carnuck

Can you see if the plexiglass can be swapped (maybe reversed) around or is it just too tall, making it bow? I wish I could afford to build my design for a power window for mine using the old power sunroof I had kicking around from a Grand Wagoneer.

It could be an updated part number (89 prefix at the start of the long number probably means '89) or for a different width rim (i.e. 2wd vs 4wd)

Posts take up to two minutes and several multiple posted since yesterday.

I can't access the right page to delete with my iphone. Only part I can't get to for some reason.

Have you seen any XJs with Model 20?

There are a couple caliper changes along the way ('90 up for example) and different brake pads as well. XJ rear brakes changed as well from 10"x2" to 9.5"x2.5" and then rear disc brakes option. I'm glad MJs didn't get the failed ABS system that XJs did. I drove several Chevy Colorados for parts delivery at NAPA and hated driving this one very mild paved hill (with big bumps from semis or dump trucks from Sea-Tac taking it) and a 110 degree corner at the bottom. Even in good weather you had to drive 5 mph under the 35 mph speed limit or the ABS would kick in if you rode the brakes and the little trucks would speed up almost like the infamous Suburban on Potato Salad hill video. If it started doing that, then most of the drivers with less experience would push the brakes even harder (especially in the rain) and sail off the corner into the weeds. Luckily no one hit a vehicle coming the other way (at least while I was there) and it looked to be repaved when I drove by yesterday.

I did the late Model XJ master and booster on mine for increased stopping power. Later front braking system would have been better with larger bore calipers. Hauling loads was never a problem and I even towed numerous vehicles.

Model 20 was available in the full size Jeeps even after the Chrysler takeover until they ran out of stock and a few '87 Export YJs had them. I will look for the parts info before going further. Model 20 was also used front and rear in the early H1 Humvees.

Metric Tonne models '86 and '87 had Model 20 optioned rear diff. The axles are the toughest to find as all the ones I have found so far had the passenger's side one piece shaft missing. When I sold my previous rig I had found a Dana 44 rear with correct everything but spring pads that went with it. 3.73 ratio and power lock from a 2wd '67 IH Travelall that came with same bolt pattern and center hole as MJs, but 2 piece shafts. I put an C8.25 in my last Eagle wagon and with proper blue tip saw trimming, I was going to use the stock shock mounts reversed but of course it took Dana 44 front springplates from a full size truck to bolt it in. The XJ D35 I put in my Comanche SOA in the rear got the same D44 cast iron spring plates (rotated sideways for the smaller U bolt pattern) I still have '73 Jtruck after market front anti-swaybar plates to put between the spring pack and axle on my new Comanche to mount the shocks onto and run stock shocks in the rear.

I really liked the NP242 I put in my previous Comanche Sarge. I just got frustrated with the wiring issue that seemed unsolvable and the need for fresh drivetrain when I was too sick to work on it. The console indicator probably changed mid '92 from one to the other from what I've seen in the junkyards and how the 3 '93 Grand Cherokees with 4.0L/AW4 and NV242 as well as a couple '94-95 XJs. It matches the New Process to New Venture company Change over.

It will depend on which rear brakes you have and the load on the truck too. I switched to different wheel cylinders on my otherwise stock early XJ rear axle I put in mine with 10" rear drums. They were on my spare parts shelf and I looked up the application to see that they were for an AMC Eagle wagon with the same size brakes, but smaller bore so the pressure on the drums was slightly less. Law of hydraulics. Liquids at normal atmospheric pressure cannot be compressed in an enclosed environment. (as long as no gases are trapped in the liquid, like air in the lines of a brake system) Brakes also include the Archimedes law of levers. Small bore master cylinder and big bore slave cylinder is how floor jacks work. The bigger the slave cylinder vs the master, the more pressure is applied but the shorter the movement . The smaller the slave, the more movement, but the pressure it applies is diminished. Cliff notes: smaller bore wheel cylinders mean less pressure is applied to the brake shoes on drum brakes. Not for the average person to play with on the highway where lives are at risk without doing the math and real world testing. If if you go too far one way or the other, excessive force can occur or next to nothing. Most modern power brakes (non-power steering assisted) can safely be stopped in the event the brake booster fails.

