Eagle

Ah, yes -- Army hospitals. Ya know, here I've been thinking there couldn't possibly be anything worse than the VA "healthcare" system. Until I saw your post, I had totally forgotten my experience in the post hospital at Fort Lost-in-the-Woods, back in the day. (That's Fort Leonard Wood, MO, for those of you who don't know.) Dang, I feel better already.

Remember, the last MJs were built in 1992. That was 17 years ago. There are virtually NO Comanche parts left in the Mopar system unless they happen to be common with XJs. If you spot an MJ in a junkyard, it's always a good idea to grab anything you can afford and that's moderately portable ... such as taillights. Tailgates, too, and rear bumpers if you should miraculously see one in decent condition. The seatbelts are different from XJs. Sliding rear windows are good candidates. Heck, even the fixed rear windows, if you can get one cheap. Windows do break, ya know. Little stuff, like the seat pedestals and the brackets for mounting the jack behind the seat are always good to grab.

I would sooooooo totally have them dropped at Eagle's house ... which is only about 3 miles difference.

Daystar has a budget boost for a Comanche?

I'll second that. The OEM carb is, in a word, "awful." An old Boy Scout canteen with a drip tube into the manifold would be better.

A 5-speed should have 4.10 gearing. With stock tires, it should feel halfway decent around town up through 3rd gear, but will sort of run out of steam over about 50 MPH once you hit 4th and 5th gears. It's difficult to judge whether or not yours is "normal" because we don't know how you drive, or what kind of vehicles your frame of reference is based on. The MJ isn't a rice rocket. It weighs over 3,000 pounds and the 2.5L was the base, econo-box engine. That combination was intended for getting you from here to there, with decent gas mileage. It was not intended to set the world on fire.

Well ... you're close. A throttle body spacer CAN'T increase the volume of air. How much air gets sucked in at any given RPM is determined entirely by the bore, stroke, and camshaft specs. The air path from the inlet of the throttle body to the intake valve on the head is nothing but a pipe, and the spacer just makes the pipe longer. Yes, there's more air in the pipe, but that doesn't put any more air through the intake valve per revolution. What the spacer can do on a TBI is, as you stated, increase the turbulence and thus enhance the mixing of the fuel droplets with the air column flowing through the manifold. And that's why there's more benefit from a spacer with a carburetor or throttle body injection than with MPFI, because with MPFI the column of air in the "pipe" is dry, and the fuel doesn't get injected until the air gets to the intake valve.

What transmission and what axle gearing?

I'm sorry -- you are correct. 95 was the last year of the YJ, but it did change over to the injected 4.0L in 1991. Sorry.

Dunno about the rest of you, but I think Congresscritters from Oregon should keep their noses out of Utah's affairs. Who the [bleep] cares if a Congresscritter from Oregon thinks part of Utah should be preserved as wilderness? It ain't "wilderness" now, and naming it that tomorrow won't make it "wilderness." We're right back the the tactics of the Clinton administration, when they were having the Forest Service create so-called "wilderness" areas by erasing existing roads from maps and pretending they didn't exist.

The 199 c.i.d. is a not-so-distant relation of our 4.0L. The basic engine that evolved into the 4.0L was first introduced by AMC as a 232 c.i.d. (3.8L) engine in the 1964 model year, in the full-size Rambler Classic passenger cars. For 1966, they added a destroked version of 199 c.i.d. (3.3L) displacement for the Rambler American line. Then in 1970 they dropped the American and brought out the Hornet and Gremlin. I think it was that year that they raised the deck height of the engines. The old 232 became the 258 (4.2L), which lived on right up through 1995 in the Jeep YJ Wranglers. The 199 was dropped and with the increased deck height became the "new" 232 (3.8L). The neat thing is that ALL of these engines share the same basic block, bore spacing, and crank journal size and spacing. So by mixing and matching cranks to blocks you can create a variety of odd displacements. This is what makes the 4.6L "stroker" versions of the 4.0L possible. IIRC, the 199, 232 (both versions) and 258 all used the same bore, and just varied the stroke to change the displacement.

Wrong. The pin just holds the leaves from sliding relative to each other. The pin is at the point where the axle sits, and that's the fulcrum for axle wrap. The diameter of the pin does NOTHING to prevent axle wrap.

