ftpiercecracker1

Did cherokee's ever come with a V8?? Because if they did, a V8 swap would be as easy as doing a 97+ swap. But something tells me i'm wrong. avoid ZJ, check, all years? 93-98 Ram/dakota? 4.7? Years? On a side note, transmission and t-case. Dodge use the 231D, and would it be best to get a Engine/tranny combo? or use an adapter and keep my transmission and t-case?

Ya, i know what you mean, but it does give you an idea of what they have and Most dodge trucks are either going to have the 318 or the 360 and ZJs almost all have V8s, save 93. or is it the WJs? :hmm: but you can see they have quite the inventory, and from that someone could say well, go and look at the black year dodges for blank engine and so on with the jeeps.

Wow, this thing absolutely exploded. :eek: I am kicking this idea around because my MJ has been stripped down to brass tacks and has no engine to replace the 4.0 that was pulled. I can, at my express PnS, get any year, make, modle (engine/trans/t-case/wiring harness/computer) combo for less than $450. I firgured hey, i've got all the time in the world and i have a little less than a grand to buy myself a "new" powertrain. http://www.expresspullnsave.com/Inventory.aspx This is a link to their site, check out their inventory see what they have and then look at their price list. I definatly want to go with injection for both mpg and power reasons. From what everybody has said i think the best options are either the dodge or jeep V8s.

I wonder if the craigslist guy was simply using that picture to demonstrate the extreme capability of these trucks.

What about Hemi 5.7 ? instead of the 5.9 Forgive my ignorance but it is the dodge "magnum" you are referring to right?

Yes. I am currently on a degree progam to become and electro/mechanical engineer and having a VERY difficult time with motivation. I wanted to know if the job you landed, congrats, requires college education or did you get it because of your resume/ prior job experience. ftpiercecracker

Are you an electrical engineer by trade? College degree an such.

any particular years?

I have read several threads on the internet covering v8 swaps. Some are carbuerated, some injected, 5.9, 350, 305, 360, 401, quite a few actually. If you were going to put a V8 into your MJ what would it be and why would you choose that particular one? Basically, out of all the V8 motors that can be found in a junkyard or on craisgslist, what would be first choice? Ex. Engine: carbed sbc 350 Why: simpicity and crazy amount aftermarket support V8s only, please. I would also like to know what you guys think is the best "modern" fuel injected V8 that could be found in a junkyard. :group beer:

My azz, 4 years at my state college of 35K students and its a freakin drought. :ack: They're all too busy tappity tap tapping on their "smart" phones. :rant:

Really? How so, :hmm:

fuel + spark = running engine so, :hmm: :dunno: Does it still just turn over? How quickly? Does it even try to fire?

Questions, Weight? Turbo? what are you after, power or MPG? Either way i can't wait for the black smoke. :D Stacks??? :brows:

While you were replacing the cap, button and plugs did you actually check for spark?

Thats just a bonus, the real reason people do this is so you can use the newer intake manifolds, 99-04. To get the best of everything that the HO offers without doing a total engine swap, get yourself a 7120 cast # head, any year any model jeep that came with the 4.0, a 99-04 intake manifold, fuel rail and lines from your HO motor, HO throttle body, and air cleaner. You will also need the power steering pump from a 96 or newer jeep that has the 4.0, any model. As for the exhaust manifold, stick with the Renix, HOs don't have the O2 bung you need. Based on what you have, a total HO swap or hybrid could probably be done in a day. There are many MANY writeups on Renix to HO swaps out there, so poke around.

I hardly understood a thing you wrote, but thanks anyway. :dunce: On a side note, i took my mom on her first drive and wouldnt you know it, we ran out of gas. Truck as no fuel gauge or odometer to go by. It had 8gallons in the tank, but after two days of romping and a running temp of 175 i guess it just sucked it down. Needless to say, mom was doing a lot of this :mad: CARB is a four barrel, INTAKE is single plane, DIZZY is vacuum advance w/ cam gear, CAM itself is a general purpose/nothing special cam.

Carb is brand spanking new, and i tried to convince my brother to go with a Holley but he doesnt trust them to be as bombproof/reliable as the edlebrock. I think your misunderstanding, it doesnt matter how sharp you stab it, the throttle response is superb, without the slightest hesitation, its when you let off, if your not half way gentle it sputters and sometimes dies. Ex. making a U turn via power slide, when you go from on the throttle to completely off it cuts out. :dunno: Tomorrow i will get good pictures and more video. I can't use my video camera cause its still old school tape. My still camera takes video, but the sound/picture quality is sh*t.

Thanks, :D , my dream is to finish my stroker MJ project and have a drag race. My brothers FSJ vs my MJ. :yes:

This is the same truck that is my profile pic. We didnt get it back to running until about a week ago, and had a whole heap of problems to fix. To give a few specs it is a 82 j-10 with a custom gladiator front clip conversion. Mildly built sbc, votec heads, 650 eldlebrock carb, electric choke, super hot billet dizzy, properly gapped cheap'O spark plugs, headers, 100% true dual exhaust, 3in ran just under the bed, 4in "tips" 45* at the ground, Turbo 400 Tranny, smooth as butter. 3.55 gears out back in a ford 9in. Quarter shifter, hurst, on the floor. 33x12.50 BFG MTs, Old as hell but in perfect condition. This is just a small taste of what it can really do, it really starts showing its teeth at 3,000 rpm. From there on up, its a freakin rocket ship. :chillin: http://www.facebook....&type=2 More, betterer videos in the next few days. the only problem we can't figure out, is after you romp on the gas it spits and sputters. Sometimes it even stalls if you romp real hard and let out real fast. But it idles great, oh and it seems harder to start when warm, but cold it fires up in not even half a turn.

