mvusse

Even though the TPS was bad, I just had it happen again yesterday, with the new TPS. So evidently the cause was NOT the TPS. How's YOUR C101? Sensor ground test results? Your thinking the same thing I am.

Even though the TPS was bad, I just had it happen again yesterday, with the new TPS. So evidently the cause was NOT the TPS.

No personal experience with limited slip. Lot of personal experience with automatic lockers. Front axle locked on ice or packed snow = going straight no matter which way you point the front wheels. Actually, to be honest it's not that predictable. Some times it does turn, most of the times it does not, can never tell beforehand if it will or not.

There are kits to put a Mercedes diesel in a Toyota. Since the AX15 and Toyota transmission are pretty much the same, it might not be too difficult to adapt this kit to put one in an MJ.

I would not get a lunch box locker in a front axle that gets driven on the street in 4wd. Limited slip or selectable locker only.

Time consuming, expensive, and the engines aren't as readily available anymore as they once were. If you want to go twin turbo you'll have to cut up the hood to make room for the second one. And those suckers are HEAVY.

I have the 2.5. What I have been looking for, casually, looking for a rear axle that will serve two purposes or at least one of the two. I want a locker, the Aussie can be had for about $300. I'd replace seals, strip and paint housing, install new cover if not a 9", I'd also like to convert to discs. I do not what to put any money into the 35c. The Dakota it comes from must be a 4 cylinder. They are few and fare between. You missed out. I sold a 8.25" set up fora Comanche SOA, aussie locker and disc conversion for $300 last June.

The AX15 bellhousing is only useful from behind a 4 cylinder. What are you planning on swapping an axle into? What is wrong with a Cherokee 8.25"?

Another option, but according to jeepcoMJ not really all that simple is a Buick 3800. Bolts up to the same transmissions as the 2.8, but will eat AX4 and AX5 transmissions for breakfast, so for this engine an automatic transmission or an AX15 with a 2.5l Dakota bellhousing is a must. Horsepower started at 165 for the 89 LN3. The series 2 (1995+) produced 205 hp (L36), the supercharged L67 made 240 but needs 91 octane fuel. Both of these were available in some RWD cars including the Firebird. These engines should also produce better than 4.0 (and possibly better than 2.5) fuel economy. Although relatively new the Series 3 is a "super ultra low emission vehicle" engine for the natural aspirated version, with better yet fuel economy and a bit more hp, up to 260 for the supercharged version. The supercharged one still does need 91 octane.

I sporadically had the same issue, but it became more and more prevalent. In my case the issue was the throttle position sensor.

Only two 231s I had apart were 1980s. Never had a newer one apart yet.

I don't see Alabama as a problem, I see Alabama as a vehicle full of rust-free possibilities.

Even though the 231 has a brass synchro between 2wd and 4-high, the 242 does not have any synchros whatsoever.

So I did see it two days ago, but forgot to email the pictures to myself (I left my camera in Ohio, so I took my mother's). Will post them as soon as I get them. The current owner has had the truck for 2 years; it came from either BC or Alberta, can't remember which. Sometime before he got it it had been rustproofed and some body work had been done to it the whole way around. Nonetheless, there is rust. The floor boards are mostly solid, but rusty. Doesn't look like there's any undercoating on them, so they may have been replaced after that. Bottom edge of the tailgate has bubbling paint, bottom front corners of the rear wheel wells each have a hole, some rust showing through the paint at the rear bottom driver side door opening, and the driver side front fender has rot just in front of the door. It has a factory rear bumper that -aside from a small bend on the passenger side- seems in good shape. The hood release cable broke right at the handle, so I could not see the engine bay. Due to a bad battery I could not hear it run. The owner said once he gets the hood open (will try vice grips on the cable first, go in through the headlight if that doesn't work) he will start it and take a video. It will need a battery and brake work done before it's driveable.

The reason most people go the other direction is because the 249 uses a viscous coupling that WILL eventually go bad. Fact of life, no viscous coupling will live forever. This part is $1300 from the dealership, or $500 from Quadratec. A 231 transfer case can be had for $100 or less. (I picked one up for a buddy a couple of months back for $50) If you want AWD capability, a 242 can be had for the same. (I paid $50 for one with a hack-n-tap SYE started but not finished)

Problem is GL5 contains sulphur that will eat the brass synchros. The original specification calls for GL3 which is not available anymore. GL5 gear oil is for axles, not transmissions.

The cheap Harbor Freight ones have a lifetime warranty as well.

No, I do not. I am saying that tried and true fluid is what belongs in there. I don't care that motor oil will hold up to use in the gears. I care that the job is done right, and putting motor oil in the transfercase is akin to putting ATF in an engine. Sure, it may quiet it down, but is it doing it's job, or covering up something incorrect? It's too thin anyways. We are talking using 10W30 motor oil in a manual transmission, as recommended by the manufacturer. Do not believe anybody mentioned running motor oil in a transfer case.

Some of my friends have the XRC8, and have no problems with it. I myself run an XRC10 and it's always been good to me, but last time it let me know it is time for a new battery under the hood. Have also not heard anything bad yet about the new Badlands winches from Harbor Freight,

We (Lynn Auto Theatre, Stasburg, OH) signed our life away to finance a digital projector with a 10 year loan. Don't know yet how we will make the payments in the off season when we are closed. But we couldn't just close the second oldest drive in left in the world. 8 screen theater in the local mall shut its doors, but the upside is that the old 2 screen theater from before the mall that had been showing second run movies for the past decade is showing new movies again. And maybe with the mall one closed we will get more business next season.

Some year Chevy 1500 lines work for the front as wel, and are longer than YJ ones. For the rear, a TJ one is slightly longer than a Dakota one. For parking brake cables going to the wheels, passenger side YJ ones are a lot longer than XJ ones and work for it, but don't know how well they work on a Comanche.

Not yet. Sunday or Monday. Although I did make it to Stratford today, which is not that far from Woodstock.

I have seen a few broken in half like that in junk yards. Without fail the "frame" rails had pretty much rotted away due to 20+ years of road salt.

Wood butcher.