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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. Bollywood. Gotta luv it. I wish it had subtitles ...
  2. The Renix switch is MUCH larger in diameter. Don't know the specs, but more than 1-inch in diameter. Definitely won't fit the t-stat housing.
  3. The problem is that the t-stat housing sender is for the HO, and it uses the computer to control the aux fan. The Renix models controlled the aux fan with a switch in the driver's side radiator tank that fed a relay on the driver's side inner fender. You can certainly ue a sender in the t-stat housing, but you need to find one that's an ON-OFF switch, not a sender. Reports from years past were that there was a Corvette sender/switch that worked at the right temperature, but I have no idea what part number to look for.
  4. Several years ago Advanced Auto had the correct evaporator for my '88 XJ. Sorry I don't have the part number but check 'em out.
  5. Yeah -- I especially love it when I need something like a light bulb and they insist on knowing if it's for a 4-cylinder or a 6-cylinder, because their system can't look it up any other way.
  6. Don't you love it when the &^$#(&^ parts don't fit, and they just blame it on "the computer"?
  7. The factory had a TSB and a kit to bypass the C101 connector so the two wires from the CPS went directly from the CPS connector through the firewall to the ECU. This was supposed to alleviate signal loss. I don't know if the associated kit (which was the CPS with the replacement wiring harness) is still available, but it should be easy enough to make up your own. Cruiser, do you by any chance have the part number and/or instructions for that kit?
  8. When in doubt, consult the parts manual. 1990 was the year of the change. For 1987-1989, the MJ and XJ had the following for the Dana 35 rear brakes: Star adjuster ... 5200 1216 Right Star adjuster ... 5200 1215 Left Adjuster Lever ... J320 1030 Right Adjuster Lever ... J320 1029 Left 1990 XJ and MJ for the Dana 35 rear brakes: Star adjuster ... Each piece individual. 2944 586 + 6027 559 + 2944 692 + 2881 686 Right Star adjuster ... Each piece individual. 2944 586 + 6027 559 + 2944 693 + 2881 687 Left Adjuster Lever ... 3461 665 Right & Left For 1987-1989, the MJ and XJ had the following for the Dana 44 rear brakes: Star adjuster ... 8350 4308 Right Star adjuster ... 8350 4309 Left Adjuster Lever ... J320 1030 Right Adjuster Lever ... J320 1029 Left For 1990, the MJ and XJ had the following for the Dana 44 rear brakes: Same as for 1987-1989 I don't know why the star adjuster is different for the D35 and the D44 -- they look exactly the same and they work exactly the same, and the actuating lever is the same part number.
  9. The MJ (and XJ) didn't start using the smaller 9" drum rear brakes until either 1990 or 1991. Prior to that, the standard and heavy-duty brakes were both 10" Bendix brakes, with the only difference being 1-3/4" or 2-1/2" shoes. The brake hardware (including the star adjusters) is the same for both.
  10. Why would the metric ton brakes (which are the same Bendix brakes as used on the non-metric ton axles, in the 1986 through 1989 model years except for the drum width) be any different than the non-metric ton brakes? In fact, how COULD they be any different?
  11. There are too many variables. Google up the formula for coil spring rate and you'll see that it involves the spring's free length, the coil diameter, the wire diameter, the number of coils, the number of free coils -- and probably another factor or two that I'm forgetting. Bottom line: you can't tell what the ride height will be by looking at them, you'll have to install them to find out. If they are going to ride 2 inches higher than a different set of coils with the same free length, then pretty obviously they are going to ride a lot stiffer.
  12. You can, for short distances. The neutral position is for people who routinely tow their Jeep for long distances, such as behind a motor home. When towing with the transmission in neutral, unless you remove the driveshaft(s) the output end of the transmission is being turned by the wheels turning the driveshaft(s). This doesn't provide sufficient lubricant circulation, so a long distance tow can damage the transmission. Disconnecting the transmission from the transfer case eliminates that issue.
  13. Yes, you have the Grizzlies. They are factory Jeep wheels, but they were not original to your (or any) Comanche.
  14. Except that in the Comanche years neutral didn't disconnect the axles. It disconnected them from the transmission, but they were still locked together -- as in 4WD. Jeep didn't change that to provide a true neutral in the transfer case until the mid- or late 90s.
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