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Added to our forum and calendar on Great Lakes XJ. :cheers:

http://projectxj.com/mods/seats.htm

WHY? If you really want something stronger, swap in a waggy 44. TNT Customs has a truss to make it an easy swap (not listed on the website, call Bob @ TNT). Yes you'll have to change bolt pattern on the front, but I'd rather run 2 different rims than spend all that time/money on a D30.

No

Here is a pic of that other MJ that was there.

I run both the RE 1660 and the TNT tracbar on our rigs. I love them both. Only wish is that the TNT bracket would work with the RE brace, or TNT made a brace for it. Both of them use the RE joint on the mount side (aka no binding while flexing). I wouldn't run anything other than a joint on the mount side, as a bushing binds while flexing and wears out faster. No offense to CWLONGSHOT, but I'm not a fan of a hacked/welded stock mount and a rubber bushing on both ends. For the same amount of $$ you can have the RE or TNT setup with a new mount thats 100x's better, and a good joint on the end. From Kevin's Website I call BS. I'd give someone $1000 if they could bend the RE mount. It just ain't gonna happen. Here is a pic, let me see you "flex" this puppy. The thing weighs 15lbs+. CWLONGSHOT please don't take this personally!

I recently did a set for Rebecca's XJ since we sold the good set of rims/tires we had for it. I wasn't 100% worried about being perfect since they are only temp until we order her new 33's. Anyways, I just took a wire brush attachment on my drill and went to town. Wiped them down real good and sprayed them. I used vasaline on the rubber prior to paint and than just wiped it off after and no paint was left . Here is a pic of the results. Looks ok for a 2 hour job if you ask me.

Maybe I've opened a can of worms that I'm not ready to tackle yet! :eek: From what I'm seeing thus far, what I've come up with applies to pre '89. Looks like I have some more research to do! :roll:

Disconnect the swaybar? I've fit 4.5" coils in with both control arms still attached without a spring compressor. I've fit 6.5" coils in with the lower control arms still attached without a spring compressor. Yes I know, coil rates play an effect, and that some 4.5" and 6.5" coils are the same length...

You need to re-size the photo and upload a new one.

I need help with the following: Digit 1 - Can anyone confirm that the MJ was ever made in Canada? Digit 2 - See above Digit 4 - Anyone know the difference between the E and I motors? Also does anyone have the code for the V6? Digit 5 - Anyone know of all those listed, what one's the MJ actually received? Digit 10 - This one should be easy, anyone have the remaining MJ production year letters? Digit 11 - Anyone confirm that the MJ was ever made in more than 1 plant? I guess it also relates to digit 1/2.

