Pete M

Modifying the odometer is technically illegal, but I've read you can take it to a shop and they'll fill out the paperwork to keep it on the up and up.

Prices are by donation. Send as much as you like or as much as you can afford. It's all the same to me as I'm not trying to run any sort of business, only to provide the means for members to show pride in their site and help out with the bills. :cheers: Send me a PM with your address and a list of what you'd like and I can probably have it in the mail tomorrow. :thumbsup: I have plenty white ones. :D

I've got a few decals in red if anyone wants them. I don't advise putting them on a red truck. It's kinda a bright red and will likely clash with any factory paint. :shake:

Uh, can you snap a pic of it next to a quarter or something? How big is the box? It's not a tailgate is it?

What tires/gears ya got now? Depending on what is under the truck now, I would find a cheap pair of junkyard axles with better gears. :D

So maybe a northeast, southeast, midwest, northwest, southwest, and central? You guys realize we have a wheeling forum for arranging get-togethers right? I hesitate making the forums a huge complicated place. Some sites I've seen have like 30+ different forums broken down to types of engines or individual States. But if there really is demand for it, I guess I could.

CPS goes on the bellhousing, TPS (throttle position sensor) goes on the throttle body.

Cutting it up isn't as hard as it sounds. An XJ has gotta be even easier than that Bronco I sliced and diced. Plus it's kinda fun. :D

I've never had that particular dilemma. :D When I built the 88, it was broken. When I bought the 90 to build, it was broken. And the 88 is broken again and that's likely to not change when I get around to rebuilding it later this year.

From the look of the side rubber trim, it appears to be a Laredo.

It's easy enough to add new forum sections. How does everyone want that done?

The Power seats come with an integrated floor bracket and track assembly. The MJ floor isn't as flat as the XJ and so trying to get it in their with functional power controls is going to be hard. :(

Man that's a big pic. Bigger than fullsize on my screen. :roll: Sorry, first one I saw online.

I don't like having to jab the brakes when going down the hill. :D Also, if anyone is having problems with a clutch and a hill, they don't have enough gearing. :brows:

Well, my opinion is that this particular topic might be a bit more than many members want to see on their Jeep site, or at least that is what the pile of emails I came back to have said. So if everyone has said their fill, please let it go. Thanks. Jeep on! --Pete

But there will always be a slight difference between the front and rear (even if going in a perfectly straight line the whole way), no matter how close you keep the air pressures or balance the tire wear. And that slight difference will build up over time.

It is exactly because the tires won't slip on dry pavement. There needs to be some slip in the Command-trac system. Just a little bit to prevent binding and keep the t-case from exploding. If the truck is running puny little car tires you may be able to get away with it, but as the tires get bigger and stickier or the vehicle weight goes up, the chance of damaging the system goes up. Think of it as if you spooled an axle and then turned a sharp corner. Either a tire will slip, or the axle will break. Something has to give. A 242 is sorta like a posi in that it will allow for some differential when in full-time 4wd but still put power to everything. I think it has a maximum split of like 48/52%. It's not huge, and you can still get some binding when turning in a parking lot, but that's plenty to account for slight differences in tire height or when turning on the street.

I swapped in a 95 booster and prop valve in to my 90 and was not able to get the right fittings or adapters. I ended up buying 25 feet of bulk line from AdvanceAuto and re-using all the fittings that came with my truck and the junkyard parts. Double-flaring all that line was a pain in the @$$, but it did work. :D

Select-trac (242) lets you use 4wd on dry pavement because it allows some differential between the front and rear axles when in full-time 4wd. Locks them together when you shift into 4-hi or 4-low. No CAD was ever used. Command-trac (231) would eventually blow up if used on dry pavement because it only locks the front and rear together. Came with the CAD in the early years.

Most everything is here: http://www.jeeptech.com/convtrans/ax15swap.html Try to get the tranny mount, stick shifter, bellhousing, and all the guts inside the bellhousing with the used trans. Also, Jeep says that regular 10-W30 engine oil is the new recommended fluid. Oh, and remember the correct CJ pilot bushing is a ~$2 part.

I've been looking for a year now. Just happened to get lucky and see it on the internet first this time. :D

Which swap? Swapping in an AX-15 into a Peugeot truck? External bellhousing swap? 4wd trans into a 2wd truck? TJ/YJ trans into an MJ? The axle swap as I did it was not for the feint of heart. I had to custom build a lot and then proceed to trust my engineering "skills" with my life. The drivetrain swap I did can be done pretty much all bolt-in.

Fixed it for ya. :D