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Eagle

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About Eagle

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  • Gender
    Male
  • Location
    Connecticut
  • Interests
    XJs, MJs, Photography, Travel

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  1. A SOA modification is going to lift the rear at least 5-1/2 inches, so you're going to end up with a very visible rake.
  2. The angle of the drag link has to match the angle of the track bar (the straight line from end joint to end joint, ignoring the bends in the bars). If you change one of them without changing the other, you introduce bump steer. There are several older threads with photos to illustrate that. Irrespective of length (which is what an adjustable track bar changes), if the frame end hasn't been dropped you do NOT want to use a dropped pitman arm. Bump steer is an unpleasant phenomenon at best, and can be dangerous. If you are concerned about stress on the steering box, get a steering box brace. Actually, IMHO the single best thing you can do for the steering box (and tie rod ends) is train yourself to NEVER turn the steering wheel unless the front tires are rolling, even if it's only a 1 MPH.
  3. Why do you want a drop pitman arm? Did you lower the frame end of your track bar? If not, you DON'T want to drop the pitman arm.
  4. I'm pretty sure the 4.7L V8 wasn't offered with the 242 -- only the 4.0L I6. The 4.7 was only offered with QuadraTrac (or the optional QuadraDrive, which added the gerotor packs on the differentials). I absolutely have to disagree with you on the tranny -- and, remember, I speak from [unfortunate] first-hand experience. The entire drive rain of the V8 '99 WJ was trash. Mine spent nearly as much time in the shop as it did on the road, which is why I was going to go lemon law with it. I easily qualified, based on how much time it was in the shop.
  5. What parts do you think you'll be able to use? I owned a '99 WJ -- for less than a year before Daimler-Chrysler bought it back to stop me from going lemon law on it. The transmission is trash. The rear axle is the aluminum case "Dana 44" that's possibly the only live axle in the universe worse than a Dana 35. The wheel lug bolt circle doesn't match the MJ/XJ. Doesn't sound like a bargain to me.
  6. Of course it helps. An internal combustion engine needs three things to start and run: fuel, air, and spark. If all you know is that it won't start, you don't know what to check first. If you can pour gas into the throttle body and it starts, that verifies that the ignition system isn't a problem. So you DON'T worry about CPS, ECM, coil, or distributor. Also, it's getting air so you don't worry about valves or camshaft. So you're down to a fuel delivery problem. Focus your attention on troubleshooting the fuel system.
  7. Military wrap has the second leaf wrapped around the front bushing as well as the main leaf. Photo from Rough Country web site
  8. Eagle

    some RV awesomeness for ya...

    I wonder if it's 4WD or 6WD ...
  9. And an '86 CommandTrac was probably an 207, not a 231. Low range was 2.6x, not 2.72
  10. Eagle

    some RV awesomeness for ya...

    Holy moly! A stick shift? WOW!!!!!!!!!
  11. Some of the aftermarket "metric ton" springs sit higher than factory ride height, but they shouldn't. That's actually a bug, not a feature (except for people who want a lift, like you). The factory Metric Ton (Tonne) springs did not ride higher than standard springs.
  12. But you have no idea what type of paint was used, so we can't do more than offer guesses. Why don't you try the alcohol test suggested, and report the results to us? One step at a time.
  13. They shouldn't add any lift. They were for load capacity, not lift. Unless your existing springs are badly sagged and you consider getting back to factory height a "lift."
  14. Looks good. Obviously, I need to get busy.
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