mvusse

Summit racing has them in a set of 20 for $30. I picked up 20 of them at Pull-a-Part for $12.60.

Most tires in that size specify a rim width range between 8" and 10". Yes it will fit. It probably won't wear correctly or make even contact over the entire tread surface causing the tires to wear too fast in the center. Also, almost all aftermarket rims have way less backspacing than stock rims, making the tires sit out further, increasing the scrub radius. Some TJ Wranglers (1997-2006) had 15x8 rims from the factory. IMO your best bet is to find a set of those.

Looks like you're running rich. My guesses are bad coolant temp sensor first, and leaky injector second.

Installed the new steering box.

Purple People Eater. My DD.

Here in Ohio any car 25 years or older can be plated as a "historical vehicle". Only rule is you can't use it as a daily driver. So when I go off road: club event Drive it to the shop: to work on it. Gas station: obvious. Grocery store: need to drive it 'cause it's been sitting too long. All valid reasons to drive it. Can't run them on the PPE, though. After watching me go by the same spot around the same time 5 days a week, police would probably be questioning the purpose of me driving it.

I'm paying ~$55 each year for the Purple People Eater. Last year I paid ~$27 for Wilbur and doesn't need to be renewed until 2051.

My bet is on a stretched chain.

What's wrong with your current one? Around 1994 the 231 transfer case was redesigned, and they changed the cut of the gears. As long as your current one and your new one are the same generation the input shaft will swap over. It will take a complete teardown to do it, though. AFAIK the input shaft will also swap to the 242 and 249 cases, not sure about the 241.

Depending on transmission, the input shafts are different: 4 cylinder manual transmission (AX4 or AX5) is 21 spline short input shaft. 6 cylinder manual transmission (Peugeot) is 21 spline short input shaft or 23 spline long input shaft. 6 cylinder manual transmission (AX15) is 23 spline short input shaft 6 cylinder automatic transmission (AW4, through 1990) 21 spline short input shaft. 6 cylinder automatic transmission (AW4, 1991 and newer) 23 spline medium length input shaft. Don't know about 4 cylinder automatic, never seen one.

Took it on a 1600 mile road trip to visit my daughter. This is what I came home with after a 7 mile detour on the way back.

My bad. I forgot about the piece of poo Peugeot. To be completely correct, I meant a 87-90 4.0 with a manual transmission.

Why not put the tires on the stock rims?

One of those obvious details I forgot about. The cross member can come from any 87 through 96 Comanche or Cherokee with an AX15. Probably 97 through 01 as well, but not sure on those.

Wanna bet? According to my Renix MJ diagram, the reverse light circuit is fed by a 7.5 amp TRANS fuse. Correct. I just tested this a minute ago an my 1987 2.5/AX5 manual transmission: ignition on, shifter in reverse to turn the reverse lights on. I then pulled the 7.5 amp trans fuse and the reverse lights went out.

My 87 Pioneer originally had those on the front. Still don't know if they were factory, or if they were dealer installed.

The TCU is completely separate from the ECM, so I'm thinking the computer really shouldn't mind you having a manual transmission instead of an automatic. I believe, but have no proof to back this up, that the only difference between the two ECMs is the manual having the provision to control a shift light if the transmission is equipped with a switch for it. That switch will tell the computer when the transmission is in the highest gear or reverse, or if it is in any other gear so it doesn't illuminate the shift light when there is no higher gear to shift to. You will still have to find a Renix 4.0 mated to an AX15 to get the flywheel from. I seem to remember a thread a few months back showing that for most (all?) aftermarket 4.0 flywheels the trigger location for the crank position sensor is in the wrong location. Also, do not have a 4.0 flywheel resurfaced, as the surface is not supposed to be flat, but has a slight cone shape to it. Resurfacing it on a lathe will remove that cone shape, instead making it perfectly flat.

I have a 2.5 with 3.55 axles and an AX5. At 55-60 mph I get the same mileage in 4th as I do in 5th, but at 75 I get 19 mpg in 4th, and 24 mpg in 5th. 5th is absolutely gutless, but the hills aren't very steep here, so I usually use 5th when going 65 or faster. Mind you, 5th gear in an AX5 is 0.85 to 10, where in an AX15 it is 0.79 to 1, so final drive ration with an AX5 in 5th gear with 3.55 axles is about the same as 5th gear in an AX15 with 3.73 axles. 0.79 overdrive behind a 2.8 with 3.55 axles would probably be all but useless. With a 3.1 or 3.4 it would probably work. A 4.0 with the AX15 would have had 3.07 axles from the factory, which I believe is too low, evidenced by better fuel economy at 70mph than at 60. At least in a 94 XJ I used to have. Never had it long enough to go a meaningful distance at 60mph in 4th gear to see if it was any better.

He has the 2.8. The easiest swaps are a rear wheel drive Chevy 3.1 or 3.4, keeping all accessories and carburetor off his 2.8

When going from an AX4 to an AX15 there is one problem, though: The 0.79 OD will be to steep to be usable with the stock 3.55 gears in the axles.

http://www.autozone.com/autozone/repairguides/S10-Pickup-Sonoma-2000-2004/Specifications/Wheel-Alignment-Specifications/_/P-0996b43f80371638

90 is exactly the same as 87. There is no lock between driveshaft except with the lever in one of the 4wd modes. I don't feel like typing out the whole procedure from the owner's manual, but it is not necessary to keep the engine OFF. All 231s up until ~1994 DO NOT HAVE A TRUE NEUTRAL. The procedure in the owners manual ensures the CAD stays unlocked. Around 1994 the 231 was redesigned and gained a true neutral. If you don't believe me, put your 1987 up on jackstands, shift the transfer case into neutral, spin the rear driveshaft by hand and see what the front one does. I know what my 87 does, I know what my buddy's 89 YJ does and I know what my former coworker's 90 XJ did. None of them had a true neutral.

Do not have the engine running when you shift the transfer case into neutral, or the central axle disconnect will lock in the front axle. The 1990 transfer cases do not have a true neutral, in neutral the front drive shaft is connected to the rear. Of course the safest way would be to remove both drive shafts, or put it on a trailer.

I'm headed to GA to visit my daughter. On the way back I'm swinging by Military Off Road Tires. 12 bolt wheels for $32, stamped centers for $49, rubber inserts for $15. But you have to do the work yourself. A friend of mine has access to a waterjet cutter to cut the centers out, another is a certified welder to weld the new centers in, and I have a band saw to cut down the rubber inserts. 5 wheels plus tires for $1280 total. (getting the inserts for free because my son in law is military).

And without vacuum is defaults to the windshield (defrost). If you hold your hand up there you will find out it will be blowing there when it quits coming out the vents. Basically the check valve (either built into the vacuum reservoir, or separate in the line leading to it) is not working anymore.