87Warrior

That is why I use the Jeep's mechanical bottle jack. Works upright, sideways and even upside down :) It is also helpful if all of the control arm bolts are loose.

I like to use heavy duty ratchet straps to pull the axle in place, or use the stock Jeep bottle jack against the frame to push the the axle in place.

Yawn. I'll believe it when they are on the dealer lots. We've been waiting more than a decade since the Gladiator concept was introduced. Unfortunately, I don't trust Fiat/Chrysler/Jeep to build an actual Jeep pickup. I've got a suspicion of a truck does come along, we will be woefully disappointed.

Yes, the Ford brake line will thread onto the existing Jeep hard line. Here is mine pieced together, all stock Ford parts bolted to the main Jeep hard line. I did add a few tabs on the axle to hold the brake line more securely. Heck, I don't see why you couldn't use stock Jeep lines from a disc brake axle. As far as I know and have experienced, Ford and Jeep use the same size fittings for their brake lines and calipers. I have Ford calipers on the front of my TJ as part of the Vanco brake kit and used my existing brake lines with them.

The double soft line is on the driver side of the Ford axle. Instead of a soft line going to a distribution block on the axle, like Jeep, Ford molded the distribution block the soft line for the caliper and the soft line to the frame side steel line, the other side of the block is threaded for the passenger side hardline. Obviously this will not allow you to run an extended brake line designed for Jeep which is probably why you see a lot of guys building custom brake lines. When I was researching the swap, somewhere on a Ford forum, I found the part number for a long soft brake line that would simply work as an extension. Several guys running lifted Explorers used it. Naturally I don't remember the part number as the replacement Ford soft line had plenty of slack for my truck.

$1K for an axle swap!?!? The 8.8 swap cost me about $500, but I will admit the e-brake is not hooked up. The axle was the most expensive part, from a salvage yard in Topeka, KS @ $300. I probably could have found an axle for much cheaper on craigslist, but this one had a warranty and was exactly what I wanted. I had to buy new brake lines (the Ford line screws into the MJ hard line), calipers, pads and rotors (Amazon prime was a money saver here) as well as the swap kit (I used the Ruffstuff kit with ubolts, perch, and plate). I also had to use an extra set of shock brackets I had at the house as the brackets with the Ruffstuff kit were way too short to use spring under. I found a set of used spidertrax spacers for sale on another forum which saved some serious $$$. You will need the Spicer 8.8 companion flange to allow the Jeep drive shaft to bolt up to the axle, they cost around $35-45 and a couple quarts of 75w-140 gear oil. If you can buy a complete axle with rotors, calipers and hoses included, I imagine the swap could be done for about 1/2 of what it cost me. When selecting your axle perch, make sure it is one that can allow the axle to sit 1" back. This will allow you to keep the stock driveshaft within operating clearances (might not be needed if you go SOA, but I cannot speak from experience here).

I bought an 8.8 with 185k miles on it with the limited slip. I figured with that kind of mileage the carrier would need rebuilt or replaced. But holy smoke, it is almost like a Detroit is installed. It will occasionally chirp in parking lots and always hooks up in the dirt. It was even squealing the inside tire when taking the super tight switchbacks on HWY550 south of Ouray CO. My thought is why wouldn't you pick an 8.8 with limited slip. The axle cost is generally the same as one with an open carrier. If you find you would rather have a locker, the cost of a full case locker really isn't much more than an Aussie or the like.

My WK is due for tires. I plan to upgrade the size to 255/65r17 with the adjustable Bilstein strut up front. The strut provides 3/4" of lift and will actually level the Jeep out. Having been on mild forest service roads with the WK, some sort of frame stiffening should be on the top of anybody's list who wants to wheel this SUV. Every door creaks and pops when you leave the pavement.

Find a tire shop/ car dealer who gets tires from American Tire Distributors and ask about buying tire tires through them at cost + mounting. Saved me $50 a tire for my AT3's over the best price I found online. Most dealers can get the tires in next day as well.

Ouch. I bet ol' Tony won't be around much longer. Just to add fuel to the fire, I run 265/75r15 AT3s under my 86. These tires are quickly becoming my favorite tire I have ever run. I like them so much, I bought a full size spare and started doing a 5 tire rotation. While I have driven the MJ through snow with the AT3, our winters have been mild the past few years and I don't feel it was a good test of the tire. I did drive a GMC Duramax with AT3s through a terrible Colorado snow storm and felt sure footed and confident the whole time.

I found a soggy corner of the build sheet in my 86. It was under the foam insulation under the carpet. Never found any shred of one in my 92 when it was stripped.

I want a rust free shell something terrible, but I've never heard back.

Awhile back there was an interesting post to the Comanche Lover's Facebook page regarding a fuel tank and sending unit swap. The post suggests you can use a XJ sending unit assembly in a replacement fuel tank WITHOUT the slosh pan. Even though the XJ sending unit wouldn't be quite long enough to reach the bottom of the tank leaving a few unused gallons of fuel, it seems like a solid idea. I would personally worry about the pump running dry without the slosh pan, but figure a couple Walbro pickups placed in the tank would fix that.

I replaced my 2.5 airbox with a HO 4.0 airbox to do away with the vacuum doors. The intake tube could be improved, but there is no way that small bend is robbing the 2.5 of any HP... Plus, the 4.0 air filter is dirt cheap and always available at the parts store. I always had to order a filter for the 2.5 box. I still have the 2.5 airbox and lid in my shed. If you want it, it is yours for the cost of shipping.

When I read the first post about cab lights on a TJ, I was hesitant to scroll down. However, I must say your execution is done very well.

I can't complain about my JCR DIY rear bumper. Stout, contours around the bed (I'm not a fan of flat bumper styling like Nates) and doesn't hang off the back like a diving board. Ignore the goon standing next to the truck.

