Eagle

The instructions for bleeding the system with the height sensing valve have been posted here multiple times.

Remember the Jeep engines use hydraulic valve lifters. They need oil pressure to pump up -- until the pressure normalizes, the lifters may be partially collapsed, which results in lifter noise.

The Ford axle also involves adapting the pinion yoke. Using a 97+ XJ axle doesn't involve any spacers or yoke adapters, it only involves relocating the spring perches.

Jeep wheels will bolt onto the Ford hubs. But the Ford axle is narrower and you'll need to run spacers on the rear axle if you intend to use Jeep wheels.

Damn I'll look into it more. Was hoping it'd be that easy hahahaha It is that easy. There are several previous threads discussing it. But you use the rear line out of the "nose" of the MJ splitter block, and you plug the one out of the bottom (labeled "Rear Brakeline" in your illustration). MJ Distribution Block: XJ Proportioning Valve:

Incorrect. However, it doesn't matter. Newton posted that he is using an XJ proportioning valve. I think what's more important is Hornbrod's question as to what (if anything) was done to/with the rear height-sensing valve.

The carrier break for the Dana 35 was 3.31 and down / 3.55 and higher. 1984 thru 1989 were non-C-clip axles, 1990 thru 2001 were C-clip. The non-C-clip used 10" brake drums, the C-clip used 9" drums. I don't remember what the carrier break is for the front Dana 30. [Edit] The factory parts manual lists the front axle differential break as 3.55 and down / 4.10 and up. That conveniently ignores 3.73.

I don't think a part number will help you, since the part hasn't been available through AMC/Daimler/Chrysler/Jeep/Fiat for decades, and that's not the sort of part an aftermarket maker would produce. Either weld it or start checking junkyards.

Unless you get rear-ended ...

Correct.

Tire balance. What are the alignment numbers?

The flywheel I used to have was from the 95 and never had any problems with it. Are you saying that I need to swap flywheel or do I need to go to Napa and get a 95 cps? Are you running a Renix ignition/injection system, or the later Chrysler ignition/injection system?

Duplicate thread. Closed.

Yes, you can swap the spacers for the isolators. But how is that going to solve your problem? You said 1.5" spacers will be a little sort of where you want to be. Why wouldn't 1.75" spacers be right where you want to be? If you take 1.75" and subtract 5/8 (.625) you're going to get 1.125" (1-1/8). Isn't that going in the wrong direction for what you're trying to accomplish?

If you still have the old springs, you could take apart both the old and new packs and swap the #2 leaf -- use the old second leaf with the new main leaf and third leaf.

I agree. Heating springs takes the temper out of the steel. It's a VERY bad idea.

The factory service manual says NOT to resurface the flywheel. If it's not badly hot-spotted, I;d use it again.

The oxygen sensor should be replaced approximately every 80,000 miles. The CPS does fail, but I don't recall there being a recommended replacement interval, and I've found that their life span varies greatly.

Be sure to post a follow-up. If those work at all in an MJ I'll be amazed.

Except that when the wheel physically locks, you have to either flip a lever (manual tranny) or shift out of Park to unlock it. How new and how tight is your serpentine belt? The symptoms you describe still sound like a power steeling box or pump issue to me.

My fuzzy recollection is that the TPS and IAC don't like to get wet.

Thank you.

No. The rear frames are totally different, as is the wheelbase.

They do -- but they're still different from MJ brackets, because the floor framing is different. You can put late-model XJ seats into an MJ, but you will have to make custom adapters to attach the seats to the MJ seat pedestals/brackets.