Gojira94

And IIRC, the 96 MAP sensor is a one year only thing. Mounted on the throttle body, has same output as 87-95, just packaged differently, looks like the 97-01?

95-96 XJ booster clearance with foam pad and spacer from the boneyard... no trimming or bending needed.

Been a while. Had some stuff happen in early August and just lost all interest... in everything. Then last week a couple of XJs showed up in my local yard. I figured I'd try to make a go of motivating myself to find some missing pieces of the puzzle and clean up some odds and ends in the 'keep' pile. A pair of AX-15s showed up in 94 2-dr, 4WD XJ and a 96 2WD 4-dr. I hoped maybe an OE transfer case skid on the 94, no dice. I grabbed the crossmember from the 96 and cleaned it up. My original AX-4/ AX5/ Auto on the left, AX-15 on the right. Got all the rust off the tank straps and painted them. Ordered some strap liner today from Tanks, Inc. They come in 24" strips, 1.5" wide, 1/16" thick (part # SL24, sold individually). I figure it'll help preserve the tank and bed mounting surfaces. I cleaned up the charcoal canister and painted its mounting bracket. I temporarily mounted it so I could get some idea of where to mount a coolant expansion tank. I painted the home-made bracket for the Wilwood valve and test fitted it for steering shaft clearance and fitment. Looks good. Also mocked up the booster/ master with the rear line and passenger side line. And here's the next dreaded job- clean all this up and undercoat it...

Yeah, I had a couple gaps in there, you're correct about the cam changes, and ghetdjc320 pointed out that 91-95 also had the voltage regulation controlled by the ECU. https://alternatorparts.com/external-voltage-regulator-high-output-alternator-kit.html >> ERCKFRM (for ECU side regulation failures, without replacing the ECU) (FRM goes to the 2 alternator wires that would otherwise be connected to the ECU)

I think this is the crux of it. The 91+ HO rearrangement of the head ports and slight improvement of the intake manifold itself explains the gain in volumetric efficiency, and accompanying bump in HP. I've looked for hard numbers on actual VE of the original Renix design, VE improvements in the 91-95 changes along with the 7120 head, and any further gains to VE with the 99-01 intake. The 0331/ 0331 TUPY head didn't really gain much if anything over the 7120. Best guess is the Renix design was capable of maybe mid-70s % VE, 91-98 HO maybe low 80s %, and 99-01 possibly mid-80s % VE. To clarify, Volumetric Efficiency is a measurement of how efficiently a cylinder fills during the first stroke of the cycle. The immediate way to improve that without changing the head's intake and exhaust ports (think mild to moderate porting) is to free up induction and exhaust by whatever means is practical (reduce intake manifold and exhaust restrictions). Forced induction will get the most bang for the buck, and can take even a stock Renix engine into the mid-90s % VE. Renix can adapt and handle increased VE up to a point, the failure-prone 91-95 ECMs certainly not, and 96-01 with very limited support by very few tuners. The 96-01 have common ECM-based alternator voltage regulation failures, though they can be overcome with installation of an external Mopar voltage regulator and a diode for the ECM. If a 99 XJ that had been crushed by a falling tree fell into my lap for $500, and my MJ had come to me as a rolling shell, I'd certainly swap everything; drivetrain, interior, every bit of electrical harness I could use, ECM, airbags, tea, cake, the whole shebang. Instead, I'm using the 89-90 Renix setup someone tossed in before I got it with a complete drivetrain from a 93 YJ. Even the 01 XJ still has the crank position sensor... Coil near plug is nice but still not enough incentive for me to spend the coin to convert from Renix. BSE still rebuilds the Renix auto and manual ECUs and they cost (at this time) a little over $100.00. Renix may be a little harder to wrap your head around at first but I see no added value for converting to OBD-I or OBD-II if a Renix system is present, complete and functioning.

I was not aware of this. MTS makes no distinction about the arm on their units made for 18 & 23, so at least those are the same.

If it has 3 straps and you're a long wheelbase/ long bed, that sounds like the 23. A 23 won't fit on a short box. Sending unit/ pump arrangement is same for all 18 & 23 gallon tanks specific to MJ. XJ sending units are different.

