Eagle

Physically -- yes. It's the same engine. However, the '86 has the older Renix throttle body injection system (and corresponding ignition), and the 95 Wrangler has the newer Mopar multi-port injection (and corresponding ignition). If you're willing to swap over the woring and keep the newer MPFI, it's worth several horsepower and makes it a much more driveable package.

Jack it up by the rear axle and try having someone rotate a rear wheel back and forth while you shift. You need to release any load on the mechanism.

Interesting. The gas in the crankcase must have cleaned out all the residual sludge that was sealing the RMS.

I'm an at-large member of VFW and have been for awhile. I might be more interested in affiliating with a local chapter if they didn't wear those goofy hats for all official functions. They look like idiots. I do that well enough already that I don't need a stupid hat to confirm it.

That's going to be hard to live down. Speedy recovery, Mr. Pong. Hopefully, by the time you get that laptop running you will have had time to develop a suitable cover story for such an ignominious incident.

NAPA on-line seems to be brain dead. They think an MJ has a rear sway bar, so I won't even try to decipher their listing. Auto Zone shows B371 for the front, and SK7056 for the rear. That's for 4WD - I didn't try it again for 2WD to see if it's the same, but I'm 99.973% certain it is. Advance Auto lists Moog. They show SB371 for the front, SB372 for the rear.

You can't be a redneck if you're from Nova Scotia. The sun doesn't stay up long enough to burn your neck. "Redneck" is for us hooligans in the yoo ess of ay.

Good move.

Your '94 XJ has the HO engine, which for that year had a torque peak of 3,950 RPM. Most MJs are Renix era, not HO, and the torque peak for the Renix engines was 2,000 RPM for 1987 and 2,400 RPM for 1988 - 1990. I don't have any way to post up my full spread sheet, but let's look at a cross-section. The following numbers are based on 225/75R15 tires, 5th gear, 70 MPH: 3.07 ==> 1883 RPM 3.54 ==> 2171 RPM 3.73 ==> 2287 RPM 4.10 ==> 2514 RPM 4.56 ==> 2796 RPM 4.88 ==> 2992 RPM Considering that in pre-overdrive transmission days we used to cruise basically the same engine at 3,000 RPM on the highway all the time (3000 RPM was 72 MPH), even 4.88 gears is not "excessive." 4.10 gears puts you basically right on the torque peak at 70 MPH, 3.73s puts you on the torque peak at about 75 MPH. My '88 is currently running stock tires and 3.73 gears, and I like it.

To get 3-1/2" of lift the shackles would have to be 7" LONGER THAN STOCK. Lateral forces of the springs would be huge. Looks to me like a very nice execution of a truly horrendous idea.

Conversely, my 2000 XJ 5-speed has a horrible vibration (not shimmy ... vibration) above about 40 or 45 MPH that's caused by driveshaft angles. Mine has the Up Country suspension. The factory wanted to put a transfer case drop on it, which to me is a band-aid approach. Eventually, I'll get around to putting a short shaft conversion on the transfer case, but for now I just keep an easy foot on the loud peddle to avoid stressing the u-joints any more than necessary. My ill-fated 1999 WJ was even worse. That was an Up Country model, too. Since the OP didn't specify, I'm wondering if the axle might be a replacement, and possible the spring perches weren't placed at the correct angle. We need more information.

That steel is quarter inch thick. By the time you buy it, cut it to shape, and make the bends needed for it to work -- it'll be cheaper (and better) to just buy the set from Custom 4x4

At the least, I would put on a 90- or 45-degree elbow to direct the exhaust away from the gas tank.

Stock vehicle, or lifted? If lifted, how are your u-joint angles?

Great find. Lots of low speed use, though. Check the timing chain. The 2.5L has a tensioner that likes to wear and leave the chain sloppy.

No you wouldn't. You may think so, but trust me ... you wouldn't. With a 5-speed and stock tires, 60 MPH cruise in 5th gear is somewhere around 1650 to 1700 RPM (the OD ratio is different for the three possible trannies). That's WAY below the torque peak of the engine. Even with the 5-speed, they should have used 3.54s or 3.73s from the factory.

I've never seen an axle from a junkyard with the cover punched. And I've hit yards in Connecticut, Massachusetts, Rhode Island, New York and Pennsylvania. My vote goes to the professionals at Jiffy Lube.

Think how much worse it might have been if you had started the engine and driven it :banana:

AMC sold Meyers plows through dealers as the factory-endorsed rig, so it most likely is a mount that was engineered specifically for the XJ and MJ. And, as already noted and confirmed, it will fit any MJ (Comanche) and all XJs (Cherokee) from 1984 through 2001. NOT Grand Cherokee.

Keep in mind that the YJ was widely reviled by hard-core Jeepers for being far worse off-road than the leaf spring CJ series it replaced. The Jeep universe was shocked when the TJ came out with coils all around, but it was immediately discovered that the TJ was not only infinitely better off-road than the YJ, it was also far better than the CJ. Why do you think there are companies selling coil spring conversions for the YJ? I don't recall any companies selling leaf spring conversions for the TJ,XJ or MJ. Think about it ...

Coils If it ain't broke ... don't fix it.

http://www.custom4x4fabrication.com/rec ... l#brackets XJ Towhook Brackets is what you need.

Ditto. And conversely, it's rare to see a timing chain go. I replaced the timing chain in my '88 XJ at somewhere around 210,000 miles as a pre-emptive strike. The old one was as tight as the new one, but as long as the engine was open I went ahead and installed the new one. Turns out my concerns were based on a false premise. The cam sprocket in the AMC V8s I used to race had nylon teeth that would wear down and allow the chain to jump time. I foolishly assumed that the 4.0L engine would be the same. Imagine my surprise when I got it open and found a steel sprocket. Dummy. :doh: :dunce: :grrrr:

No problem. The CAD only locks the right side front axle shaft. Jeep dropped the CAD in the XJ and MJ as of 1991, so all you're doing is making your vehicle the functional equivalent of every new XJ and MJ sold from 1991 onward. The CAD doesn't put the vehicle into 4WD and it doesn't lock the driveshafts. You still use the transfer case to shift into and out of 4WD.

How do they measure the psi of grip? That's one I've never heard of.