jpnjim

$499 + your chopped up NP231. http://www.pirate4x4.com/forum/showthread.php?t=696803

I tried one for a short time I never even built shifters for it, just got to the mock-up/build stage, and decided I didn't like all the driveline slack, and the weight of the D300 hanging that far beyond the trans mount, off a hunk of thin cast aluminum (the chopped down 231). I could've built a 2nd trans mount, but Advance Adapter had a great deal on Atlas's a couple years ago, and I jumped on that instead. compared to the box-4-rocks: bling factor: Tho the D300 is much more compact: but you have to cut more of the floors to fit a doubler + 300 than you do to fit the Atlas.

Chrysler couldn't find it's own a$$ with both hands. They would not offer ANY Jeep pickup (even a rebadged Dodge product), so as to not compete with itself, but they would rebadge a Dakota for Mitsubishi, so they could satisfy their customers. :shake: They already make XX% of the parts to build a JK Wrangler pickup, can you imagine the number of people who would line up, and pay a premium to buy an Unlimited Rubicon Pickup? Rule of thumb for businesses, if customers line up, and wave money at you for a safe, legal product that you could easily produce for a profit, you should build them some of those.

My buddy and I were taking a slight turn in his 1980's Pontiac Grand Am (GM G body), when... WHHHHAAAAAAAAAAMMM!!!!!! The drivers side tire/wheel & axleshaft took the drivers side mirror right off the car, and smashed off the door glass soooo frickin hard I have no idea how it didn't go right through and knock my buddy into the back seat. The shaft was completely intact & un damaged, and the c-clip was found floating around in the gear oil when they pulled the cover. 10 bolt GM. edit: the Grand Am was (under)powered by a 150hp powerhouse Pontiac 301 4bbl V8/3spd auto.

Glenn (the owner) was well known in the Suzuki circles, and then a regular on the JU XJ forum 10/12 years ago. He was always cool, and seemed like an all around decent guy. He started RRO shortly after that, and seemed to be doing alright. Some time between then, and now he got a less than stellar reputation for customer service. I never bought anything from him directly, so I'm not sure if the reputation is warranted, or not, but he always seemed to have decent prices on OME stuff. :dunno:

One original (bolts sure felt like they were on there for 21 years when I pulled it off to straighten it out), and one custom bumper.

The platform the Eagle was built on had been designed in the mid to late 1960's, to replace the Rambler, and compete at the absolute lowest cost/profit segment of the automobile market. Originally introduced as the 1970 Hornet, and Gremlin, then reskinned 10 years later, without any major structural changes to create the Concord (one of the first upscale compact cars, available with power everything). The Gremlin later got a hatchback, along with the new Concord nose, and became the AMC Spirit. When they wanted to expand to sell one of the first 4x4 cars (before any of the big 3), they put a ft drive axle in the Spirit & Concord, to make the Eagle, and even brought the Gremlin rear end back from the dead in the form of the Kammback. They had to use what assets they had available to create new innovative products, and generate income. If they were able to keep repackaging and selling the same basic car to the fickle buying public for nearly 20 model years, it couldn't have been that bad. If you're taking about the Pacer, that thing sold by the boatload, and helped get AMC through the late 1970's. AMC didn't have the resources of the big three, so they used innovation, and some of the best engineers & designers in the business to compete. AMC 'went out of business' because they had to look to an off shore company (Renault) to generate capital in a downturned market (Chrysler was in the same boat, but were able to convince the US Government to provide a fat bailout loan, courtesy of Lee Iaccoca's connections). When Renault figured out Americans didn't want French cars, they sold AMC to Chrysler, who only wanted Jeep, and it's staff, not another car line. They tried 'Eagle' for a short time, but it probably had more to do with satisfying union contracts than actually wanting to have six divisions (Eagle, Dodge, Chrysler, Plymouth, Jeep & Dodge Truck). "Eagle" was tried, then dumped, and AMC cars were no more.

Looks like that thread got deleted. I guess I should've gone to bed at 10:30 last night, instead of digging out every AMC engine code & hp/torque rating, from 1968 to 1973, and then manually typing them here. edit.... :cheers: :cheers: to the mods. :D Should've known you wouldn't leave me hanging. :doh:

AMC switched from gross HP/torque to net for the 1972 model year. (1971 was the final year for gross numbers from AMC). These numbers have been widely available, and common knowledge since AMC published them almost 40 years ago. I have no idea how they could be in dispute now. Side effect of the 'information age' I guess. :dunno: AMC engines: Gross 1968-69 ratings 290 2bbl 200hp@4600 285tq@2800 9.0:1cr code M 290 4bbl 225hp@4700 300tq@3200 10.0:1cr code N 343 2bbl 235hp@4400 345tq@2600 9.0:1cr code S 343 4bbl 280hp@4800 365tq@3000 10.2:1cr code T (W code used on leftover 67 Rambler/Marlin 343's) 390 4bbl 315hp@4600 425tq@3200 10.2:1cr code X (W code on Canadian 390 2bbl) 390 S/S AMX rated 340hp 12.3:1cr code Y Gross 1970 ratings 304 2bbl 210hp@4400 305tq@2800 9.0:1cr code H (M code on export 304 4bbl) 360 2bbl 245hp@4400 365tq@2400 9.0:1cr code N 360 4bbl 290hp@4800 395tq@3200 10.0:1cr code P 390 4bbl 325hp@5000 420tq@3200 10.0:1cr code X 390 4bbl 340hp@5100 430tq@3600 10.0:1cr code Y (Rebel Machine & AMX/3 only) Gross 1971 ratings 304 2bbl 210hp@4400 300tq@2600 8.4:1cr code H (M code on export 304 4bbl) 360 2bbl 245hp@4400 365tq@2400 8.5:1cr code N 360 4bbl 285hp@4800 390tq@3200 8.5:1cr code P 401 4bbl 330hp@5000 430tq@3400 9.5:1cr code Z (early 71 10.2:1cr) Net 1972-73 ratings 304 2bbl 150hp@4200 245tq@2500 8.4:1cr code H 360 2bbl 175hp@4000 285tq@2400 8.5:1cr code N 360 4bbl single exhaust 195hp@4400 295tq@2900 8.5:1cr code P 360 4bbl duel exhaust 220hp@4400 315tq@3100 8.5:1cr code P 401 4bbl 255hp@4600 345tq@3300 8.5:1cr 360 4bbls were available with single, or duel exhaust in many platforms, once they went to net numbers (1972) AMC actually started rated the engines differently depending on the exhaust system installed. All 304's were single exhaust, and all 401's got duels (in 72), so they only had a single rating for each of those.