If you were to measure it per the post below, where does it ohm for primary and secondary? I'm loathe to replace mine if they still work a bit above resistance specs. Otherwise I'm taking a meter to the parts store to find one in spec.

Sway bar and disconnects in. I'll have to wait until the engine weight is in it for final adjustment...

Column and steering shaft in temporarily, so I can move it around for cleaning and sealing the underside of the cab.

Steering box brace installed, with relocation brackets. Ran out of time today before I could get the sway bar and disconnects in.

Nope. You're the source here of some of the best stuff I thought I knew.

SENTINEL HEADLAMP FEATURE

Headlamp delay module.

OPSU have a wire on it? Looks eerily similar and in about the right place…

Steering gear in and pretty darn close on the alignment. I'll need to center the steering wheel when I get the column in but it's within about 20* as it is. I bought a version of the RC 6610 drop Pitman arm for dirt cheap to answer some questions. It mocked up too low so I reinstalled the OE Pitman arm. This is the STOCK Pitman arm: I threw the old steering stabilizer back on it to see how it the fitment is. It's cinched snug but not tightened and drawn all the way through (was a pain to get off the old drag link). I don't like the angle at all. I'd like suggestions on a replacement that might have a ball joint type attachment at the drag link.

This is where I stopped for the day. As expected, without the weight of the engine with track bar length set, it's shifted to the passenger side. At least if I have to make adjustments with the engine in, it'll be already very close. It now stands on its own and I can pull the cribbing out from under it. Next is steering gear, and temporarily install the column, so I can roll it in/ out for more cleanup underneath the cab and prep for floor pan patches.

The temptation to get some more parts out of the den won out. Got the ACOS set, springs and shocks in. OME 2934 do have a height difference L/R. So to set the ACOS to fill out the desired 6" lift paired with 2934s, ACOS height is as follows: Passenger side: 94.7mm (3.728346") Driver's side: 82mm (3.22835") (12.7mm / .499996" difference) Measurement is from the top of the upper half to the lower edge of the lower cushion on the ACOS. I opted to use my new factory style upper spring cushions, so the measurement to compensate for removing them in a standard ACOS installation didn't need to be added 'back' to the ACOS height. I just didn't like the idea of slapping aluminum against steel at a heavy load point on the unibody. Passenger side: Driver side:

Moved the ride height to 13.75", got the wheelbase to 113.25" and set the track bar length with the axle centered. Debated whether or not to continue in the heat/ humidity. Central NC humidity is difficult to relate in words. Any higher and it'd be raining. Upper and lower bumpstop gap at this height is 5.75". Front shocks have 12.2" travel, so it'll be close to ideal and prevent bottoming them out with .45" to spare.

29-32psi sounds fine for a running engine, and it would probably start with some sputter that low at KOEO. But it'd be much better to see it in the 37-39psi range at KOEO. Unless you saw 32 some number of seconds after KOEO and it bled off a little before you observed it. x2 on cleaning and verifying grounds though. Cruiser54's fuel pump ground mod might help some as well, pretty quick and easy for the return benefit. And that brings to mind the ballast resistor. Might try bypassing that as part of secondary troubleshooting.

Fair enough, as good information as I could ask for. I think what I need to do is double check my shock travel numbers, bumpstop distances and decide on front height of 12.75", 13.75" or in between for my 6"-ish lift. Thank you for chiming in.

You used this kit after switching to fixed front glass? Looking to do this myself. I currently have fixed 2-piece, per door, arrangement. Being it was sold as a base 2WD/2.5/4-spd I doubt it ever had wings.

So, yeah, I need to reset the shims under the tires and shoot for 13.75" ride height and then set the wheelbase on the lowers.

Crap. This from a guy who had access to all the old tomes in the Chrysler dealership network for a long time... I'm screwed lol. Wish I knew C++ or C# better, I could generate the number of combos of wheelbase, drivetrain and 2WD/4WD. I bet it'd be around 35-40. More modern XJs and probably the 90-92 MJs build sheets list things like SDA, SDU, etc. for standard/ heavy duty suspension options. I bet the 2-letter codes from the AMC era are equivalent, but nobody we know has the decoder ring. Suffice it to say I suppose it was arbitrarily decided by AMC/ Chrysler design engineers that 4WD offerings should have an additional 1" of ride height/ ground clearance. And I also suppose that's all I need to know to set my ride height and wheelbase on my project, based on the amount of lift I'm adding.

In looking for ride height, I found THIS thread, in which a member asked "This may be a stupid question but why is does one say front : 7.75 rear : 9.2 and the second answer say front: 6.75 and rear: 6" . Does anyone know or know how to find out what the 2-letter codes translate to? I ask because I'm setting wheelbase at what will be on a 6" lift and wondered what the difference is that makes the 4WD ride height 1" higher than 2WD. These differences, according to what @Eagle shared as "...M.R. 277 for the Comanche, I.S. Notes. Specifically, it's in I.S. 14E, which addresses spring identification and selection." Mainly, I'd like to know if it's just coil and leaf spring differences (taller/ more) and just explains how much more spring is needed to make that 1" difference in all the combinations of engine/ transmission/ transfer case, rear axle, short vs long wheelbase, etc. Parts Catalog list (38 different coil springs): 8 52001107 SPRING, Front Light Duty, Coded EF Require Quantity: 2 8 52001108 SPRING, Front Light Duty, Coded EG Require Quantity: 2 8 52001109 SPRING, Front Light Duty, Coded EH Require Quantity: 2 8 52001110 SPRING, Front Light Duty, Coded EJ Require Quantity: 2 8 52001111 SPRING, Front Light Duty, Coded EK Require Quantity: 2 8 Jeep 52001114 52001114 SPRING, Front Standard Duty, Coded FE Require Quantity: 2 Package Quantity: 1 8 Jeep 52001115 52001115 SPRING, Front Standard Duty, Coded FF Require Quantity: 2 8 Jeep 52001116 52001116 SPRING, Front Standard Duty, Coded FG Require Quantity: 2 Package Quantity: 1 8 Jeep 52001117 52001117 SPRING, Front Standard Duty, Coded FH Require Quantity: 2 8 Jeep 52001118 52001118 SPRING, Front Standard Duty, Coded FJ Require Quantity: 2 8 Jeep 52001119 52001119 SPRING, Front Standard Duty, Coded FK Require Quantity: 2 8 Jeep 52001122 52001122 SPRING, Front Heavy Duty, Coded GF Require Quantity: 2 Package Quantity: 1 8 Jeep 52001123 52001123 SPRING, Front Heavy Duty, Coded GG Require Quantity: 2 Package Quantity: 1 8 Jeep 52001124 52001124 SPRING, Front Heavy Duty, Coded GH Require Quantity: 2 8 Jeep 52001125 52001125 SPRING, Front Heavy Duty, Coded GJ Require Quantity: 2 8 52001784 SPRING, Front Light Duty, Coded EL Require Quantity: 2 8 52001785 SPRING, Front Light Duty, Coded EM Require Quantity: 2 8 52001786 SPRING, Front Light Duty, Coded EN Require Quantity: 2 8 52001787 SPRING, Front Light Duty, Coded EP Require Quantity: 2 8 52001788 SPRING, Front Light Duty, Coded ER Require Quantity: 2 8 52001789 SPRING, Front Standard Duty, Coded FL Require Quantity: 2 8 52001790 SPRING, Front Standard Duty, Coded FM Require Quantity: 2 8 Jeep 52001791 52001791 SPRING, Front Standard Duty, Coded FN Require Quantity: 2 Package Quantity: 1 8 Jeep 52001792 52001792 SPRING, Front Standard Duty, Coded FP Require Quantity: 2 8 Jeep 52001793 52001793 SPRING, Front Heavy Duty, Coded GK Require Quantity: 2 8 Jeep 52001794 52001794 SPRING, Front Heavy Duty, Coded GL Require Quantity: 2 8 52001795 SPRING, Front Heavy Duty, Coded GM Require Quantity: 2 8 52001796 SPRING, Front Heavy Duty, Coded GN Require Quantity: 2