A guy named Barney Navarro tried for several years to run the Indy 500 with a supercharged AMC I-6. That was a long time ago, and I don't recall ever seeing any horsepower claims for the engines. Then there was the guy who took two of the 199 c.i.d. versions and hooked them up in-line for an I-12 engine in a dragster ... Here we go: http://www.hemmings.com/mus/stories/200 ... ure16.html http://wps.com/AMC/Navarro-turbo-motor/ http://www.navarroengineering.com/about_barney.html

Longer front and rear brake hoses. At 3" you really should get an adjustable track bar. A 3" lift will pull the front axle about 1/2" to 5/8" off-center toward the driver's side of the chassis.

:agree: As Ronald Regan said, "Trust ... but verify." Dana 44s were mostly found in the Cherokee in 1987, with fewer used in 1988. It's unlikely to find any beyond 1988, and certainly not out of a '93. And TWO of them? Uhn uhn.

I suspect you speak the truth, but was this intentional or a Freudian slip? :thumbsup:

Yeah, buy a 1991 or newer. That way you get a C-clip Dana 35 rear axle, instead of one with retainers (and possibly a Dana 44). You get those wonderful Mopar 9-inch rear drums instead of the AMC 10-inch drums, and you also get the supercalifragilisticexpialidocious Mopar front discs that remind you when it's time for new rotors by the old ones falling off. You get OBD that's not compatible with anything else, and that you probably can't buy a scan tool to read for less than 3 grand. I LIKE my Renix era XJs and MJs. They're reliable, and easy to work on. Most problems can be diagnosed with an inexpensive multimeter.

Best time, IIRC, is morning. When I went out that-a-way several years ago, "friends" absolutely assured me that the Prezes faced west and that arriving at Rushmore mid- to late afternoon would be ideal. NOT! Screwed up my entire trip schedule, but I spent the night near Rushmore and went back in the morning so I could get pics with the faces in sun rather than in shadow. While you're there, drive "around the corner" and see how they're coming on the Crazy Horse sculpture.

Yeah, which means that a bunch of really nasty stuff was spilling out of his intestinal tract into the abdominal cavity, creating toxemia. He won't be getting out until they have him all cleaned out and made certain that there are no infections from all that "stuff." A week plus from the burst until he went in? To be honest, he is lucky he's even alive.

So do I. All my MJs are standards, and the only XJ (running, anyway) that isn't is my wife's. However, I do not especially enjoy being an integral part of destroying my drive train. I have wheeled both the '88 XJ and the red MJ, and both are 5-speeds. Which is how I KNOW that an automatic is the way to go if you're going to be crawing over rocks.

A burst appendix is NOT fun, but at least they got him there in time. He'll live, but he won't ever forget the experience.

Congratulations. Does the Canadian Army run Jeep Comanches? If not, why are you wasting your time trying to play with little boys' toys? :banana: :banana: :banana:

No. All the Jeep transfer cases used in the XJ, MJ, and ZJ are shift-on-the-fly between 2WD and 4WD-High, but NOT 4WD-Low.

For daily driver and light wheeling -- 5-speed. If you get into rock crawling, trying to crawl over rocks with a manual tranny beats the living crap out of the clutch, the drive shafts, the u-joints, the tranny, and the driver. AW4 all the way for a rock crawler.

Thanks for trying, but it actually doesn't answer any of my questions very well. 1. We KNOW that Fram filters cause low oil pressure on the Jeep engines. This has been documented right here. Virtually every time someone posts that they have low (or no) oil pressure, we ask if they are running a Fram filter and the answer is almost always yes. They change the filter and the problem goes away. This is fact, not theory. The question is: Why? 2. The new media referred to for Purolator was said to be in the Pure-One filters. I run the standard Purolators. That's why I specifically asked about the standard, NOT the Pur-One, filters. 3. The Renix 4.0L engines mount the filter upside down, which makes an anti-drainback valve mandatory. Whether or not they all have them, some seem to work (Purolator) and some seem to not work (if they have them), such as Fram. Perhaps I should have asked which filters have useful anti-drainback valves rather than just ask which have them.