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hakukamana

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About hakukamana

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    Comanche Fan

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    Big Island, Hawaii

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  1. Glad to hear you got her running again, Look up Dover Gray Poly Metallic. Its an OEM color for that era. Its kind of a cool color.
  2. No problem, glad to help, it all comes down to a passion for the trucks, and keeping them running.
  3. #1/BLU, #2/LT GRN, #3/TAN, #4/YEL, #5/WHT, #6/BRN Hope this helps
  4. Injector harness wiring diagram. Color codes correspond, to the injector #
  5. Did you find a head? I have one! The problem I see is its probably cost prohibitive to ship to you from my location. Let me know if you want to pursue that option.
  6. Good luck, up to 90 will work, Cherokee, Wrangler. What ever is available. Call your local machine shop. They may have a head, from someone who dropped one off, and didn't want to pay for the work.
  7. At this point, remove the head. Pull the entire rocker arm assembly. Keep things in order, don't mix things up. The valve train is worn specific to it's current location. You need to look at the lifters, once the heads off. Keep them in order, check #1 intake and exhaust for visible damage. If you have a valve spring compressor tool, pull the keepers off and pull the springs. You may have broken a spring. Once the springs are off if the valves are straight, you should be able to move them up and down in thier bores without much effort. If not well you know, the valve stem is bent. Depending on how severe the damage is a replacement head from the bone yard might be the best choice.
  8. A stuck valve, a hole in the piston, a collapsed lifter are all causes of a bent push rod. You probably should remove the push rods to see if you have more than one that is bent. Hard to eye ball if they have a slight bend but they are no good if they do. Best way to check to to roll the push rod on a piece of glass and see if it wobbles. It also allows you to see the area that is bent. Lifters require the heads to be removed. Probably a good thing because you can check to see if #1 has a bent valve as well. If the valve stuck or bent, the cam pushes up on the lifter and then the pushrod and it doesn't want to go any where so it bends. Not catastrophic, but not like changing a spark plug. If the valves are bad rebuild the head. Don't just drop a valve and a push rod in you probably should replace the lifters as well. Good luck, been there done that!
  9. I would check the rocket arms, and the entire valve train. Pull the head and look at the valves, might have a collapsed lifter.
  10. Have you pulled the valve cover?
  11. Run a compression check on the motor. Then post the results. Check your oil level.
  12. Any ideas on where to purchase "New" AW4 solenoids. I have Googled and I keep seeing the solenoids for 87/2001 for Cherokee's, 90-93 for Comanche's. I know no 93' Comanches thier info not mine. Any body found a reliable USA based manufacturer of these components. I want to do all three.
  13. The LTFT numbers I guess indicate less fuel required to hit the stoic magic number of 128. Pulse width closed loop after warm up and at idle is about 5. to 5.1 ms
  14. Appears that the O2 is functional STFT moves from 117 to 134, LTFT up to 101 as of this morning. Thats as high as its gotten since the last new O2 install.
  15. NickInTimeFilms NAXJA Forum User Join Date: Aug 2015 Location: NJ Posts: 17 Re: Long Term Fuel Trim at 92. Renix Just gonna add a little input as I was quickly browsing the thread. Renix ECUs do have a KAM Keep Alive Memory which does store a few values such as previous LTFT, TPS closed %, and how many key cycles since a sensor fault, though I'm still trying to find that last one. The big debate is if Renix stores trouble codes which it does not save for the key cycle. I'm going to do a lot more looking into the few mystery values still left in the stream to see what I can find eventually. As for LTFT in general, after a reset it will read 128 which means it is using the stock look-up table. Once the vehicle sucesfully stays in closed loop then it will start adjusting STFT and an average deviation will be found which is the LTFT. So LTFT shows you the average correction factor from the stock tables that is needed to stay stoic. STFT is the current needed deviation I think, and I forget if that changes in open loop. Lower LTFT readings means it is using less fuel to stay stoic, and higher readings show more fuel is required. For my stroker it sits are 176 but will go a little lower if only city driving. This is the guy who's manufacturing the in-cab diagnostic readers, he a lot smarter than me. But he knows the insides of the Renix computer and a lot of its construction.
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