HOrnbrod

LIFT LCAs UCAs Stock 15.75" 15.00" 2" 15.92" 14.88" 3" 16.09" 14.92" 4" 16.33" 15.03" 4.5" 16.47" 15.11" 5" 16.62" 15.21" 6" 16.97" 15.44" 7" 17.36" 15.74" 8" 17.81" 16.09" 9" 18.30" 16.50" 10" 18.82" 16.96"

I see one thing I likee - it's greasable. I like to be able to grease moving mechanisms. :D

With 3'' or less your stock LCAs and UCAs will work fine for you. Caster will change as Pete states, but this can be easily corrected back to spec by installing factory shims behind the LCAs. It took a 4mm shim on each side for me. About $2 from the dealer. And a lateral axle shift will occur also. Only way to re-center the axle is with an adjustable track bar. There are many vendors for these; I used the Teraflex bar that works for a 1" - 4" lift.

Thanks. Absolutely old school georgeous.

Rob L. Dayem, she's pretty. :cheers: What does it have for a drivetrain? I love those old Willys p/u's. :bowdown:

Good guess. :cheers:

Nope - but sure would like to. :D

The 55 Willys P/U sounds a whole lot more interesting to me. :D

I don't think it's worth it - especially for the lowers. Just shop around and get new WJ LCAs. Much beefier, and they allow more tire clearance because of the bend. They are the same length as the stock arms and because of the larger oval bushings provide much better handling too. I found a pair of new WJ arms on the JU frum that I got for $45 shipped. I have not done the uppers yet, and am still unsure if the WJ uppers will fit our MJs. Anyone done this? Paul maybe? :cheers:

You were told wrong, sorry. Ideal rim width for our MJ/XJ due to the rather confined MJ/XJ wheel well for 31" tires is 8"-8.5" with 5" - 5.5" BS as posted. There's not a whole lot of room in there. Spacers to move a 10" wheel out to correct inner fender clearance will most likely cause issues with the flares. You don't want to do any excess triming/cutting on that 92 I hope. It looks nice. :cheers:

Typo alert noted. :grrrr: You knew what I meant. :clapping:

What exactly is the backspacing of your aftermarket wheels? If you used stock Jeep wheels w. 4.25 - 4.50 BS you would not have inner fender rubbing, but you might have rubbing at full lock on the lower LCAs w. those tires. The WJ LCAs will cure this, but do nothing for inner fender rubbing. Suspect your new wheels are Ford orientated. While I'm not a fan of spacers up front, and if your aftermarket wheels were expensive, hub concentric .25" spacers or .50" spacers (after installing longer studs) might be a cheap fix.

I get 20-1/2" w. MT springs. Must be the big old shell...........

Nope, PA in not part of new England.

Yeah, but he's from PA. :D Lots of CC members there; stick a post in the WTB and you'll probably get a good engine very reasonably. You can rent an engine puller too. That's what I did when I put my stroker in. :cheers:

Just a friendly discussion Rob-man. The Eagle-man likes things his way, I like things my way, and you like things your way. That's why these trucks are so cool; there is so much versatility in them you can build them anyway you like. :cheers:

We didn't get any, even though it was forecasted. Just a lot of useless cold slightly above freezing rain. That sucks........

Whoa! For a little more than the price you paid for the alum tank you could have converted to the much more reliable open system that is used by more manufacturers by far than a closed system. The Libby was created when Mopar was looking to save $$; not having a real metal pressure cap on the rad, thus the return to the closed system w. a more reliable bottle cap. :nuts: Who else still has a closed system? And it's still a major PITA to bleed, and any leak in a closed system introduces more air unlike the conventional recovery open system. You don't have to park on a hill, remove the block temp sensor, or any of the other procedures the closed system requires to get the air out. Also an open recovery system gives more time for someone (like my wife) who never looks at any of the gauges to notice a problem before a boilover. No contest, the advantages of an open system far outweigh the closed system. I never have any air problems when opening up the cooling system to change fluids or whatever. But to each his own........I'm keeping what I got.

Yea, great cars. Have had many W201s and W124s, but all were 6-cylinders. Always wanted a W124 500E. :drool:

:rotfl2: :rotfl2: :rotfl2: :rotfl2: :rotfl2:

If this thread and the 100's of others like it doesn't convince you to convert from the antiquated Renix closed system (even the Jeep engineers admit the "closed" system was the worst mistake Jeep ever made) to the 91 and up conventional recovery system, you got to be dense or a masochist. What a PITA! Here's a good article to read: http://www.olypen.com/craigh/cooling.htm

The arrow points to the column shifter cable to the AW4. The firewall grommet is just visible behind the wiring harness. The 96 XJ dual diaphram booster makes it a tight squeeze.

Good troubleshooting 190E. :cheers: Do you have a 190E?

2WD LWB w. AW4, 4.0, & D35 = 60" length u-joint to u-joint.

No I'm not. Didn't read thru the whole thread. It's late. :brows: BUT I do remember there was a lengthy discussion on this same topic in the Jeep Yahoo strokers forum. I'll look tomorrow........... Night.