omega_rugal

cool factor goes up a 200%...

ok TCU my bad, but the hardwiring was in the harness or the TCU itself?

ok i have a question, when the comfort/power button was removed, did they just hardwired the mode (grouding the pins in the harness) or was the ECU modified to remove the comfort mode? in theory you could undo the hardwiring and reinstall the switch...

or swap the front bearing retainer AND input shaft?

you need stainless steel in all the fuel lines, and a tank that can hold the E85 without rusting from inside, also you need to flush any moisture in the system every now and then which adds to the initial cost of the conversion, takes $$ and effort but you are supposed to get your money back with every refill so do the math, also E85 can withstand more compression if can take advantage of it...

mine si LPG only ( don`t drive too far away and there are several filling stations across town) but you can use a dual gasoline/lpg setup for long trips, also helps with cold starting in winter, again winter here is not harsh so i guess to each its own...

LPG / propane works great

i want to increase the payload, not really interested in lift so a pair of XJ leaves will do

so far i had not loaded my MJ until yesterday, with aprox 500 kgs the truck went all the way down , it`s a SWB with regular leafs rated at stock 1400 lbs (635 kgs) , even if the LPG tank is 100 lbs (50 ksg) should`n i have some more room left? i mean it ran like the world was going to end... anyway if i must do that again i better put better leafs, say metric ton ones, but my chances of finding those here are next to none existant i wonder if there are options, chevy or ford or something more affordable note: a PO swapped in a Dana 44 but not the springs i can`t tell if it was an MJ specific or not...

the intake manifold seems to have being redesigned for the 2.5l, the "horseshoe" shaped one

this a nice doc i found about the changes of the 4.0 over the years JEEP 4.0 PERFORMANCE TECH SPECS\ 4.0 Engine Power Ratings The Jeep 4.0 litre I6 engine is a pushrod overhead valve design with 2-valves/cylinder. The factory power ratings are as follows: '87...... XJ: 173hp at 4500rpm, 220lbft @ 2500rpm, redline 5000rpm '88-'90 XJ: 177hp at 4500rpm, 224lbft at 2400rpm, redline 5000rpm '91-'95 XJ: 190hp at 4750rpm, 225lbft at 3950rpm, redline 5250rpm '96-'99 XJ: 190hp at 4600rpm, 225lbft at 3000rpm, redline 5300rpm '00-'01 XJ: 193hp at 4600rpm, 231lbft at 3000rpm, redline 5300rpm '91-'95 YJ: 180hp @ 4750rpm, 220lbft @ 3950rpm, redline 5250rpm '96-'99 TJ: 181hp @ 4600rpm, 222lbft @ 2800rpm, redline 5300rpm '00-'06 TJ: 190hp @ 4600rpm, 235lbft @ 3200rpm, redline 5300rpm '93-'95 ZJ: 190hp @ 4750rpm, 225lbft @ 3950rpm, redline 5250rpm '96-'98 ZJ: 185hp @ 4600rpm, 220lbft @ 2400rpm, redline 5300rpm '99-'05WJ:195hp @ 4600rpm, 230lbft @ 3000rpm, redline 5300rpm The '87-'90 engines had Renix electronic multipoint fuel injection, electronic ignition, a single 51mm (2.0") throttle body, and a rather inefficient low port cylinder head. In 1991 engines received Chrysler sequential MPFI, a larger 60mm throttle body, revised intake and exhaust manifolds, and a more efficient high port cylinder head. As a result, these engines produced 13hp more than their predecessors and gained the "High Output" designation. In 1996 engines received noise, vibration, and harshness fixes. The blocks were stiffened with extra ribbing, a main bearing brace was added, and lighter cast aluminium pistons were introduced to reduce cold start piston slap. Engines also received revised camshaft timing for more low rev torque. In 2000 a distributorless coil-on-plug ignition system was installed, intake and exhaust manifolds were revised, and a more efficient water pump was included. Injectors Some of those specs that are hard to find in any workshop manual. The following is a list of the injectors used on the 4.0L since 1987 along with their rated static flow: Model Year, ...Part #, ...........Colour, .....Fuel Pressure, ...Static Flow, '87-'90, ........53003956, .........Black, ...........39psi, .................18.6lb/hr '91-'93, ........33007127, .........Brown, ..........39psi, .................21.0lb/hr '94-'95, ........53030343, .........Tan, ...............39psi, .................21.0lb/hr '96-'98, ........53030778, .........Grey, .............49psi, .................23.3lb/hr '99-'04, ........04854181, .........Blue tip, ........49psi, .................22.5lb/hr '05-'06, ........53013690AA, ...Brown tip, .....49psi?, ...............23.3lb/hr? The injector flow rate varies as the square root of the pressure drop across the injector. The stock '91-'95 4.0 injectors are rated at 22lb/hr @ 43psi fuel pressure, so at 39psi they flow ( sq. rt.(39/43) x 22.0 = 21.0 ) Cylinder head The stock cylinder head is cast iron and weighs 60lb. The valve head diameter is 1.91" intake/1.50" exhaust. Casting numbers are as follows: Year............Casting No 1987-90......2686 1991-95......7120 1996-99......0630 2000-01......0331 Cylinder head flow figures (cfm) at 28inH2O pressure drop are: Non-HO head #2686 (Courtesy of Greg Friedman) Valve lift (in)..... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 122.0 168.0 186.0 189.0 192.0 Exhaust flow....88.0 114.0 130.0 134.0 138.0 Ported non-HO head #2686 Valve lift (in)..... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 124.0 183.0 197.0 207.0 216.0 Exhaust flow....87.0 113.0 138.0 153.0 159.0 HO head #7120 & #0630 (Courtesy of John Brown) Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow.... 66.0 128.0 179.0 206.0 209.0 209.0 Exhaust flow. 55.0 100.0 120.0 136.0 141.0 141.2 HO head #0331 Valve lift (in)..... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 ... 0.6 Intake flow..... 59.4 122.6 171.1 201.1 214.3 218.4 Exhaust flow...47.1 93.4 123.3 140.9 147.0 149.7 Ported big valve 2.02/1.60 HO head Valve lift (in)... 0.1 ... 0.2 ... 0.3 ... 0.4 ... 0.5 Intake flow.... 73.9 142.4 197.8 229.8 247.0 Exhaust flow. 65.3 114.0 135.9 146.3 157.1 The early '87-'90 non-HO heads have low intake ports that flow rather poorly. The later HO heads have higher intake ports that flow more air by allowing a straighter shot into the cylinders. The '91-'95 HO heads with casting no.7120 have the highest intake and exhaust port airflows, especially at lower valve lifts where it is most important, and are the best for performance. The '96-'99 0630 heads are almost identical except that they don't have a port for the coolant temp. gauge sending unit. The '00 and later HO heads with casting no.0331 have smaller exhaust ports to produce a faster warm-up of the catalytic converter and improve emissions, but performance also suffers because the ports don't flow as well as those of the 7120 and 0630 castings. Intake manifold The '91-'99 intake manifold is aluminium and has equal length 24cm (9.5") long runners. The runners are rectangular with internal dimensions of 1.625" x 1.375" and a cross sectional area of 2.234 sq. in. (14.4 sq. cm). The '00-'06 intake manifold has smaller diameter curved runners with internal dimensions of 1.53" x 1.26" and a cross sectional area of 1.928 sq. in. (12.4 sq. cm), and is clearly designed to produce more torque at lower rpm. The distance from the intake valve to the port opening is 3.5" (9cm), making the total distance 13" (33cm) from the manifold plenum wall to the intake valve. For a given intake manifold design, the cross-sectional area of the runner and the runner length affect the location of an engine's torque peak in the RPM band. According to the Helmholtz tuning model and the formula shown here, the intake runner area and length are tuned to resonate and produce an inertial supercharging effect at 5000rpm for the '91-'99 engine and 4650rpm for the '00-'06 engine. That's very close to peak horsepower rpm for all High Output 4.0L engines. Exhaust manifold The same design principles for the intake manifold also apply to the exhaust manifold. The cross-sectional area of the primary header pipe affects the location of an engine's torque peak in the RPM band. The pipe length generally will not change the peak torque or the RPM at which it occurs. A length change has the effect of improving the torque on only one side of the peak by "borrowing" it from the other side. A shorter pipe improves torque after the peak (reduces it at lower RPM), preventing the torque curve from falling off so quickly as speed increases. A longer pipe extends the torque curve backwards to improve the engine's flexibility, at the expense of after-peak torque. The stock exhaust manifold and the Borla header have a primary pipe internal diameter of 1.375" and a cross sectional area of 1.49 sq. in. Using this formula: Peak Torque RPM = [Primary Pipe Area (sq. in) X 88200] / Cylinder Volume (cu. in.) the stock exhaust manifold and the Borla header are tuned to a peak torque of 3265rpm. That's right at the peak torque rpm of the 4.0 engine. Block Casting Numbers Year............Casting No. ...........................Part No. 1987...........53005535 (8933002665)....83503400 1988-90.....53005535 (8933002665)....83505110 1991...........53008405..............................4626155 1992...........53008405..............................4638959 1993...........53008405..............................4728988 1994-95......53008405.............................4778882 1996-99......53020569.............................4883025 2000-01......53010449AA.......................5013166AB i wonder if the 2.5 had asimilar evoultion and if so, where`s the data?

