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About Zenobian_84

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    Tavares, FL

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  1. I feel you brother; life is pretty rough down here in the southeast for the dealer guys as well, so don't feel too bad about things out in the west. From what one of the independent tool-truck guys told me about the 5 dealerships he goes to on the weekly, some have "laid off" upwards of 15 people, with more to be out the door soon if business doesn't pick up for this "essential" trade. I work for a non-dealer shop, but worked at both Ford and GM once upon a time, so I know how hectic things can get.
  2. Insanely jealous; those lights are pure sex. I keep kicking myself for passing over a SWB roll bar some years back due to lack of funds... Really just need that to complete my build, along with a factory brush guard.
  3. Back from the land of the living. Proof that I still have this old thing. Gotta take it up to the shop here in the next few days and re-wire the rear license lights. Shoddy wiring from almost ten years ago by yours truly, lol. Back when I was a lot greener with a wrench, besides. Might get the audio in my video struck out, but you can just listen to this while you watch the video if you feel so inclined. It'll have the same effect. Text below is the link to the video. If I could figure out how to embed the file, I would, so sorry about that, chaps.
  4. Thanks guys, it feels good to be back. Didn't mean to be gone after the last time I resurfaced, but life, and mostly work robbed me of a social life and most of my free time. I actually got the idea for the B pillar badges from a few J10's I saw in the junkyard once. Seeing as I don't have 4x4 at the moment, I figured it would be a good fit for them. Even though some purists put the 4x4 badges at the end of the bed.
  5. Lares is pretty good; I've used a few at some of the shops I've worked at when I could convince my service manager to spend the extra money to avoid having comebacks with the "parts house" remanufactured garbage ones that Autozone and O'Reilley's sometimes ship out. Although I would see if you could get a beefy ZJ one; although I'm not sure there's a physical difference, although there is a "high" assist steer option in some of them (longer high pressure lines, not sure about actual increase in turn ratio). Although I'm not sure if that option is for the 5.2's only, or if the 4.0 optioned ZJ's had that as well. If you were looking to rebuild the gearbox, I have done one before on my fiance's XJ, and another on my 84 Trans Am when we had them; they are both basically the same part set (o-rings, snap rings, gaskets, etc etc) as any other GM Saginaw styled box from the eighties to mid nineties. There are "special" tools you need (preferably a bench vise, snap ring pliers, etc etc) and some special fitment procedures to take into consideration when rebuilding one, but there isn't much to them. Took me about an hour, and that's with cleaning the box and installing new lines as well; hard, but not impossible to do as long as you don't mind getting dirty and keeping track of small parts that may fall out of the box itself (ball bearings). And as others had stated, there are nitrile o-rings at the pump fitting and gearbox fitting ends of the high pressure line. Worn o-rings at either of these can cause seepage over time, and they're easy to replace. Just be sure to put a drop or two of power steering fluid on them so they don't tear when you install the fittings onto the pump / gearbox.
  6. May seem weird, but it is me, back again from the "near" dead. Been a crazy few years, and I seem to have forgotten my old email and can't access my old account for reasons. So, I decided to make a new one. Hopefully I'll stick around longer this time, and not drop off of the face of the earth again. Last time I got wind of CC news, it was the passing of Jim and Don, so that put a damper on my mood when I learned of it. Still have the '87, although it's seeing far less use these days. Had a good time having it as a DD for nearly a decade, but I finally got another truck to take it's place, so now it's basically on permanent backup duty to myself and my fiance. Still hoarding parts for it and all the other cars in the corral, although I no longer have the 92 Cherokee, or my 84 Trans Am (first lost in a head on collision accident, the other sold to make room during a move to a new house). Spent a long number of years now it seems honing my craft working in different shops, and even worked for Big Blue Oval for a little over a year. Although now I'm working currently for Firestone as one of the "lead" mechanics of my shop, so there's that at least. Will post some pictures of the fleet here soon, maybe by the weekend if the weather holds up and I get around to washing them; my trucks are in a pitiable state, if you were to look at them from the street. Still running great though, irregardless. As of currently, the MJ has: Had at least 6 replacement starters put in (over 10 years) Had 4 new radiators (within the last 4 years, cheap Chinesium failed parts), new water pump, fan shroud, (bi-yearly tune up) thermostat, every radiator / heater hose replaced Output shaft seal done (secondary inner-output seal leaking however), along with a few other seals. Yearly tune ups, fuel filters, etc etc done. What the MJ currently needs: New shocks all the way around (leaking and cupping tires) Clutch return line (rubber failing and becoming brittle, still holding good pressure however) Front bearings (repack) Rear differential pinion seal (started going out when I was driving 50+ miles a day working for Ford) Rear drums and hardware (STILL driving on the original drums I bought it with 10 years ago!) Master cylinder / brake booster (booster is working as is, master cylinder has a leak at the rear cup seal, not going into the booster or down the firewall) Probably some other things as well, but those are mainly the pressing matters. So all in all, a decent amount of stuff to do. Also, after nearly a decade of owning this thing, and being a member for well over 5, I FINALLY took Pete's advice and PULLED MY RUBBER FLOORING OUT to see how bad the floorpans are. Well, I should say were, because there was basically nothing left at this point. Cut out about all of the bad, and slathered anti-rust Ospho onto them, and then covered what was there with bedliner before I laid some sheeting down as a "temporary" fix until I take this thing off the road for good and redo it top to bottom. Word of wisdom there is to PULL YOU CARPET when you get your truck(s), because PETE IS RIGHT! So if you read people screeching about this issue, take it from me, they're speaking from experience themselves.
