Incommando

Do you run wheel spacers with your Rubi rims? Thanks

'05 KJ 3.7 with an NSG370 and a 241 transfer case. OME lift with Rubi MT/R's and an Aussie in the 8.25. Skids, etc... Very capable for a relatively small tire rig. 71k miles.

2.5 I would think that the 4.56's would help the 4cyl. out. The 4.0 swap is just a possibility because he is including that engine/tranny in the deal. Thanks for the input.

SWB is 113" ??? XJ is 101", IIRC.

Below are the specs of a jeep that someone wants to trade me. Any of you folks cross over into the TJ realm to give me an idea on the worth? The 4-banger conerns me as I have read that the 4.0 swap was harder than a custom V8 swap???? No emissions testing here. The jeep: It is a 4 cyl, 5 speed currently. 80,000 miles With many upgrades. Currie HP D44 front axle ARB locker 4.56 gears Currie HP9 inch Rear axle ARB locker 4.56 gears Heavy bumpers front and rear Full roll cage Scorpion Bedlined interior under the factory original carpet Interior in excellent condition. Hardtop 3.5” RE Superflex lift JB Conversions SYE 33x12.5x15 Bfg ATs with 90% tread 15x10 Rockcrawler rims Rockmen corner guards. Bar Offroad Rocker guards Kilby Gas Tank Skid Xenon Flares Chromoly tie-rod It has been offroaded and has a few dings and scratches. Both front fenders are bent, but I’ve bought brand new fenders to replace them. Not installed yet. I’ve also bought a 2002 4.0 engine with an NV3550 Transmission w/56,000 miles to do a swap, that I’d include with a trade. Opinions, SWAGS, and taunts are all welcome.

Yes, it would be a 258. Front should be a D44. Prices range widely depending on the buyer, but I would GUESS $3,500-$4k with the 258 based on your description alone. www.IFSJA.org is a good reference for those rigs.

:clapping:

Part #'s for MJ's?

Eggzachery.

IIRC, the rear shocks are different????

Bummer! Thank you for contacting the Chrysler Customer Assistance Center regarding your 1988 Jeep Comanche. Unfortunately, due to the age of the vehicle, we are unable to fulfill your build sheet request. General information may be available via the internet. Thanks again for your email.

http://www.naxja.org/forum/showthread.php?t=967146

Replacing the stock junk springs on my KJ with OME lift springs not only increased ride height, but comfort and handling, as well. Great product.

http://cgi.ebay.com/ebaymotors/87-95-Je ... 3efff23b5f Might be worth a shot

Rumor has the Nissan rebadging a Ram for their nect gen. full-sized truck....

Many on many boards have had some serious customer service issues with them. The consensus is that in most cases the products are fine as long as everything goes right. I think there is a vendor here that buys/re-sells their products ( you can find it if you look) so that may be a way to buffer out the customer service issues others complain about.

"surrey top" :banana:

If you search some various forums, I think you will find that it is easier to use 8.8 discs as the early D44 axle retention plate like our MJ's have is similar to the Ford set-up, but very different from the later TJ/ZJ D44 set-up. The 8.8 system only requires minor enlarging of the retention plate bolt holes and a $6 spacer. I thought I had stickied it on my PC< but I don't have it now....

I admitted that the 8.8 may be different, and that off-road might be differrent, but if a stock bolt-in axle can retain itself under the same conditions that the c-clips fail, that indicates a difference between an "adequate" system and a "superior" system. Calling one superior would not exactly qualify as misinformation as I never said the 8.8 c-clip was bad in my original post, just that the D44 was bolt-in. I did not comment on the relative merits. That was in the eye of the reader. I did put forth a fact about NHRA rules regarding c-clips and people could draw their own inferences from that. Again referencing the rear 10-bolt GM, that axle had a serious issue with c-clip's disengaging and cars losing axles even in 6-cyl Nova's. There were countless incidents of this in the '70s GM cars. I witnessed the 6-cyl Nova 4dr losing an axle shaft while making a turn at 5-10 MPH.

I do not know anyone who has used one, but with the Aussie unit being unavailable....

