Eagle

Of course, That's why adjustable lowers are adjustable. Didn't realize you had them.

How is indexing the distributor going to increase the output of the CPS by a factor of ten? And, if it ran fine one day but wouldn't start the next day -- how would the distributor have gotten out of index? Alright, since you asked- IIRC, in the other thread he had fuel and SPARK. Secondly, you are assuming that the .05 reading is correct, I am not. Thirdly, Second CPS...........I'd be looking around at other things. That said, he likely bought a POS Autozone CPS, I have made comments about OEM, Mopar, Renix..........most of you prefer the $16 store brand junk. So, it's possible the he possesses two dead CPSs. Lastly, it will literally take two to thee minutes to turn the crank to TDC and pull the dist cap to see if you are anywhere near #1. So, why not? Pulling the cap to verify distributor pointing at #1 is not the same thing as indexing the distributor, which requires cutting a window in the side of a spare distributor cap and adjusting the clearance between the rotor tip and the contact in the distributor. Indexing is NOT a five minute job, and is very rarely indicated. Sure, by all means verify that the distributor hasn't jumped -- but if he says he tested the CPS and read .05 volts, why would you assume that he's wrong?

You mean "adjust the caster." Don't go cutting anything. Caster is adjusted on the MJ by adding or removing shims in the pocket where the back end of the lower control arms attach to the chassis. If there are no shims to remove on the left, you can add a shim or two on the right.

If you can find the bellhousing, torque converter, and other dedicated parts, you can convert to an AW4.

Before spending money on offset ball joints, try just rotating the tires, and see if that makes a difference.

It was within spec before, and the new alignment put it out of spec. Camber set-to is zero, with a range of +1/2 to -3/4 allowed. Caster set-to is 6 degrees, with 5 to 9 allowed. In general, more caster is better for resisting death wobble, as long as you don't exceed the front driveshaft u-joint operating angles. So the right side camber went from -.67 (in-spec) to -.78 (out-of-spec). In addition, the difference in camber from left to right increased. Camber isn't adjustable, and from the numbers the tech didn't touch the caster, so all he really did was adjust toe-in. So how did he take the camber (which, again, is not adjustable) from in-spec to out-of-spec? And how did he change the rear axle readings? Did he even touch the rear axle? How could he possibly have changed the toe-in for the REAR axle? The numbers don't make sense.

How is indexing the distributor going to increase the output of the CPS by a factor of ten? And, if it ran fine one day but wouldn't start the next day -- how would the distributor have gotten out of index?

Correct -- the secret is the 5-pound Ford carburetor adjusting tool. ;)

That's not a drain hole -- that's the fill hole. With the truck on a level floor, fill until the fluid level reaches the bottom of the hole. Remove the diff cover to drain.

What kit? Your post doesn't include a link or a photo, or even a URL.

You don't have a choice. The front half of the MJ is, as has already been commented, a unibody. Either you weld in a new right front frame "ear," or you scrap the truck and start looking for another one. The replacement front clip can come from a Cherokee.

:doh: Sorry. Yes, that's what I used for a 4" lift.

'94 YJ Wrangler

Can't help you. I just make 'em up as I go.

What information are you looking for?

^^^ Y ^^^ Yep. Might as well use the product that's made for the purpose. I think it's called "Emblem Tape."

If the '95 XJ was a 4.0L the ratio is 3.55 (or 3.54). If it was a 2.5L the ratio is probably 4.10.

Chip tuners basically advance timing, as evidenced by the fact they require the use of high-octane fuel. The closest thing I know of to a "tuner" for the Renix is the high-altitude CPS, which allows for more advance. But the Renix doesn't really need a chip -- thanks to the knock sensor, the performance is already there. You just have to unlock it -- by filling up with high test gas. I tested this with my '88 XJ when it was fairly new. I tried running mid-grade and high test gas. On high test, I could feel the difference in the seat-of-the-pants dyno, and my fuel mileage on a trip from Connecticut to mid-Vermont and back -- carrying a girlfriend, two kids, and clothing and "stuff" for a weekend, was 28 MPG. On regular gas the mileage was never higher than 21 or 22 MPG.

You should not be having any problems. The front brakes on the MJ are fed the same as on the XJ. The big difference is the second line to the rear. Did you replace the front flex hoses? If they're old, the inside may have deteriorated to the point that a flap of material is blocking the flow.

If it spins over, it cranks. That's what "cranking" is. Do you mean it cranks but doesn't fire?

Friction modifier is needed only if the diff has a clutch-type limited slip. I disagree that "most" gear oils already contain friction modifier. My experience is that "most" do not.

Many people are of the opinion that the UCA mount on the disconnect axle is much stronger than the sheet metal bracket on the non-CAD axles. The only potential issue with using the CAD axle is that the passenger side of the pumpkin may not be machined to accept a seal, but other people have been able to make that work. Go for it.

I agree. The Comanche is a very capable off-roader in stock form. Although you can run 31x10.50s on factory rims with no lift at all, IMHO 30x9.50s with no lift make a better all-around package. Your post said "moderate" wheeling. What the word "moderate" means is probably different for everyone who reads it, but to me that doesn't suggest anything that should require a lift. This is especially true if you will be using the same truck as a daily driver.

I read what he wrote as just the opposite, but it doesn't matter. Each seal can only go in one location.

They brought them back because they offer several advantages. But they're more than reservoirs -- they're expansion/surge tanks. They are part of the pressurized cooling system, which is why the Mac's radiator and Moroso aluminum replacements use conventional radiator caps.