Eagle

There is no pin inside. Are you asking about the "thingie" up front, next to/beneath the master cylinder? That's the proportioning valve on an XJ, but not on an MJ. On the MJ the proportioning valve is in the rar, and it changes the brake bias depending on how much weight is in the bed.

You are better off looking for 4-door XJs. First, they are easier to find. Second, the Comanche uses the same doors as the 4-door XJ, not the 2-door.

This is NOT a good idea. Those steel front lines are now 20+ years old and have most likely been exposed to a variety of environmental conditions. They are brittle, and they may crack if you start bending them.\ Use the front hoses from a mid-90s YJ Wrangler.

You're there. According to the factory service manual (FSM), at 90 degrees ambient temperature, the output at the dash center vent should be 37 to 48 degrees F. At 100 degrees ambient, the output should be 43 to 55 degrees F. He's an A/C guy and he's never seen a system that cycles? I'm a car guy and I've never seen one that doesn't. It has to or it won't work. Back in the late 60s to early 70s, AMC cars (and I think GM as well, don't know much about Fords) had an adjustable cycle on the compressor. The max was a setting called "Desert." It was called that because it could only be used in hot, dry conditions, with virtually no humidity. Where I lived we had humidity. If we turned that dial all the way up to "Desert," we'd see fog blowing out the dash vents ... for about 5 minutes, right up until the evaperator froze up with a solid coating of ice on it. We have an '88 XJ, an '87 MJ, and '88 MJ, and two 2000 XJs and one 2001 XJ with A/C. They all cycle, even on MAX.

I have a 2.5L that came out of a '94 (approximately) Wrangler, so it's set up for a Mopar injection rather than Renix. It was given to me and I have no use for it. If you want it, it's yours for the shipping. I can probably scrounge a pallet somewhere. I don't know if it runs or not, but I do know it was removed to make space for a Chevy V8 conversion, so I believe it was running when pulled. IIRC it has a Chrysler 3-speed auto tranny bolted to it -- you can have that, too, or save the weight if you don't need it.

What diameter are the ring gears? Looking at the part numbers you listed, they all include "41 10" in them. My guess is the ring gears have 41 teeth, and the pinions have 10. 41 divided by 10 is (drum roll, please) ... 4.10. I'll take a wild guess that you have front and rear gears for 4.10 ratio.

Cap+rotor+plug wires.

Up through at least 1969 the AMC engines still used conventional points and condenser and a conventional ignition coil for spark. Somewhere in the early to mid-1970s they changed over to a transistorized distributor (no more points and condenser), but the coil remained essentially the same as it had been for decades previous. This HEI (High Energy Ignition) distributor is basically nothing more than a modern version of the transistorized distributor from the 70s. Unless you are replacing an older points-and-condenser distributor, it doesn't really do squat for you. It's best used in conjunction with a high-energy ignition coil. But ... the coil in the Renix and Mopar XJ/MJ systems is already a high-output coil, and the distributor is already a breakerless (no points or condenser) distributor, so there's no gain. Beyond that, as jimoshel mentioned, in the MJ systems (both the Renix and Mopar) the timing is controlled by the ECU based on a variety of inputs, to optimize spark timing to operation. With an old-school (comparatively) HEI distributor, the ECU can't talk to it so you're back to controlling the spark timing just be engine RPM and perhaps engine vacuum (if it has a vacuum advance port). That's why I commented three years ago when this thread was fresh that the HEI distributor is going backwards in technology. Compared to the stack Renix or Mopar systems, the HEI doesn't gain you anything and very likely loses a lot.

You won't find 3.07 gears in a ZJ, unless you find one of the EXTREMELY rare 1993s with a 5-speed. That was the only year Jeep offered a manual transmission in the ZJ. All others are automatic and will have either 3.54s or 3.73s. I thought this was unusual. http://inlandempire.craigslist.org/cto/3020282650.html It's also not a rust bucket, which is also rare for the 93s. Being the first year for the ZJ body, there were some problem areas that were very prone to rust-through. I'm sure being a California vehicle doesn't hurt.

What year? Internal or external slave?

Looks like you have to make a decision. There's only one cab type for the MJ -- standard. No crew cabs, and no extra cabs. Once you accept that as reality (if you do), the MJ is the front part of a Cherokee with a pickup box on the back. But you're right -- it is old. 1992 was the last year they were made, so the NEWEST Comanche you can possibly find today will be 20 years old. But Jeep hasn't offered any other pickups since then, so if you want a Jeep and you want a Pickup, the MJ is almost the only game in town. J20s are extremely rare, and much older even than MJs.

