Eagle

So we're no longer supporting Jon at NAXJA? [Edit] Oops. I guess not. http://www.naxja.org/forum/showthread.php?t=1132337&highlight=Jon+Kelley

Pulling the fuse for the TCU is one of the diagnostic procedures outlined in the FSM for the AW4. I believe when shifted manually and the TCU is disconnected there is no second gear (or maybe there's no first gear). You would also need a toggle switch to control torque converter lockup. Many, many years ago, on whatever the predecessor forum was to NAXJA, there was a retired AMC engineer named Frank Sweigert who had put an AW4 in a Hornet (IIRC) station wagon. He went the other route -- he used a TCU and he controlled it entirely electrically, using a six-position rotary switch.

Another MJ? If not, be sure to do both sides so the springs will be more or less symmetrical. Otherwise you'll get some very odd gyrations going over bumps and dips when driving.

Don, his opening post includes a link to TJ Gamblers.

I thought '86 was already OBD2.

Have the steering stops been removed from the knuckles? No amount of lift changes the relationship of the wheels to the axle itself, so what you are describing is simply impossible unless the axle has been modified.

The ignition cylinder should be replaced, and new cylinders aren't that expensive. It's a GM Saginaw steering column, so the cylinders are readily available. For the doors, just remove the cylinders, take them to a locksmith, and have them rekeyed.

Back in the 1970s I was in a Javelin/AMX club with a guy who was the son of a local AMC dealer. He had a 1968 AMX. His trunk key was so worn that it would work as a master key -- he could open the doors of more than 90% of the new cars on their lot. No, the key should not slide out of the ignition when it's not in the locked position. As already commented, if it does -- it's time to replace the cylinder.

i have not seen the cherokee in question, only pics, the owner claims it`s a 4 cilinder, automatic i haven`t seen a comanche, let alone an automatic, for sale around here, i was just saying that IF i get to see one, i would go for aw4 oh and the cherokee has a bench seat, the center arm rest folds that`s all, also i don`t know what you mean by average size but 6 people can fit here, not much comfortly of course I didn't say the 2.5L 4-banger wasn't available in the XJ with an automatic, I said it wasn't available with the AW4. The 4-banger XJs all had the Torqueflite 904. If the Cherokee you're looking at has a bench seat in front, look it over VERY carefully because the bench was only sold in fleet vehicles. As for average size, remember I've been driving XJs for almost 30 years. My late wife was about 5'-3" tall and petite -- on a trip to the airport we had her, our then-17-year old daughter, and a 10-year old in the rear seat. It was TIGHT. The rear seat is only capable of seating three if at least two of them are children. My wife was in the back because her sister-in-law, who is maybe 5'-6" or 5'-7" and slender, couldn't sit in the back because there wasn't enough legroom. Be realistic -- the Cherokee is realistically a 4-person vehicle unless the rear seat passengers are young children. Four is more than two or three, but it ain't six.

??? How are you measuring it at full compression and full extension? It would take me half a day to load up an MJ enough to reach full compression, and then I'd be too tired to crawl under and take measurements. Where are your lower shock mounts? Did the previous owner just flip the factory spring plates and leave the shock studs to be used, or are the lower mounts custom fabbed? Post pictures by uploading them to a photo hosting service like Photobucket, Image Shack, Tinypics, etc. and then posting a link to the photo in your post.

The 2.5L never came with an AW4 in the Cherokee, only in the Comanche. In a Cherokee, a 2.5L auto will have the Chrysler 904 tranny. You won't carry six people in an XJ -- unless you get a police model, the front seats are buckets, and the rear seat is realistically only big enough for two average-size adults.

I have owned Cherokees since I bought my first XJ new in 1988. A very good friend was the service manager at the dealership where I bought mine, and until he retired I hung around the shop a lot. I'm a charter member of NAXJA and an early member of this group. My '88 XJ is a 5-speed but my late wife's 2000 XJ is an automatic; it currently sits at 115,000 miles. Most of the guys in NAXJA-NAC ran AW4s in their built-up trail rigs. With that as history, I'll just say that your post is the FIRST time I have ever heard anyone claim that the AW4 is prone to overheating.

SWEEEEEET!

The Renix era sender was 0 ohms for empty and 88 ohms for full. Not perfect, but considering how inaccurate (or perhaps "imprecise") a factory fuel gauge is, I think it's something one could learn to live with. The real problem is the reversal of polarity. I've pondered ways to correct that, and the only way I can think of that would work would be to cut the two traces for the fuel gauge on the cluster printed circuit, and run wires from the cluster connector to the opposite terminals on the gauge.

Right you are -- I keep forgetting that my '88 XJ is an AMC but it's not a Rambler. I believe the dealerships had a tool that bolted to three of the lug nuts with a nut in the center -- centered on the axle -- to attach the torque wrench for this test. Yes, you could do it with a lug nut, but you would have to allow for the offset.

If you don't want to do the clutch pack unless absolutely necessary, find some way to clamp the right wheel and the axle body so they can't turn. Find the socket that fits the nut on the end of the axle on the left side. Put a torque wrench on it and see how much torque it takes to turn the hub on the left side (if it turns, you've overcome the clutches). My recollection is that 25 foot-pounds or better is in-spec.

Approaching failure of the CPS comes to mind ...

First, the XJ is shorter than the MJ, so the XJ harness isn't long enough to reach your taillights. Second, the XJ uses amber lights in the rear as dedicated turn/hazard lamps. The taillights and brake lights are completely separate from the turns and hazards. On the MJ, all functions in the rear use the same lamps, so the wiring is obviously different.

If you have a tachometer, does the tach die when the power losses occur?

I could be wrong but as I follow he just has an HO engine, but original Renix Cable cluster. not the electronic HO cluster See post #3 ... new plan

Why wouldn't the Summit Racing speed sensor work with the '96 speedo?

This sounds to me like you're talking about a tachometer rather than a speedometer.

I would get that GL5 out of the tranny as fast as possible. Why not try one of the synthetic gear oils that don't use sulpher compounds, or try Pennzoil Synchromesh?

^^^ Ditto. Also, check the routing of the cable. Be sure all bends are smooth sweeps, and as large a radius as possible. Juming speedos can be cause by kinks in the cable.

Clutch not fully disengaging? Can you shift into reverse before you start the engine? If so, when you start the engine (with the clutch peddle depressed, of course) does the truck want to move, or does it sit in place?