buckets are more comfortable to some, i prefer bench seats...

or somethign is blocked and the hidraulic lifters are not getting enough oil

is the comfort mode on?

mmm does this hiccup only show in the tach or does the engine feels like shutting down? i can`t hear it in the video...

so a lil more agressive impeller counts as more efficient pump... whatever

this is from a pdf about the 4.0 histoty and specs... "In 2000 a distributorless coil-on-plug ignition system was installed, intake and exhaust manifolds were revised, and a more efficient water pump was included." so, what`s the difference between this more efficient pump and the others? can it be used in the earlier block?

only if ordered? dang...

also use less antifreeze, water moves heat better, unless you live in a very cold climate, no need to run at 50/50... ... are you having performance issues? i have seen people throw stuff at their vehicles because "the needle says it`s overheating" when in fact it`s the sender/gauge malfunctioning...if you can even get close to the engine then is overheating... also check your oiling system, oil reduces friction and helps to move heat away from the engine... is the oil black or burned? or probably just an air pocket, those also tend to drive people crazy...

do the 2.5l + AW4 came randomly between 87-89 XJs/MJs? or required a specific package?

somethign is blocking the flow of the coolant... i mean before you start throwing random stuff at it make sure coolant is even moving....

not much he dosn`t remove the bendix... i need to take apart from the planetary housing

Now that my ZJ is not in use i finally took time to drop the starter and fix it, it cranks and starts up with no problem... most of the time, once ina while the starter makes a grinding noise and slips, but woks again after releasing the key, also if i crank it for more than 4-5 secs the rpms drop to almost zero, again, it fixes afte releasing the key, i dissassembled the starter to replace the bendix gear but i can`t get it out.. weird they usually come off easily, should i pull harder or the 4.0 has some trick to it?

mmm aren`t the pressure plates diferent between external and internal? isn`t the throwout bearing of an external slave WIDER than the internal slave piston?

so no, no point i getting only tha tach..