  7. Been a while since I needed something tech related answered, but this has me stumped. A while back, I went through the effort of fixing the horizontal release cables on my girlfriend's XJ; it seems that her hinges have been replaced by a PO at some point, because her hood opens and closes smooth as silk. Mine used to be the same, but now the hood sits upwards on the driver side when closed. Over the last year or so, the hood seemed like it started to get heavier, like the hinge on the driver side cracked, amd over time, it started to contact the corner of the cowl until one day it finally snatched it and broke the whole thing into 3-4 pieces. Where it mounts on the firewall, there's visible flexing when the hood is raised and lowered, so I'm leaning towards the idea that the hinge rusted out. Problem is, I can't seem to find any new replacements for these. Am I going to have to snag some off of a newer XJ to fix this, or is there something blatant I'm missing here? :hmm: I mean, I have been thinking about putting gas shocks under there... But... You know. OE fit and function and all that. I read another thread someone started about having the same problem, and corrected it by lubricating the hinge; I've done this before but to no real noticeable difference in operation. :dunno:
  8. Well, had a weird issue come up. Went to go down to the parts store to grab some things for my Firechicken, and my truck just pretty much died on me. Got inside and went to turn it over, started cranking okay, then I stopped for a second to take a phone call. Went to cranking it back over after about a 5-6 second pause, then everything dies. Cranked over once, now I have no power, no lights, nothing seems to work. Thought I might have blown a fuse, but all check out okay. Went to check the fusible links up front and all seem alright. First time the truck has done this, and I recently just put ANOTHER starter in it not 3 weeks ago. Been driving fine, running fine, no real issues other than a prolonged crank time before I replaced the starter. Unfortunately, all my tools are at the shop, so I'm limited with how far into this I can diag with it sitting in the parking lot outside my apartment. Anyone have any ideas of what could be the culprit here? I've a feeling it could be something shorted out, or that the main computer finally gave up the ghost. Never seen something like this happen before with these older trucks that didn't have some obvious cause, IE: shorted wire, blown fuse, relay, etc.
  9. Greetings all; it's been quite some time since I've really posted here to a good degree.I blame that on the normal things; life, new jobs, the MJ not breaking down every other week, etc, etc. However! As with my MJ, I came into possession of a rather unique car, that I have thought to make a build thread for not only for my own sake, but so that one day someone might learn something useful that they wouldn't have otherwise learnt on their own. Well, with that out of the way, I can move onto the good stuff. Now, before I begin, allow me to set the stage with some rather appropriate material, complete with synth-wave and questionable fashion for your listening (and viewing) pleasure. - - - - - - - - - - As is with every car people come into possession of, they usually have a colorful story behind them; this one is hardly an exception to that rule. About 10 years ago or so, a good friend of mine had a pretty nice car as his DD to the dealership he worked at, and what would eventually be the place where I got my first job. :wrench: I remember the first time I had ever seen it, and was I ever floored by it. A slick, gold on black Firebird Trans Am, but no, not just any old bird, mind you! It had all the niceties that Pontiac had to offer it for the 1984 model year: Lear Seigler front bucket seats, a ram-air "power bulge" hood, aero-dynamic ground effects, a factory, top of the line Delco audio system, a "High-Output" 5.0 litre V8 mated to a Borg-Warner 5-speed manual transmission... I could probably go on, but you get the idea. At the time I remember him driving it, it was starting to lose a little of it's luster from over 20 years of hard-earned service, but as a wide-eyed fourteen or fifteen year old, I thought it was the greatest thing I had ever seen on four wheels. I thought that this vehicle completely resembled the pinnacle of everything "cool" in a car; it had the looks, the sound, and the performance (cough) to match. Now, at the time, I usually was pretty keen on admiring it from a distance and going to go over to it and "ooh" and "aah" at it the times I came up to get something from my old man (who also worked at the same dealership). Although, as time went on, I eventually got a car of my own (a '96 Pontiac Sunfire) and sure enough, he started driving the old Firebird less and less. Eventually, I decided to ask him if he ever had any plans for it, and if he'd ever want to sell it (not that 17 year old me could afford such a car, mind you, at the very least, entertain an idea of having something like it) and he was acceptably iffy on the response. He joked around and said that he'd probably hang onto it for a while, and that it was still up in the air about going to his daughter when she finally came around to being able to drive. :driving: Like it or not, I didn't think much on it, and not long after that I remember hearing that the old reliable "High Output" Chevrolet 305 gave up the ghost. In its stead, he decided to go the route of putting in the typical replacement for the "Corporate 305", a 1979 350 block (truck variety, not car, for whatever reason; I can only assume because it was possibly due to being a 4-bolt setup on the bearing caps. More opportunities for power gains to be had, as the engine can stand up to more abuse, or so I've been told) he purchased while he was at the dealership, At some point in the year or two following the old engine being scrapped, the 350 took it's place, and everything was alright. Eventually, I guess he decided to stop driving it, and it sat up at the dealership for a good 2-3 years or so in various stages of assembly. It was during this time I took to pestering him about selling it to me, only to have it rebuffed every time. After much of this, more than I'd probably care to admit, actually, he moved it back to his house and decided to tinker on it, and in turn let it sit around for another 5 years, IIRC. So, after all that time, it seemed that my dream of owning the cool Trans Am were not to be had, and in turn, I ended up getting my MJ and moving along in life. . :MJ 1: . - - - - - - - - - - It was at this time about a year or so ago that I got a phone call out of the blue from my good buddy, who brought up the question on whether or not I was still interested in buying the T/A from him, all these years later. :eek: As you can probably imagine, I was pretty quick to assure him that I was still interested in buying it from him. :laughin: But, as you can also imagine, after 7 years of sitting around, the car had lost a lot of the luster it used to have. Well, not as much as you'd think, but it was in a sorry sight, needless to say. Instead of being the cool car I knew and loved, it instead became delegated to storage shelf status. Not that there's anything inherently wrong with that, mind you, but it was a sight for sore eyes, to say the least when I came to first look at it again after all those years had passed. At first, I kind of had a doubt or two as to whether it was still the same car, because of how radically different it looked now versus how it did the last time I had seen it running around on the road. Suffice to say, all the doubts I had went away when I brushed off the dirt and dust from the old emissions label on the front support. When I saw the corner markings and the bottom emissions year rating, I knew it to be the same car that ran through my teenage memories. :banana: Needless to say, we talked about the car for a while, settled on a price, and I gave him my first of many small payments. I'll be grateful to him for all of eternity for letting me get this car from him. It was pretty tough seeing something go after owning it for 20 years or so, but when I made the last payment, he was happy to know that it was going to someone who'd take care of it after seeing the fruits of the labors with my Comanche over the years. :thumbsup: As it stands, I've done a lot of work to it since paying it off, but I'll leave that to another post, another time, perhaps. It's been it's own unique adventure, much akin to those that I've gotten from working on my own Jeeps over the years, and the various cars I work on every day at my shop. I thought I knew a lot about cars before this, but it still goes to show that you don't know as much as you think you do when you decide to go about buying something this old with the intent to restore it. There's been plenty of times I've found myself cussing this thing out and swearing up and down I'll scrap it, but at the end of the day, it's been a fun car to work on, and I will always be thankful that I decided to give it a "second lease on life".