Follow the link to view my trip report to Colorado. I am ready to go back! http://comancheclub.com/index.php?/topic/48008-Ouray,-Tincup,-Salida-|-August-2015 Thanks for the kind words. I do plan to keep improving the truck. It developed a power steering fluid leak while in Colorado that I need to address. The next step is to replace the NP207 transfer case with a NP231. I already have the 231 but need to locate a mechanical speedometer tail shaft to replace the electronic sender. I would also like to get a winch bumper up front so I have a place to mount the winch I bought sometime ago. At that time I'd also like to upgrade the battery, alternator and battery cables. I also want to pull the head to repair the broken exhaust manifold stud and have it rebuilt. At 184k miles the motor still doesn't show any signs of giving up. Lastly, I really think the truck would benefit from new Metric Ton leaf springs.

I installed them on my TJ when I installed chromolly shafts. I thought it was a good idea. 4 years later I pull the shafts while doing ball joints and found the shafts were rusty and wet. There was also a layer of mud in the tube almost a 1/2" thick. Needless to say, those 'seals' immediately went into the dumpster. I think they are completely worthless. Even more worthless than a throttle body spacer. At least the spacer makes for a nice paper weight in the shop.

This years Colorado trip was unlike any other. The group of Kansans that usually embark on the adventure to Colorado was reduced by two experienced guys and replaced with two who had never wheeled the Rockies. This was also the first time I left my Rubicon at home and choose to drive my rusty, crusty 86 4 cyl Comanche. The plan for this year's trip was to camp in and around Taylor Park, north of Gunnison. A week prior to departure, news of the possible closure of my favorite road, Black Bear Pass, surfaced. Not wanting to miss an opportunity to possibly drive the road one more time, I quickly called the Ouray KOA to make a short reservation. We stopped in Salida to visit my younger sister who lives there. It is always nice to see family. We left Salida in the morning and took the highway to Gunnison then Lake City. From Lake City we started up Engineer Pass and took advantage of some shade to enjoy lunch and air down. On the way up we met a hiker who was staying at that spectacular cabin along the pass. She certainly had more energy than myself! The view is spectacular. Of course we had to stop at the top. We then choose to go straight to Ouray as the day was starting to come to a close. Here is a glamor shot of my truck at the Poughkeepsie Gulch intersection. I did not attempt the wall on this short trip. The black TJ pulled the frame side UCA brack off of the rear end. The welding shop in Ouray got it fixed in less than an hour right at closing time. That was a nice surprise. While doing the morning Jeep inspections, we noticed the black TJ had lost a driver side axle ujoint cap. Luckily a group of Jeepers from NJ were camped next to us and had a ujoint and a ball joint press. Pulled the shaft, replaced the ujoint and headed towards Black Bear. I will now carry ujoints and a press on my trips. Climbing up Black Bear is a lot of fun. Check it out, that rusty truck made it to the top of the pass. Preparing to go down the steps. The view from this part of the road is simply amazing. The switch backs did not seem as steep as they did last year. The dozer must have spent some time flattening them out. Even then, a spotter never hurts. Lunch was enjoyed at the Telluride park in a light rain shower. I sure am glad the rain held off until we got off the pass. The route home took us over Imogene Pass. The pass was quite busy with traffic flowing in both directions. Luckily everyone on the road was respectful and patient. Here is another glamor shot at the pass. I think we were about a week too late to see the wildflowers at their peak. Even then, the views coming down Imogene were mighty impressive. Day 3 was supposed to be all highway to Taylor Park, then find a spot to set up camp. After breaking camp at the KOA we headed north out of Ouray towards Montrose. A few miles outside of Ridgeway we got stopped for construction...for 30 minutes. Not wanting to wait any longer, I pull out the old road map I have for the state of Colorado. I spot a gray line indicating a road called Owl Creek Pass that bypasses Montrose and dumps you out just west of the Blue Mesa Reservoir, about a 1/2 mile behind us. The road is a well maintained county road that takes you west and north to Silver Jack lake. We found a secluded spot for lunch just above Silver Jack at Rowdy Lake. That evening we found a quiet spot along Tincup Pass to set up camp. It was much cooler sleeping at 11k feet than it was in Ouray. The location was perfect. Since we had already started up Tincup Pass, the next day we went over the pass to St. Elmo. The amount of traffic in that little town was shocking. I'd never seen the street so crowded. Once at St. Elmo, we decided to call it a day and head back to Salida. One trailer needed new tires as the tires began to separate on the trip out. That evening we stayed in Salida. In the morning we took a road called Aspen Ridge to, Turret, then up Sheilds McGee loop and 7 mile creek. The scenery was quite different than where we had been, but still beautiful. Here is a body of water within an abandoned quarry. The roads were very quiet on the way to Buena Vista. The perfect way to end a week of wheeling. I only saw two other MJs on the trip and that was in Colorado Springs on the way to Salida. I am surprised you don't see them on the trails. The truck did great and always got better fuel economy than the TJs. I sure did miss the 4.0 torque and 4:1 low range the Rubicon offers. I found myself going over rocks too fast by simply trying to keep the 2.5 running up the trail.

Another trip to Colorado in the MJ? You bet. A quick teaser of the 'lead truck' heading up Black Bear Pass in the San Juan mountains. Since I was here last year I hadn't planned on driving this far through Colorado, but due to recent news coming out of San Miguel County about a possible closure of my favorite pass, I had to make a special trip. A more detailed trip report will come once I get a chance to process my photos. :)

Nicely done. Can you elaborate on what you did to the wheels?

Beautiful country. Looks like one heck of a playground you have in your backyard.

My guess is the stud is not missing, it is snapped off. My 86 is in the same boat.

X2.

Nicely done :)