The stock exhaust for the 4.0L is 2-1/2 inches from the manifold to the catalytic converter. The cat has a 2-1/2" inlet and outlet, and the connector to the muffler necks down to 2-1/4" between them. The muffler and tailpipe are 2-1/4". If you're not going to run the cat (or even if you are), just use a 2-1/2" muffler instead of 2-1/4" and have a tailpipe custom bent. However, I don't think you'll like it. Back in "the day," my brother managed a Speedy muffler shop. The first replacement exhaust for my '88 XJ was a birthday gift from my bro' -- a 2-1/2" turbo muffler and a custom-bent 2-1/2" tailpipe. The sound was marginally "throatier" than a stock muffler, I had noticeably LESS low-end torque, and I lost 2 miles per gallon from my fuel economy. In short -- it sucked. That's the only time in my 68 years on this planet when I was actually looking forward to needing a new exhaust system, so I'd have an excuse to get back to stock parts.

You won't find 3.07 gears in a ZJ, unless you find one of the EXTREMELY rare 1993s with a 5-speed. That was the only year Jeep offered a manual transmission in the ZJ. All others are automatic and will have either 3.54s or 3.73s.

More likely the wire is broken. The sender is a variable resistor, with a range of 0 to 88 ohms. 0 ohms would be a short circuit (zero resistance) and should result in a reading of 0 psi on the gauge. An open circuit is no current flowing (infinite resistance) and should result in the gauge being pegged beyond the 80 psi end. Simple test: turn on the ignition -- the engine can be running or not, it doesn't matter. Remove the wire from the sender and DON'T let the connector touch anything. The gauge should read 80+ psi. Then ground the terminal to a known-good ground on the engine block. The gauge should read zero.

A limited slip is no different than a full locker on ice. There isn't enough tire traction to overcome the clutches in the LSD, so on ice it acts just like it's locked -- because it is. Nevertheless, I want a LSD in any rear-wheel drive street vehicle I own. It's the difference between getting home in a winter storm, or parking at the bottom of some hill in the middle of nowhere.

I've seen an old-school body man fix worse than that with just a hammer and dolly. NO BONDO. The key apparently is patience ... you don't try to beat out each dimple in one whack, you just keep going with light taps until it smooths out.

Your '86 was built by AMC, not by Chrysler. It's not in the Chrysler system. There was usually a copy of the build sheet either in the seat (typically between the zig-zig spring and the padding of the seat bottom), or in the drivers side door between the trim panel and the waterproof barrier.

I don't know about "most" full-time transfer cases, but the Jeep 242 full-time transfer case does NOT have any limited slip mechanism in it. And the 242 wasn't available in the MJ anyway -- anybody who has one installed it him/herself.

I'm in New England. Until last winter, we had snow in the winter. The MJ I drove regularly as a street/trail truck is equipped with a TrueTrac limited slip in the rear and an open diff in the front. I almost never had to use 4WD, even when the hill leading to my house hadn't been plowed. But, the MJ is a lot lighter over the rear axle than an XJ and it doesn't do quite as well in snow as the XJ because of that. Keep in mind that the D35 is a weak axle. You have two, conflicting issues to face: The least expensive traction device you can get for a D35 is a "lunchbox" locker, but it's not a good idea to put a locker in a D35. If I were in your situation, I would put in a Trac-Lok (which is what the factory used for a limited slip). There are those who advocate locking the front axle before doing anything to the rear axle. There is some logic to that, but I don't agree with it for a vehicle used primarily on the street. A locker doesn't provide any locking if it isn't powered, which means you would have to use 4WD to get any improvement in traction even in mildly slippery conditions. A limited slip in the rear, on the other hand, is there all the time and it's always working.

How old is the CPS (crankshaft position sensor)?

:rotf:

You can use an axle from a ZJ (1993 - 1998) Grand and it will bolt right in. The difference is that the XJ/MJ Dana 30s are high pinion, reverse cut, and the ZJ (and TJ, and 2000/2001 XJ) Dana 30s are low pinion, straight cut.

The older transfer cases do not disconnect the two driveshafts from each other when the transfer case is in the neutral position. The front and rear driveshafts are locked together, but disconnected from the engine and transmission. If you try to flat two, the rear wheels will try to turn the front wheels, which are strapped down to the dolly. This was changed some time in the mid-1990s, but I don't remember what year the transfer case started to have a true neutral. A 1996 ZJ is probably okay. Just pull the rear drive shaft to be sure.

Does Rock Auto have stores in El Salvador?

Absolutely not. Get an XJ -- stock, not lifted. The ZJ was originally intended to be the next generation of the XJ, so it really doesn't offer much more interior space or better anything. Overall, it's inferior to the XJ in any way you can think of.