I've got a pritty well finished and accurate XJ list done, now it's time to do the MJ. I however am going to need some help with this one to verify that it's 100% accurate. Thier are 17 digits in the vin. Once we have this finished I will make a nice easy-to-read table. 1 - Country of Manufacture - 1 = USA / 2 = Canada 2 - Manufacturer - J = Jeep Corporation / B = Jeep Canada 3 - Vehicle Type - T = Truck 4 - Engines - B = 2.1L 4 Cyl, Turbo Diesel E = 2.46L, 4 Cyl, 1-B Carb H = 2.46L, 4 Cyl, TBI M = 4.0L, I-6, MPI Y = 2.46L, 4 Cyl, 1-B Carb 5 - Powertrain - E = 3-speed automatic, column gear shift, part time 4 W/D F = 5-speed manual, floor gear shift, part time 4 W/D G = 4-speed automatic, column gear shift, 2 W/D J = 3-speed automatic, column gear shift, Select-Trac/ 4 W/D L = 5-speed manual, floor gear shift, part time 4 W/D M = 4-speed manual, floor gear shift, part time 4 W/D P = 4-speed automatic, column gear shift, part time 4 W/D R = 4-speed automatic, floor gear shift, part time 4 W/D S = 4-speed manual, floor gear shift, 2 W/D T = 4-speed automatic, floor gear shift, Select-Trac/ 4 W/D U = 4-speed automatic, floor gear shift, 2 W/D V = 5-speed manual, floor gear shift, part time 4 W/D W = 5-speed manual, floor gear shift, 2 W/D X = 4-speed manual, floor gear shift, part time 4 W/D Y = 4-speed manual, floor gear shift, part time 4 W/D Z = 3-speed automatic, column gear shift, part time 4 W/D 6/7 - Body Type - 63 = Jeep Comanche, 4-W/D Pickup, 6.0" bed, 113" wheel base 64 = Jeep Comanche, 2-W/D Pickup, 6.0" bed, 113" wheel base 65 = Jeep Comanche, 4-W/D Pickup, 7.0" bed, 120" wheel base 66 = Jeep Comanche, 2-W/D Pickup, 7.0" bed, 120" wheel base 8 - Gross Vehicle Weight - F = 5001# - 6000# Comanche, Base, Metric Ton, Big Ton / Comanche, Custom, Metric Ton, Big Ton P = 4001# - 5000# Comanche Pioneer R = 5001# - 6000# Comanche Pioneer, Metric Ton, Big Ton S = 4001# - 5000# Comanche Chief T = 4001# - 5000# Comanche Laredo U = 5001# - 6000# Comanche Laredo, Metric Ton, Big Ton 1 = 4001# - 5000# Comanche Base 5 = 4001# - 5000# Comanche Eliminator 9 - Check Digit - a single character, alpha or numeric entry 10 - Year - E = 1984 F = 1985 G = 1986 H = 1987 J = 1988 K = 1989 11 - Plant Location - J = Brampton, Ontario, Canada L = Toledo, Ohio Plant No. 1 P = Toledo, Ohio Plant No. 2 T = Toledo, Ohio 12 - Sequential Serial Number 13 - Sequential Serial Number 14 - Sequential Serial Number 15 - Sequential Serial Number 16 - Sequential Serial Number 17 - Sequential Serial Number

Best is to look at the block and head casting numbers. Block Year...........Casting No. 1987-90......53005535 (8933002665) 1991-95......53008405 1996-98......53020569 1999-04......53010449 Head Year...........Casting No. 1987-90......2686 1991-95......7120 1996-98......0630 1999-04......0331

Nice to meet up with you again Wade! :cheers: We swung back by before we left, but you weren't there. Rebecca was getting hot and was ready to go, so we bailed kinda early. Had enough walking for 1 day. Don't have a lot of pics as I didn't feel like getting the camera out every 2 seconds. But I figured I'd post what do I have. Cool MJ we found. Had baja fenders front and rear. New BFG MT. At the rock pile.