I'm trying to find a windshield swap for the unlighted one I have. I don't want to get pulled over for a broken windshield and risk losing the truck (3 things wrong means a vehicle inspection which I can't afford now on disability)

I can't access my old Photobucket pics, but I have one of my '87 Comanche with an engine hoist and a pallet of concrete bags in the back

I'm neither here for your approval nor do I care for your flippant attitude. My oldest grandson is working for a Jeep dealership (top producer of repairs that have less than 10% returns) and the next oldest is a paramedic (in case this news gives you palpitations). But, whatever floats your boat. BTW, the attempted killers are from your neck of the woods. Seems one of them did the same thing before but got set loose from prison because he was put in a coma while in holding so they let him go and played the prison officials for fools and got a quarter $Million from the state on a fraudulent basis.

At some point when the boys in blue have had their fun. For now, I have another pair of MJs. Shortbox to fix up and a long box to make into an extended cab (life permitting).

You should see some of the loads on the highway here! I hauled an XJ shell sideways on my Jeep J4000 across the 520 bridge to the south end scrapyard near where I used to live. Side wind made it a little exciting.

It's in the hands of the Drs to find out exactly what, but I tested positive for drugs I didn't take any which, per Occam's Razor, means someone did it to me. The most likely suspect also tested positive shortly afterward. It's possibly some one else, but no one else has a reason like he did.

I've been sick from being poisoned the past couple years so I've barely been alive. I sold sarge for $700 because I thought I was dying but I managed to pull through.

http://www.naxja.org/forum/showthread.php?t=1107166 Heshhash never did reply. I'm going out to get my timer and do another vid and how to reset it since the previous one was removed from my Photobucket album by someone who claimed it was their intellectual property, along with several photos of my old cars.

Please point out any incorrectness in my recent posts.

Are the pads quality ones? If not, they may be glazed. The ceramics I have on mine need a few stops to get warmed up in the morning before it stops really good and that's with the late model XJ booster/master and pedal swap.

I was thinking from the point that you may want to get front springs to offset the extra weight.

3.73 and 4.10 (plus more) but D30 doesn't have a match to 3.92. http://www.ringpinion.com/DiffWizard.aspx

WTF dude? I said you will NOT get a big boost out of the HO head swap. Not shooting from the hip as solidly proven below, but I should have said "Max increase 15 HP". 173 or 177 HP to 190 is 17 to 13 HP increase and I was saying it's NOT all in the head. The HO injectors are bigger and give more kick in the pants in the Renix setup than swapping the head does, but fuel economy goes in the crapper. The HO spark curve was cut down which cut the NOx produced. Less advance = less ping. By retarding the cam they don't fill the cylinders quite as efficiently and the power band is moved higher because of the timing change. Other companies did that in the early 70s to cut emissions as well. The 1987 RENIX 4.0 made 173 hp (129 kW; 175 PS) and 220 lb·ft (300 N·m). In 1988, the 4.0 received higher flowing fuel injectors, raising output to 177 hp (132 kW; 179 PS) and 224 lb·ft (304 N·m)—more power than some configurations of theFord 302, Chevrolet 305, and Chrysler 318 8-cylinder engines, and more than any of the Japanese 6-cylinder truck engines, but with comparable or superior fuel economy.[21] In 1991, a Chrysler fuel injection system replaced the RENIX system, and the intake ports were raised approximately .125 in (3.2 mm) for a better entry radius. Chrysler also enlarged the throttle body and redesigned the intake and exhaust manifolds for more efficiency, and the fuel injectors were replaced with higher flow units. Camshaft timing was also changed. The net result was an engine that made 190 hp (142 kW; 193 PS) and 225 lb·ft (305 N·m). Badging on most Jeeps equipped with this engine read "4.0 Litre HIGH OUTPUT." The new cam profile combined with altered computer programming eliminated the need for an EGR valve and knock sensor, but made the engine more sensitive to alterations, especially where emissions are concerned.[citation needed] http://en.wikipedia.org/wiki/AMC_Straight-6_engine#4.0