Geonovast

Your Manifold Air Pressure sensor is getting information from your airbox? :nuts:

No, hydraulic clutches are not adjustable.

Yup.

Can't bring it home?

Unless he has an 86(like his sn implies), or an 87-92 that's been converted, then yes, he's got an internal slave. If you do indeed have an 86, then it's on the passenger side, bolted to the bellhousing. Mentioning having a yoda before, you're probably looking around on the engine side, our slaves work in the opposite direction. 93 AX-5 with 86 Bellhousing and clutch setup in my 91 w/ 2.5

:needpics:

Yes, clocking is determined by the holes drilled in the trans, not the t-case. The TJ case should have a sealed output, not sure if that will affect driveshaft length or not. You may have to use the shift plate from your T-case, not sure if TJs are the same as XJ/MJ or not. The 4 cylinder case should have a long input on it, you'll need to swap yours in. I've also hear(never verified) that the late AX-5s did go to a 23 spline output for the T-case. That may also require you to swap inputs. However, there is something that may prevent you from using your old input. I have heard(again not verified), that sometime around 96, the tooth pitch in the reduction unit was changed, and would not allow your older input shaft to be used in a newer case.

Eagle, are you saying that WJ D30 trac lok could never have been installed in an XJ/MJ D30? There's a possibility it has it, however unlikely. Best way to find out is to pop the cover.

Bolt head is 11mm. So now's the time to get your 11mm stuff out of your box for its only use. Last time I changed one on a 4.0, I had to break it loose from behind with a ton of extensions, then I very slowly worked them out with an 11mm wrench from up front. It's somewhat time consuming, as they like to do the whole half turn, gets finger loose, take wrench off, turn half way, tightens back up, put wrench back on... etc. Just have a little patience. If it's an auto, dropping a bolt into the bellhousing isn't that bad... if it's a stick, it's a little more of a pain, so try not to do it.

Did you explain to them that a massive upper ball joint failure could cause your lifetime to end?

I've heard of some WJs having them. Pop the cover and take a look.

I was surprised when I saw that the 4.0 in my 88 XJ(the one I was taking out), had one. Then I looked harder, and it was the front driver's head bolt snapped 1/2 inch above the deck.

There are none.

You should be able to lock the CAD without losing much, if any, oil.

Go AAL, longer shackles aren't really the way to go, especially for 2 inches.

I read an article in a Madison paper a few years ago, from Wal Mart, stating that they were no longer pulling oil pan plugs out of vehicles during oil changes, for two reason. 1. Their techs were not trained how to reinstall them, so they were either being over tightened, or not tightened enough, resulting in them falling out. :wall: 2. By using a vacuum down the dipstick tube, they're able to get "more" out of the pan, resulting in a cleaner oil change. :hmm: I only had a tire put on a rim there once because I needed it, like, NOW, and it was a Sunday, so all the other places were closed. They did not remove the wheel from the vehicle or install it, I did that in the parking lot.

I will be in WI the first week of August, but my time will be limited, and probably won't be able to travel much since we'll have all the kids.

Leave the internet to your computer?

That's exactly why "professionals" don't touch my Jeeps. I may not be the best mechanic out there, but there's no way I'd ever take a hammer to a balljoint.

Unless you found any already dead 4wd AX-15 with a good output shaft and tail section.. then it's not really worth it. As stated, you'd be taking apart a 4wd AX-15 and a 2wd AX-15 to make a 4wd AX-15. It'd probably be harder to find the individual parts than a whole 4wd trans.

The 2.5 should have 6 bolts holding the trans to the motor, and they're all the same size - thickness and threadwise anyway. There are at least 2 different lengths. There's also three bolts on the bottom of the bellhousing, for the dust plate that goes between the block and flywheel, which extends down to cover the rest of the bellhousing. There should be two large bolts, and one smaller one on the bottom in the middle.

My guess would be a slowly dying CPS.

If you have 4.5" up front, HellCreek I believe has a 4.5" kit for the rear that keeps you SUA.

Are you sure it's completely bled?

Motor/trans have nothing to do capacity. I believe the non-metric tonne springs are somewhere are a 1500lb payload. I have carried quite a bit of weight in the back of my 2.5 without much problems. You're looking into a lot of work to use smaller springs. Not only that, but XJ springs are nearly flat, and even with an SOA axle, it'll most likely lower down your back end. I'm by far not a leaf spring expert, but this just doesn't seem to make any sense to me.