87MJTIM

I would start at the top. Look at the master cylinder, both in the engine compartment and inside at the push rod. Is the push rod damp? Probably need to replace master. If so, check the fuse block for brake fluid that may have dripped from the master cyl. If the master cyl is fine, then travel down to the slave/throw-out cyl. Is there fluid dripping from the bottom of the trans? Could be oil, could be hydraulic fluid. If the slave cyl is bad, then you will have to drop the trans and replace it. While you are in there check/replace the clutch kit while you are in there (unless it was replaced recently). Not to sound like a broken record, but.... My BA10 never left me stranded. My issues were always the internal slave cylinders. For the first 25 yrs, my MJ was on its 5th slave cyl. Some lasted many years, others lasted <2 yrs. It did not get to see a 6th cyl. I swapped in an AX15 with an external slave cyl.

Please don't be upset, Pete. Remember it fondly for the joy it brought you. Think that it is now in a better place...as a boat anchor.

My BA10 went 260,000 miles before I swapped in a AX15. The transmission never left me stranded. It was the internal slave cylinder that was the problem. Mine is/was my DD with only dirt trails

WTF? Are our truck DeLoreans going Back to the Future?

Rockauto lists several pilot bearings: https://www.rockauto.com/en/catalog/jeep,1988,comanche,4.0l+242cid+l6,1181584,transmission-manual,clutch+pilot+bearing,1964

Probably the earlier AX15. Tip is probably (looks like) 1/2". Don't need the 74 CJ5 bushing.

I didn’t think to ask previously, does your transmission have an internal slave or external slave cylinder? an external slave may indicate a later years model.

Are you sure you have an AX5? The AX5 (and AX4) were only behind the 2.5 4 cyl. The AX15 came behind the 4.0 6 cyl. The trans input shaft tips were larger for later model AX15s than earlier model. The early years (89-94?) have 1/2" tips; later years (94?-01) have 3/4" tips. You will need a pilot bushing for a 74 CJ5 with a 304 engine. The otter diameter and inter diameter will fit the later year AX15.

There is a word for people like you: hoarder. (OK. I am just jealous.)

Does anyone have the most recent discount code for RA? I cannot find the last email with the code. Also, I don't remember when it expired.

Government regulations to triple check everything. Of course, like government, none of them communicate with each other.

The stat should be 195*. That is the temp when stat opens. Putting in a lower temp stat will only slow the engine from reaching proper temp. The 4.0 is designed to run about 210* as measured from the temp sensor to the ECU. This is different from the sensor for the gauge/idiot light. A recent thread on the proper stat was beaten to death a few weeks ago. The e-fan will not kick on until the temp (as measured at the fan control switch in the radiator) reaches a certain temp. This switch is on the cool side of the radiator. So the coolant temp has dropped from when it came out of the engine. My engine temp gets up to 215-220* before I hear the fan kick on.

86 wasn't FI. (2.8 6 cyl.) My stock 87 (4.0 Laredo) did not come with FI badges.

You should take up the guitar. It's lighter to carry.

I found this write up to fix the power locks along time ago (in a galaxy far, far away). See the second post in the thread. https://www.naxja.org/forum/showthread.php?t=1874&highlight=door+lock I have not taken the time to make this modification.

I am considered “essential “ personnel. I have not stopped working through the whole pandemic. As self-employed CPA , my clients want their refunds ASAP. Those that owe were granted time until July 15. for me, it is still a reduced “busy season “.

I need to fix the Pwr locks and slow passenger side window.

Fuel pump? Or sending unit? Pumps should fit. Sending units from a Cherokee will not fit. You will have to have the original rebuilt. there is thread on here for a supplier of reproduction units.

You need to keep your Renix flywheel. The HO flywheels will not work with the engine computers.

Are you sure it is an AX15? Didn't Jeep switch to a NV3550 around that time? The NV will bolt up. However, the tcase may not be clocked properly for the MJ. You may have to reclock it. I don't know if the cross member from a TJ will fit your MJ. You may have to search for a proper cross member and trans mount (for an AX15). You most likely will need to change the pilot bushing to fit a larger size input shaft tip. Later model AX15s have ~3/4" tips. A BA10 (assuming that is what you have) is only ~1/2". Search for a pilot bushing for a 74 CJ5 with a 304.

A parts manual shows the bolts are: The side bolts (9 O'clock and 3 O'clock) are 7/16" x 14 x 3 1/8" The top bolts are 3/8" x 16 x 1 7/8"

Looks like something from Wacky Racers. (Yes, I am showing my age.)

Should be plug-n-play. Use the tcase from the AX15. The tcase from the BA is 21 spline. The tcase from the AX is 23 splines. Get the AX15 crossmember and trans mount. The AX internal or external slave cylinder? You may need to swap at least the pressure plate. What year is the AX15 from? The input shaft tip is larger on later years AX15. You will need a new pilot bushing (74 CJ5 304 cu in). I am sure there is more.

For the 2nd picture, do you have power windows? Possibly C294 for left side window control? No, that wasn't it.

Several years ago I read an interesting fact. In the same amount of time (at that date), Ford had sold more Edsels than Chevy had sold Volts...and the Govt was paying people to buy a Volt.