:bowdown: :bowdown: :bowdown: :cheers:

THIS would be perfect. Though who is going to vote it in. :ack: :mad: :grrrr:

Even looks pretty good in black on the red Jeep too. :yes: :cheers:

I don't know jack about Ham radio's, but took the test, and got 25 out of 35 (fail, but only by one answer). :smart: I actually missed a question somehow, but when I finally saw it (on the results page), I would've gotten that one wrong anyway. :doh: :dunno: I like the idea of having a HAM radio in your Jeep, but what good is talking to some guy in Albania, when you snap an axleshaft in the woods of Western Mass? :D

Now I don't feel so bad for paying full retail price for the last MJ hitch in the USA. :USAflag: FWIW, mine was a b!tch to bolt up to my twisted/mangled stock bumper. I straightened the bumper as much as I reasonably could, but when I bolted the hitch on, the hitch to bumper holes were a good inch off. I loosened the mounting bolts, used a line up pin-wrench to get it straight, and cranked it down.

255r85-16's. They are narrower than I expected, but pretty true to height (33" tall). I still haven't snapped any new pics tho. I wanted something to balance out the 4.56's, without being too big/tall for street duty.

:bowdown:

It's likely that no one here will have a better obituary than this guy. :cheers:

Wow I guess I got a good deal on mine, yesterday this one went for a wee bit more $$ (same seller): http://cgi.ebay.com/ebaymotors/ws/eBayI ... MEWAX%3AIT The one I got: http://cgi.ebay.com/ebaymotors/ws/eBayI ... MEWNX%3AIT :brows:

89 'Grandpa Jeep' MJ daily driver 88 'Trail Jeep' MJ been 'almost done' for the last 3 years 98' XJ currently 'her' daily driver 96' ZJ was 'her DD, now patiently waiting for me to put a transmission in it 71 Javelin/AMX patiently waiting for me to start driving it again

seriously? :dunno: The creme seats & wood dash look nice, but the rug looks like the bathroom floor at the local dog track. :ack:

Last recorded mileage (3 years ago) was 223,945 http://www.carfax.com/VehicleHistory/p/ ... tner=ATD_W

:idea: Anyone else take this as a request for a Chrome Version of the decal set from Don? :yes: :wavey: :banana: I'd think about giving the 'Grandpa-Jeep' a facelift if thats the ballpark price. :thumbsup:

THIS is THE best 'first post' EVER! :yes: :clapping: :yes: :clapping:

I think it matters why they are rare, They are rare because Chrysler was foolish enough to think small lug patturn Jeeps didn't need anything stronger than a D35. (aside from MJ's) They showed that when they killed the XJ 44. They were even more foolish in waiting 10 years to decide some kind of an upgrade axle was needed. (in the form of thin tube 44's in TJ's, aluminum 44's in 96+ V8ZJ's, and 29 spline 8.25's in XJ's). Sorry, but I can't praise a company for taking away a very good axle, only to replace it with a handful of axles 'nearly' as good 10 years too late. That's the relative post, it's not praise worthy that Chrysler came to their senses 10 YEARS after AMC did that the Jeep line needed some kind of a stronger axle option over the D35. I think the 29 spline 8.25 is a decent axle, but I'm not going to get crazy praising it. That hang down lip in the center of the diff grabs EVERYTHING, and when you hit a stump you STOP, instead of glide/grind over it like a 44, or 60 will. The axle shafts are actually smaller than other 29 spline shafts (like the AMC-20). Tiny brakes, thin tubes & C-clips. (it did keep the original Mopar housing pattern, so you can swap bigger Mopar brakes on if you want.) Lockers & LSD selection is limited, more $$, and doesn't even scratch the surface of what's available for the 44. Before the 29sp Aussie came out the cheapest lunchbox option for 29sp 8.25's was a $400 "No-Slip". Even the 29sp Aussie is more expensive than most of the rest of the line (like their 30/35 & 44). Gear ratios are limited and, (like all Chrysler axles) much more $$ than similar Dana axles.

Only because Chrysler interceded & killed the XJ D44 shortly after AMC introduced it. When the 4.0L was released, (real) D44 rears were a cornerstone of the drivetrain. You could order a 1987 XJ with the Offroad Package, HD tow package, or even just a stand alone HD rear axle option, and get the D44 rear. They also upgraded the D35 axle shafts in 87' for anyone not ordering the HD option. By 1988 the D44 was off the XJ order sheets, and out of the brochures & data books. Some claim to have gotten XJ 44's in 88 & 89, but officially it was dead by then. By 1990 even the D35 was downgraded to 9" minivan brakes & C-clip axles. So you can praise Chrysler for putting the 2nd best XJ axle in the Liberty, but I would take all that credit away, and more for killing the best XJ axle ever, just to satisfy their notorious bean counters. (even worse than AMC's)