Eagle

I thought '95 ws the first year for the air bag.

The Cherokee and the front (cab) portion of the Comanche are unibody construction. A body swap is not possible.

Yes, it is.

Update: Looks even worse than I thought. When I was sent home from the hospital after the emergency intervention, they said the surgery to remove the gallbladder would be in six weeks. Had a follow-up yesterday, and now they're saying the next follow-up will be six weeks after the initial hospitalization, and the surgery might be another couple of weeks after that. They initially told me the recovery from the surgery would be a week to ten days, now they're telling me six weeks post-op. Dang I hate doctors. They lie worse than politicians.

Correct. The transfer case end is the same, but the early speedo cable connects to the speedo head with a metal retainer and a screw. The '88 thru '90 speedo cable connects to the speedo head with a white nylon pinch connector.

The tach and the speedo have long ticks at intervals of 5 and small ticks at intervals of 1. It's a Type 1 cluster, used from '84 through '86 (or maybe part way through '87). The '88 - '90 Type 2 cluster has a long tick at intervals of 5 and a short tick at intervals of 2-1/2. I much prefer the earlier style. The tach and speedo should be compatible with an '88, but the speedo cable will have to be changed. If the cluster came from a V6, the tach will work -- 6 cylinders is 6 cylinders. If it came from a 4-cylinder, the tach will register but it won't give accurate readings. And I don't think the early tach has the potentiometer to adjust between the 4-cyl and 6-cyl. You will have to replace the temperature sender and the oil pressure sender with senders for gauges. The ones for idiot lights are simple ON-OFF switches that won't work with gauges.

How do they do that? I think in my state it would be the Department of Motor Vehicles, not the State Police, but I'm curious as to how different jurisdictions handle it.

So what are you waiting for?

Either will work but I'm pretty sure the D44 cylinders are larger in diameter.

I can't find a spec for the switching temperature for the coolant idiot light in any of my tech manuals. What I did find is that the aux fan is supposed to kick on at 223 degrees, and shut off at 207 degrees. So 223 should NOT trigger a warning light, but I'd guess they don't want it to get much beyond that. So 230 or maybe 240, tops.

You hooked it up backward. The front should be the inlet -- that's what should connect to the air box. The PCV valve at the rear is the suction -- the PCV fits into the gasket in the valve cover, and the line from the PCV valve then goes to the intake manifold. A PCV valve is a one-way check valve. It can't work if you try to make the air flow the wrong way.

The factory thermostat is a 195-degree unit. Not certain, but I think the idiot light comes on at 260 degrees. (Might be 240.)

Same for my '87 shortbed. Mine's a Pioneer 4.0L 5-speed.

Out of curiosity -- you mentioned in a follow-up post that your truck is a '91. But you say it had a low-pinion front axle. What did the front axle come out of? ALL MJs had high-pinion front axles -- Jeep didn't switch to a low pinion D30 in the Cherokee until model year 2000.

I've posted this before. It's from the unfinished manuscript of a book I started to write several years ago: As when I have posted this before, the above is copyrighted and I am NOT granting permission to copy it or to reproduce it and distribute it. Feel free to use the information for yourself, but please respect my copyright.

Yes, on the MJ distribution block I cut open the bypass port was not drilled all the way up to intersect the main fluid passage. If the front brakes had failed on that truck, there would not have been a by-pass circuit. But that's only one sample. I don't have any other MJ blocks that I'm willing to sacrifice to find out whether or not the hole is drilled all the way. It's the same unit that's shown in the first photo of my opening post in this thread, but this time I edited the photo to show the passage the way it's supposed to be drilled. It's a straight passage, so you could check it by removing the shuttle valve (the horizontal plunger across the top) and probing the bypass orifice with a piece of fine wire.

I don't understand your test results. Did you run a compression test, or a leakdown test? You're saying that two non-adjacent cyliders have significant leakdown but the other four have ZERO?

If he has been using synthetic, I would continue to use synthetic. Keep in mind that with synthetic you can do longer oil change intervals. When my '88 Cherokee weas new, I changed the oil at 2,000 miles using conventional. My brother was service manager at a BMW dealership, and he told me that the BMWs were running full synthetic and that the factory recommended oil change interval was 15,000 miles. I figured I could certainly go 5,000 if they were going 15,000, so I switched. That was probably twenty years ago. At first I used Mobil-1, then I changed to Castrol Syntec.

Assuming you are asking about one of the several Renix-era trucks listed in your signature, it's not possible. The only odometer on those trucks is the one in the speedometer. If the cluster has been replaced, you have no way of knowing whether or not the odoemeter was set when the "new' cluster was installed to report the correct mileage.

Controlling the auxiliary fan.

Fuse panel, from automatics (manuals may be damaged by clutch leaks). All sensors. ECM & TCM.

Correct. There is no need or reason to run spacers on the front, and you'll be creating more problems for yourself if you try. On factory rims, you can run 31s in the front with no rubbing on the flares or sheet metal (there will be slight rubbing on the lower control arms at full steering lock). Run rims with less backspacing, or spacers, and the tires will hit the flares.

31s with 3.73 gears is the exact same overall drive ratio as stock tires with 3.55 gears (in other words, stock with automatic). My personal view is that 3.73s are perfect with 30" tires (and 235/75-15s, which are almost the same as 30s), 4.10s are right with 31s and maybe 32s, and 4.55s for anything larger.

Not possible. The heavy-duty axle in 1986 wasn't a Dana 44 it was an AMC Model 20.

Incorrect. The normal fluid route in the XJ valve enters from the top right (in my photo of the XJ valve). This port is to the right of the cup washer on the plunger, directly into what you refer to as the spring chamber. From there, the fluid departs by going around the cup washer and then turning 90 degrees down, to the outlet port. The port that I circled and labeled "Emergency Bypass Circuit" is exactly that. It is normally blocked by the right-most O-ring on the shuttle valve. If the front circuit fails, pressure to the rear pushes that shuttle valve to the left, and wnen the O-ring has cleared the emergency port the emergency bypass circuit is fully open. There certainly IS an emergency bypass circuit in the XJ valve.