  10. This past Christmas, the GF decided to get me a bunch of little doo-dads, one of which being a die-cast model of the Wrangler used in the first and newest Jurassic Park movies. Originally it looked like this, and for being just shy of $4 (IIRC) it was pretty good for being a mass-produced toy model. Now, after a few days of looking at it on my display case (of other nifty models and trinkets) when I'd get home from the shop, I got to thinking that it could be better. As luck would have it, I had other models of cars and trucks that I work on in my spare time, and a good number of paints. So, back in January, I decided to sit down one night and get to working on it. First few shots after a round of rough painting. They decided to paint the brake lights amber for some reason, but left the actual amber lights the same off-colored cream as the rest of the body. :???: Second round of painting, adding a bit of detail to the body. Had to paint in the door handles and running boards, along with a few other odd and end parts of the tub. Interior pre-paint; yes, I actually took the time to make up the Sahara matching interior, sans the grey dash. Final round of paint was mostly the interior. Threw a bit of "mud" on the undercarriage and some of the parts of the tub and spare tire I missed. Also got a small velociraptor as one of my other gifts, so I made it into a movie look-alike. Now if I could fashion a whip antennae out of a paperclip somehow, it would be complete. :yes:
  11. Sorry to post this in the MJ tech page, but I can't for the life of me find an answer to this question. I've even talked to a friend of mine who owned an XJ before, and they haven't a clue as to what's going on here with my '92. - - - Bought the truck from a PO who told me that the fuses to the parking lamp / interior electronics (Laredo package, power everything, including antennae) needed to be replaced (among a few other odd and end things). Told him no big deal, and drove it home. After a bit of initial finagaling with things, found out that most of the fuses inside the junction block beneath the steering wheel were the newer kind, and not the older ones. Ended up replacing some fuses, and got most everything to work. However... upon further inspection, the PO told me that the power antennae motor would continuously run, so he had pulled the fuse for it to kill the power to the motor itself. Upon putting the fuse back in, I noticed that it would keep running while the truck was in the ACC / ON / Running positions. I decided to scope out the radio wiring, because it had all the tell-tale signs of a rush job (radio just limply hanging inside the stock hole) and found out he had tied the 12v constant (pink wire) with the accessory (purple and white) wires to the radio's main power feed, so that I'm assuming the radio would work as needed. Decided to clip the wiring to the motor inside the truck to eliminate the problem, as I could not locate the "White" power antennae wire that is "supposed" to be in the jumble of Chrysler's wiring harness. Got everything back to working properly as the factory intended, or so I figured. What I have now found out is that almost all of the electrical components inside the truck will not work unless the 12v constant and accessory wires running to the radio are bridged together. If I undo those wires, I lose the power seats, interior lighting, power locks, power mirrors, and lord only knows what else. The truck is bone stock, and the only add-on I can see is there seems to be a factory tow-package installed back from '92, trailer wiring included. Tested the 12v constant wire inside the truck and discovered that it is not energized, at all, whatsoever. Ran a diagnostic on the truck and it's giving me only a basic code, aside from a 21 that I fixed yesterday morning. Code 12 - Battery input to PCM was disconnected within the last 50 key-on cycles (battery is bigger than stock size, apparently is "New" even though I've load tested it and it's a piece of crap) - - - I guess then that my question would be what wiring hodge-podge did Chrysler pull here? I've never encountered any sort of shenanigans like this with any of the other Jeeps I've worked on or owned. Is this a common thing on the XJ's (or possibly MJ's as well), or is there some sort of sinister work going on here? I'm not even quite sure where to begin trying to sort all of this out, or what to possibly look into to see what's going on. The only thing I can think of is that there's a broken link somewhere in the 12v constant wiring in the truck's harness, and it's shorting out somewhere that's affecting the wiring to everything else electrical inside the truck. :hmm:
  12. Looking for this doo-dad. Power steering pump is starting to make some grumpy noises, and I don't want to the on the receiving end of when this thing implodes on itself. Does anyone have a diagram of this thing by chance? Not sure how exactly it all goes together, as I'm trying to get the hang of the 4.0. Would like to get the same style of bracket it possible. Shipping is to the 32757 area.
  13. Going through the pains of having a 4.0 now; PO somehow managed to whack the PS pump bracket pretty bad and there's a split heading down to where I'm assuming it mounts onto the block. I've seen diagrams of different setups for the XJ, one which I'm assuming is 87-96(?) and the other for the 97+ ones. Is the older HO setup a multi-part bracket, or is it a one piece deal? Haven't had to deal with power steering up until this point, so I'm sort of at a loss here. I don't want to exactly wait until it grenades at some point down the road to fix it. :dunno: Pictures for clarity. (Sorry for the huge size) Is there a part number for this thing? Or am I stuck trying to source a junkyard one to swap over? :???:
  14. Looking for a matching set (4 + 1 spare) of rims for my spare DD. Preferably want something aluminum (Gold insert Lace or Turbines) but not opposed to steels, as long as they aren't rusted and such. A handy guide for stock XJ rims. http://colorado4wheel.com/images/jeepwheels/xjwheels.html Credit to Sir Sam for his awesome work. :cheers: Willing to drive within reason; located in Central FL. Let me know what you've got. Might not respond right away, but that doesn't mean I won't eventually. :yes:
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