Former Nth Degree Asset Purchase Nth Degree Asset Purchase September 21, 2007 - FOR IMMEDIATE RELEASE Contact: 248.926.0256 ext. 325 Email: nthdegree@aev-conversions.com American Expedition Vehicles (AEV) to Pick Up Significant Amount of Product Line from Recently Closed Nth Degree Mobility Missoula, Montana, Sept. 19, 2007 - Missoula-based American Expedition Vehicles (AEV), long a favorite supplier of aftermarket parts to the Jeep off-road community, will soon be adding the highly-regarded Nth Degree Mobility suspension lift kits to its expanding product line. Off-road enthusiasts have bemoaned the recent closing of Nevada-based Nth Degree Mobility, provider of innovative and expertly engineered long-arm and short-arm suspension lift kits, among other products. meow AEV announces it will pick up a “significant” portion of Nth Degree’s inventory and product line, with plans to continue manufacturing and distributing those products “in the near future.” AEV asks for patience as it moves over inventory and equipment, but promises the same commitment to quality and innovation that Nicole and Jim Frens provided Nth Degree Mobility customers for years. “It’s really unfortunate that Nth Degree had to close its doors. Nth Degree has been a major innovator in the suspension industry and has developed a near cult following with good reason,” said Dave Harriton, President of AEV. “Because this has happened so quickly, we are still trying to determine how long it will take for us to incorporate their products into our system. It is our goal, however, to have most of the existing suspension line back on the market along with several new products in the near future.” “Most of the line will remain unchanged, although we will be simplifying and redesigning some of the existing components to make it easier for our dealer network to stock and for our users to install,” Harriton said. AEV itself has been an Nth Degree customer, employing its suspension and skidplate products on AEV conversion vehicles. AEV will integrate Nth Degree’s design, engineering, and development operations into AEV’s Missoula, Montana facility while warehouse, distribution, and manufacturing will be moved into AEV’s Walled Lake, Michigan plant. Watch for further announcements on plans for former Nth Degree products at www.aev-conversions.com. Regarded as the premier innovator in the Jeep aftermarket, as well as the only supplier of fully-validated, all-steel stamped parts and accessories for Jeeps, AEV continues a rapid expansion of its offerings to the dedicated Jeep community. In the past year, the company has brought forth a number of products for the popular new Jeep Wrangler (JK), including a stamped front bumper, hood, corner guards, wheels, and skid plates, among others. The company’s fully-integrated “Brute” conversion kit has electrified the off-road community, providing all parts needed to convert a TJ Wrangler into a custom AEV Brute pickup. Several AEV vehicles will be featured at the 2007 Specialty Equipment Market Association (SEMA) show in Las Vegas, Oct. 30 - Nov.2, including a fully-equipped AEV 4-Door Wrangler (JK) with a custom Kicker Audio sound system; a four door Wrangler Unlimited with a 525HP 6.4L HEMI will also be featured.

I prefer to install them this way as it eliminates the "squeaks" associated with the spacers. spacer factory isolator coil I'm not a fan of putting the spacer directly in contact with the coil. But to each thier own...

As stated it's only function is to change the shift points on the AW4. For those interested, here is the wiring diagram. http://www.greatlakesxj.com/tech/TCU4.jpg And here is the AW4 service manual as well. http://www.greatlakesxj.com/tech/AW4_manual.pdf

http://www.greatlakesxj.com/tech/bumper_mount.pdf

Tim, Have you thought about doing something like this? I know it may be overkill. However you could replace the rockers as mentioned (red) and than attach a slider (green) to them. If you ever decided you wanted to tie in an exo (or whatever) you could tie it into the rock rails (green) and even make it removable via bolts or whatnot. This may be the route I go as my rockers are on the fritz as well. Just another idea for you... :cheers:

Sounds like you got lots of plans Tim! :cheers: Hurry up and get it done so you can come with us the end of Oct. to the Badlands for the GLXJ Fall Crawl! :brows:

http://www.greatlakesxj.com/tech.html Several of them towards the top...

Wanna sell me your 44 than? :brows:

Lookin good! :cheers:

Uhm... 8.8" has 1.31" shafts and a XJ/MJ D44 has 1.31" shafts. The 8.8 tubes do neck down to 2.75" just before they enter the brake housings. The XJ/MJ Dana 44 has the same 2.75" axle tubes as well. Rather than welding the tubes on the 8.8 into the diff housing, the tubes are just held in with pressed-in plugs. These plugs tend to stop doing their job under severe stress. It can be fixed by welding the tubes or trussing it. But since we are comparing STOCK axles I won't give you that.... Also, one thing to note is that the 8.8 uses a pinion flange instead of a pinion yoke like most Dana axles. Not to mention the C-Clips.... Your not going to find me stating for a fact that the 8.8 IS the stronger axle. Not looking to start a huge debate, but as far as cost effective it in my opinion (and yes just my opinion) that the cost to make the 8.8 superior to a D44 and the work involved to get it into the back of a XJ/MJ is not worth the price if you can find a stock XJ/MJ D44.