Eagle

Actually, the rears were either 3" or 4" round speakers mounted on a rectangular plate. Not the easiest item to find. Someone told me that there is (or was) a Mercedes speaker with the same configuration but I never verified it.

That's impressive! What's the ratio of reducer to paint? If you bought a gallon of each, am I way off base assuming you mixed it roughly 50/50?

For the wipers, you might try removing the linkage, lubing it, and replacing the nylon bushings. Somebody did a write-up on that within the past month or 6 weeks, I think. Wheel lug pattern and stock tire size for the MJ is the same as for the XJ, so you can certainly put your Cherokee tires and wheels on the Comanche.

Same here. I would interpret "case" as "housing" not "carrier." That's why I got confused. I think most of us here are in agreement. They used incorrect terminology. I have never heard a carrier referred to as anything other than a carrier ... until today.

Autozone lists four -- two for the idiot lights, two for gauges. Idjit lights ----------- Niehoff OP22641 $4.99 Durolast PS117 $4.99 Gauges -------- Niehoff OP24731 $17.99 Durolast PS133 $17.99

Nothing. Except for the optional heavy-duty rear axle in 1986, ALL MJ axles are Dana. The fronts are Dana 30s. The standard rear axles were dana 35s, and the optional rear from 1987 through 1992 were Dana 44s. Doesn't sound like there's anything special about your front axle, unless he swapped in a Dana 44 from some other vehicle.

It also says it's for Jeeps with a Delco distributor ... which no MJ has. That thing would be for old CJs and Eagles with the old 4-banger engine.

Well, that's backwards. The larger front tube should connect to the intake tube between the air box and the throttle body. The front tube is the INLET, and it's supposed to be sucking filtered air from the air box INTO the engine. The skinny line at the rear connects to the intake manifold, and that;s the one that sucks the fumes out of the crankcase and into the intake air stream so it can get burned in the engine. _IF_ you wanted to use a conventional PCV valve (and I have considered trying one for maybe an AMC 258 engine, which is about the same displacement), it should go in the rear grommet and be connected to the intake manifold. Putting a PCV valve in the front grommet will absolutely guarantee that NO air can get into your crankcase. If the rear tube is sucking at all, it'll create a huge vacuum and air will have to be pulled in from somewhere it wasn't designed to be pulled from.

Right you are. My bad -- I read the wrong line from my spreadsheet. Good catch. Thanks.

Did not have death wobble "as bad"? I don't think you're talking about death wobble. You either have death wobble ... or you don't. Don't confuse "shimmy" with "death wobble." If the Jeep isn't trying to jump off the road, if your life isn't flashing in front of your eyes and you aren't peeing in your pants screaming "Oh my God I'm gonna DIE!!!!" ... it isn't death wobble. And I am NOT exaggerating.

Your link takes me to the Parts America home page, which is asking me to register and select a vehicle.

Your link goes to a page that has several different products alternating in the feature display window. Which one were you asking about?

They are using "case" to refer to the "carrier." For most differentials (the Chrysler 8-1/4" is an exception) there are two carriers, because as the number of teeth on the ring gear changes they get to a point where they need to change the thickness of the ring gear. That requires a carrier with a flange of a correspondingly different thickness. It's referred to as the "carrier break," and the ratio at which it occurs is different for various axles. (In other words, the break isn't between the same two ratios for the D30, the D35, the D44, and the D60). The answer is, if you are changing to a ratio on the other side of the carrier break from your current ratio, you buy a new carrier (or, depending on which way you're going, a ring gear spacer). That's why I was suggesting to you that you should really look into a limited slip. You have to buy a carrier anyway, so why not buy a carrier that improves your off-road functionality? BTW - The carrier break for the D30 is between 3.54 and 3.73. For the D44 the break is from 3.73 to 3.92. This means you will need a new carrier for the front, but for the rear you can use the original carrier if you're changing to 3.73s, and you'll need a new carrier if you're changing to 4.10s.

Oh yeah she was very happy.. :thumbsup: If she was happy I guess you were happy, so that means we're all happy.

My bad. My friend put a 6-cylinder cluster into a 4-cylinder XJ, so I guess all the way worked for him and he assumed it had been all the way the other way. Idle speed should be around 650 to 700 RPM, so you're in the ballpark.

I'd leave it alone and drive it. Worry about which end might settle AFTER the springs have settled, not before.

First, check your state laws. Most states (and I think the Feds) require that fog lights MUST turn off when you switch to high beams. "Driving" lights MUST switch off when you switch to low beams. Trying to do it without a feed from the headlights is probably illegal.

Yes, that's the pot. According to a friend who did the swap, all the way one way is 4-cyl, all the way the other direction is 6-cyl. Just see which way it wants to turn, and turn it as far as it goes. Check result with a hand-held idle tach if you have one.

The 4.0L does not have a PCV valve. It has a CCV system, and that skinny little line (the one that always either breaks or gets clogged) is supposed to run directly from the valve cover to the intake manifold.

And this was rattle can clear, right? DupliColor?

That was yesterday. Tomorrow ... Order the hose while you're there. It's relatively cheap, and when you see the condition of the rubber section of the old one you'll know it was on borrowed time.

The Amigos are also a 6-bolt lug pattern. And I believe the width is different, but I don't recall if it's narrower or wider.

Is this the infernal slave? If so, I've never heard of one fail by leaking internally -- they seem to just expode and dump fluid out the bottom of the bellhousing. Check your fuse panel. Any evidence of brake fluid migrating through the firewall on the rod and dripping on the circuit board?

And the original, Trail Master, also cannot use braces on the MJ. However, for all of them, the MJ LCA frame pockets are already reinforced, so you don't really need the optional brackets. And if you ever saw those frame gussets by themselves (I bought a set when I thought I was going to build a dedicated XJ trail beast), they are BEEFY. Just remove the control arms, bolt in the drop brackets, and reinstall the control arms. Done. Have a(nother) beer.

If anyone going to this event needs any SMALL parts I might have or be able to remove from two junker XJs, send me a PM with what you're looking for and I'll see what I have. No large body parts. I'll be in the XJ, most likely, so I'd prefer not to try to haul anything that won't fit inside.