can't seem to remember right now, but one roll is enough to do the entire interior in one layer. Floor, Ceiling, back, and a little on the doors. can't remember the price, had to be reasonable otherwise i would not have bought it. :D

750 sounds low to me, but i am basing this off of what mine does with is between 900 and 1100 rpm. How does it drive and run in general? RENIX TPS ADJUSTMENT Before attempting to adjust your TPS be sure the throttle body has been recently cleaned. It's especially important that the edges of the throttle butterfly are free of any carbon build-up. IMPORTANT NOTE: With the Key OFF, and using the positive (red) lead of your ohmmeter, probe the B terminal of the flat 3 wire connector of the TPS. The letters are embossed on the connector itself. Touch the black lead of your meter to the negative battery post. Wiggle the wiring harness where it parallels the valve cover and also over near the MAP sensor on the firewall. If you see more than 1 ohm of resistance, or fluctuation in your ohms reading, some modifications to the sensor ground harness will be necessary. The harness repair must be performed before proceeding. I can provide an instruction sheet for that if needed. MANUAL TRANSMISSION: RENIX manual transmission equipped XJs have only a flat three-wire TPS mounted on the throttle body and it provides data input to the ECU. It has three wires in the connector and they're clearly embossed with the letters A, B, and C. Wire "A" is positive. Wire "B" is ground. Key ON, measure voltage from "A" positive to "B" ground by back-probing the connectors. Note the voltage reading--this is your REFERENCE voltage. Key ON, back-probe the connector at wires "B" and "C". Measure the voltage. This is your OUTPUT voltage. Your OUTPUT voltage needs to be seventeen percent of your REFERENCE voltage. For example: 4.82 volts X .17=.82 volts. Loosen both T-20 Torx screws attaching the TPS to the throttle body and rotate the TPS until you have achieved your desired output voltage. Tighten the screws carefully while watching to see that your output voltage remains where it is supposed to be. If you can't achieve the correct output voltage, replace the TPS and start over. Sometimes, after adjusting your TPS the way outlined above, you may experience a high idle upon starting. If that happens, shut the engine off and reconnect your probes to B and C. Start the engine and while watching your meter, turn the TPS clockwise until the idle drops to normal and then rotate it back counterclockwise to your desired output voltage. AUTOMATIC TRANSMISSION: RENIX automatic transmission equipped XJs have a TPS with two connectors. There is a flat three-wire connector, same as the manual transmission vehicles have, and it is tested the same as the manual transmission equipped vehicles, as outlined above—FOR ALL ENGINE MANAGEMENT RELATED ISSUES. However, the automatic TPS also has a square four-wire connector, clearly embossed with the letters A,B,C, and D. It only uses three wires and provides information to the Transmission Control Module. THIS SQUARE FOUR WIRE CONNECTOR IS USED FOR TRANSMISSION/SHIFTING RELATED ISSUES ONLY. Key ON, measure voltage between "A" positive and "D" ground. Note the voltage. This is your REFERENCE voltage. Back-probe the connector at wires "B" and "D". Measure the voltage. This is your OUTPUT voltage. Your OUTPUT voltage needs to be eighty-three percent of your REFERENCE voltage. For example 4.8 volts X .83=3.98 volts. Adjust the TPS until you have achieved this percentage. If you can't, replace the TPS and start over. So, if you have an automatic equipped XJ your TPS has two sides--one side feeds the ECU, and the other side feeds the TCU. FOR AUTOMATIC TRANSMISSION RELATED ISSUES: Check the square four-wire connector side of the TPS. If you have ENGINE ISSUES check the flat three-wire connector side of the TPS. For those with a MANUAL TRANSMISSION--the TPS for the manual transmission XJs is stupid expensive. You can substitute the automatic transmission TPS which is reasonably priced.

Unfortunately i never got to test it out, had to pull all my money out from building my motor and pay for college classes. If the intake is all you will be doing its probably not worth it. Throttle response, can't answer read first part. Air intake? If you mean the air box hoses, no. Renix and HO do not match up, just go snag yourself one from any old junker. Be sure is from a non Renix, obviously. And if you where talking about intake manifold to head matching up, yes and no. I am not 100% sure on exactly what head year will bolt to what intake year and so on and so forth. I do know all 4.0 heads are interchangeable, no matter the year. and you have three distinct intake manifolds over the years. (87-90 Renix) Ok (91-98 old HO) Better ( 99-04 new HO) Best Hope this answered your question, :) ftpiercecracker

This really needs to be nipped in the bud. :no:

Tall gears and bigger tires are going to equal poor power and MPG. If the poor fuel mileage started immediately after you put the 31s on it would seem all to convinent for it to be anything else. A good tune up never hurts either, if your ECU is keeping the engine running in open (closed?) loop it will also really suck down the fuel. 1. Do the tune up 2. If you still have them, put the old tires back on and see if you get your mpg back. If so, theres your answer 3. If smaller tires and tune up have no effect, then your problem lies elsewhere 4. If your transmission is an ax-15, yes reverse gear is known to be difficult/noisy, at least mine is.

thats a pretty stinkin low idle, it might do what its doin because of just that. Its having difficulty staying running at such a low RPM. It might be that your TPS is out of adjustment, Cruiser's got you covered there. :thumbsup: