Jump to content


  • Content Count

  • Joined

  • Last visited

About derf

  • Rank
    Comanche Fan

Contact Methods

  • Website URL

Profile Information

  • Location
    Littleton, CO
  • Interests

Recent Profile Visitors

The recent visitors block is disabled and is not being shown to other users.

  1. Given the lack of aftermarket support for the MOPAR, especially when compared to the Chevy V8, I would have a hard time convincing myself to do that swap. However, being different and doing something that isn't the same as everyone else does have its own appeal.
  2. Bummer. Every time I get in a hurry to just finish it so I don't have to f with it any more, I always make mistakes like that.
  3. Coolant has changed a lot in the last 10 years. There's at least 3 or 4 new types of coolant on the market. Some only lasted a few years before being replaced by something else. For a few of them, mixing is a "bad thing" so don't do it. For my XJ and MJs, I stick to the old fashioned green coolant that's been around forever. Though I have seen some "mix with anything" replacement coolant at the parts store.
  4. Why not use a mild build 350? It would be cheaper since you're not adding all of the expensive speed parts.
  5. Engine swaps are never cheap. And when it comes down to it, the cost of the engine is a very small part of it. It ends up being about the same cost to swap a V8 over a V6.
  6. According to my quick Google searches: The 4.0 is 515 pounds. A Chevy 4.8/5.3/6.0 iron block with factory aluminum heads is around 520 pounds. An aluminum LS1 weighs in at around 430 pounds. A Gen I small block chevy with Iron heads and intake weighs upwords of 575 pounds. An LS V8 swap won't add any more weight to the nose of the XJ than the heavy 4.0 pig.
  7. Another case to consider would be the Chevy NP241 that came in the 1/2 ton and some 3/4 ton trucks. It's an upgrade over the 231 (and 207) and bolts right up in place of a 208 that would have come behind the SM465.
  8. All I want is a Pepsi and she wouldn't give it to me All I wanted was a Pepsi, just one Pepsi And she wouldn't give it to me, just a Pepsi
  9. Give him a break. At least he has a red flag on the oversize load...
  10. The reason I'm looking into it is that I'd like to have more gauges than the factory offers. I can pack a speedometer/tach combo and a matching full size gauge with the 4 basics. That leaves me room for 4 more gauges that I can add for whatever. I can add a transmission temp gauge, an air pressure gauge for my OBA system, or even pressure gauges on the air lockers. Oil temp, which is usually not far off from water temp, is something useful to monitor. An air/fuel gauge is helpful as well. A fuel pressure gauge would help with diagnostics. If I do a diesel swap, having a boost gauge and EGT is essential in my book, The Cummins R2.8 comes with its own smaller gauge for engine status that I would need to fit. Sure, I could run the full factory dash and then find pods for the other gauges. But a well designed dash replacement with aftermarket gauges is cleaner and everything is all right there in one place. I don't have to look around the cabin to look at all of the gauges.
  11. The 30 and 44 both use the same yoke. I just rebuilt a 30/44 combo to swap into my XJ. Bought two identical yokes with ubolts, one for each axle.
  12. Pretty much all Dana 30 axles are 27 spline. There is a "super 30" kit that upgrades it to 30 spline axle shafts but he'd probably call that out in the description if that were the case. As far as the R&P, I would shy away from trying to install used gear sets. They never go in quite right. And just about all shops won't install used gears. The few that do won't warranty anything about their work. Since every axle housing is just a little bit off, you can't just reuse the existing shims that may come with the gears. The carrier sounds like what you need but I'd spend the few bucks on getting a brand new set of gears. Given the overall cost of a gear swap, the extra for good parts that can be warrantied is worth it. The rear Dana 44 has 30 spline shafts from the factory. The AMC20 would have 29 spline shafts, and the Dana 35 would have 27 spline shafts. The Dana 44 and 35 both have upgrades available to bigger shafts, but only in the aftermarket. I don't know what 95b means. May be a typo.
  13. Oh, and one more thing that helps me. Noise cancelling headphones while I listen to music. They're great at blocking out distractions when I want to concentrate on something.
  14. Coming home aching, sweaty and stinking isn't bad when it's after a day of wrenching on your hobby project once in a while. I wouldn't want to do it for a living.
  15. The exercise would break up the day, which helps. And exercise is just good for you no matter what. Especially when you're physically idle at a desk all day.
  • Create New...