I'd like to set up some LCDs that show me what gear it's in and TC lock. It's fine when accelerating, but I'd like to monitor its downshifting. (Also it would confuse people that rode with me)

If you're not having timing issues due to a crap chain or tensioner, then you don't need to change it.

Tiny bit of background - For about a year, the CEL on my XJ has been popping up once in awhile. If it was still there by the time I got to use a reader, it always read as "Torque converter lockup solenoid". After the first time, I started paying attention to when the converter was locking, and noticed it did hesitate to lock once in awhile right before the CEL came one. However, Saturday night on my way to go see a movie, I got up on the highway and it would not lock... or go into OD. It was stuck in 3rd and unlocked. Even popping it out of drive and into 3rd, then back into drive didn't convince it to shift or lock. It acted normally on the way home, all day yesterday, and on the way to work this morning. I'm going to check the fluid when I get home, but was hoping for some other suggestions. I hope it's simple, if I have to put any decent amount of cash into the transmission on this thing, I'm swapping in an AX-15.