Yup they are, but its of no matter. "C" Clips get a unwarranted bad rap. They are not a problem. they are blamed for much of the bad press with the D35. But the vast majority of these problems are rooted in the weak case and thin axle tubes, NOT the "C" Clips. See the weak axle housing flexes and when it does this far enough, it spits the clip. Also a good side shot can cause them to pop. But only because the case doesn't properly support them. Not so with the 8.8. It's built to hold up to King Kong, it's case rivals the D60 in size. You almost NEVER hear of someone loosing an axle due to "C"Clip failure in a 8.8. Frankly, the "C" Clip itself, in any axle doesn't fail, it pops out. YES a Disc brake set on the 8.8 would hold the axle in, but it would only serve as a gingerly get off the trail option. CW That may be true of the 8.8, but the bad rap of the c-clip retention system was well earned on the drag strip and they are banned unless modified for anyone running any kind of speed. Granted, the 10-bolt GM rear accounted for most of the issues.

So, to continue this ad ifinitum.... :D If all we have is ratings, then the 304, which is rated higher than the 10:1 4v 290 in gross HP, may have made more than that engine in real life. The rated HP is still valid as, if everyone was doing it, it is safe to assume that the competition was, as well, so.... the factory published ratings are really the most reliable numbers to go with, or at least the most consistant. If the rating of the '71 304 was higher than the 290 & dropped 60 hp to 150 on the net rating in '72, then I think it is safe to assume that the 290 would have had an equal drop, not withstanding the hot rod article or whatever the true numbers may or may not have been. Wasn't it hot rod the got a "stock" megaton Poncho Catalina 2+2 to do like a 4.3 sec 0-60 and, in fact, that stock 421 was anything but and the frame had even been hole-sawed for weight savings. Magazines are in business to sell magazines after all. I only included a great upgrade to increase MPG because of this: "It'll prolly still get about 15-17mpg even the 4 banger only dose 16mpg !" Now if anyone wants an Edelbrock AMC V8 Performer intake and Edlebrock/Carter 600 CFM AFB with electric choke (they came off a running engine) for $150 each or $250 together, give me a ring... :cheers:

The factory ratings were widely reported as being gross until 1973, as the charts indicate. Even if some few 290's got the 4bbl and the 10:1, most were 2bbl & 9:1. I guess a 4bbl 10:1 may have been around 165-170 net? Don't forget the better heads that came along for the 304 and the larger displacement. Yes, playing with HP numbers, especially among the big engines' numbers, was very common for that era due to insurance reasons. It is no mistake that the classic engines, like the 426 Hemi or 427 side-oiler were ALL rated at about 425 HP, the insurance industry's max. at one time. All of the companies did. You could achieve better than factory numbers with "blue-printing" and by fine tuning them. Many magazines, including hot rod, did this for many makes and found the same things occured to all of them, not that enthusiasts needed a magazine to tell them that. Even Mopars very pedestrian 383 4v's 335 HP was rated higher than the 390's magazine result but it, too, was under reported at that 335. The insurance industry did not just effect AMC. We will have to agree to disagree as I have my sources that differ from yours, obviously, and it is way off of the topic already and going further away. Please, just no one cite WIKI like it is a legitimate reference source... :D

Due to currently going through a divorce (after 27 years together), my only 'net access is at work and access to photobucket, etc... is blocked. I have 3 photo's that the P.O. sent me prior to the sale if someone wants to post them. I could email them. I have taken none since I got it, and the roll bar is not in yet. :help:

So I am guessing that: 1. 1 - Made in USA 2. J - Jeep/AMC 3. T - Truck 4. M - 4.0L AMC Gasoline I-6 MPI 5. P (?) 4- Speed Auto, column shift/4wd 6/7. 63 - Comanche 4WD 6.0' Bed, 113" WB(?) 8. 1 - Comanche Base 4001-5000 Lb. Describes my '88 sportruck-decaled SWB as a 4.0/auto/231 4wd that is pretty basic with a bench seat, manual windows, no slding rear window, but it has the tow package and a trac-loc D44 rear?