87MJTIM

“Never argue with an idiot. They will drag you down to their level and beat you with experience.” ― Mark Twain

I once found a note on my windshield asking me to call the number if I ever plan to sell it. (I still have the note. I've never called the number.) I have had people casually ask if it was for sale. I tell them no. No one has ever thrown out a price.

In the late 80's, Jeep partnered with French auto maker Renault. Jeep got Renault to build its fuel injection system in the 4.2 6 Cyl. Renault worked with Bendix to build the system RENault + BendIX = RENIX

My advice before he does this: Look before you leap. If you consider this option, sit down with a CPA and discuss the accounting and tax issues first. Understand the different ways to operate a business (sole proprietor, LLC, S-Corp) and the responsibilities that each one has. If you are not comfortable with handling the accounting and tax issues, hire someone to assist you.

I got that line again. I was getting gas today. A woman (possibly 30 +/-) was behind me filling up. I noticed she was looking at my truck. As we were finishing, she called out to me the above comment. I told her Jeep made pickups from the late 40s until 1992. She then commented, with a hint of disgust, about the new Wrangler pick up.

I was having problems with wandering and slow responsive steering. I did all the above checks: had someone turn the steering wheel while I got down under the truck and checked/felt all the steering connections. Couldn't find anything loose. Took it to my mechanic. The problem was between the gear box and the steering wheel. Turned out that the steering shaft u-joint was wearing out. He was surprised. Those things very seldom wear out, but it is 30+ yrs. old.

https://www.faxonautoliterature.com/Search.aspx?c=95341 Faxon Auto Literature

The list is shorter for what I have done, rather than what I still need to do.

The attached youtube videos show the "clocking" issue of a YJ vs. XJ trans. Of course, these involve putting an XJ trans into a YJ. The OP is going the other direction. The videos would be a lot shorter if he didn't "man-slain" every little detail. Part 1: Part 2:

The AX15 (at least in XJ/MJs) were internal slave cyl from mid-89 thru 93. In 94, Jeep switched to external slave cyl. The 94+ AX15 (at least the bellhousings) is more desirable.

The AX15 is a good transmission. I have two, one in the MJ and one in a CJ. The one in the CJ came from a wrecked 90 XJ. The one in the MJ was purchased off Craigslist. The guy selling it pulled it from a 98 XJ he was parting out. I did not see up close the XJ, but it did not appear to have been wrecked. Both have worked fine. (Although the one in the CJ feels better for shifting.) (Actually, I have three. I pulled one from the JY. There were two XJs with AX15s. One was a 4wd with an internal slave cyl. The other was a 2wd with an external slave cyl. I left the JY with a 4wd AX15 and the bellhousing for the external slave cyl.) If you're concerned about a JY AX15, search for an XJ that was wrecked. If it was wrecked, it probably means it was being driven. Also, look for one that was not heavily modified for off roading. If it was somebodies daily driver, it may not have been thrashed on the trails.

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.