JeepcoMJ

Thanks. That would be great! I am only really coming up with electronic ones that are basically timer ran. I am thinking of building one hat is sensor ran.

Ben, get fancy and put an autodrain on it. Then you won't ever have to think about it.

Empty Post

That thing is so horrible that it is interesting. Wow, I am glad they killed the MJ line if this was the club cab they had slotted to offer.

Here is a fun way to increase useable tank capacity, longevity, and decrease water buildup. Maybe just do a nicer job. I'm gonna go find me a 3 row condensor from a car and pop it in opposite the compressor flywheel, then plumb it through a 1 gallon tank first that will be used as a water catch. Also, try an oil filter or duel filter as your intake filter...it will muffle the sound quite a bit

I stand corrected...on the aftermarket availability Of course, find me a Dana 30 worth spending that much on....there isn't one.

Hmm bet, leak where the hose is. But those still aren't the lines I am talking about. There are two 1/8" I'd lines to the top of the tank, teed together, hooked to a pair of check valves on the top of the tank, spaced roughly kiddy corner from each other

I don't really have an option to move mine out. It is larger than yours and I bet used more often (8 hours a day to run the blast cabinet). I am going to toy with this.

There are NO manual locking hub kits available on the market right now. They are no longer produced as they did not sell, and were not ever a factory option on any jeep with 5x4.5 bolt pattern

Basically, the way the senders are designed, if the hoses on top of the tank are rotted or damaged or otherwise leaking, it will suck air into the lines.

I don't mean the fuel lines, I mean the vent lines.

Ya know, I wonder if there is a way to muffle the noise.

how do the vents and vent hoses on the fuel tank look? Had an 86 xj here that would do exactly this...the hose for the vacuum from the frame rail hard line to the tank was bad. Check all lines for the tank vents for wear, cracks, breaks, dry rot.

He is stuck in low range. There doesn't exist a ratio that will run it like that. Not for stock axles

Our 86 diesel mj had 278xxx when we sold it. Drove daily until brakes gave out and frame was on it's way out as well

The supercharged 3800 has lower compression than the n/a. It runs throughout the rpm range consistently. You would need wieing, computers, and engine from a s/c car to go that route. The 3.8 also has a much thicker flywheel than the 2.8, and is internally balanced...so the 2.8 can't go on without being neutrally balanced. Same goes for a newer 3.4, though.

The series 2 is too much work. Its all apart right now. The trans needed is ax15 from a jeep xj or mj, with deiveshafts. Bellhousing from dodge dakota 2.5l with ax15...early 90s. Starter is on drivers side so you still need aluminum welding skills to put a starter hump in the right spot. Not needed with 3.4, and 3.4 could be fine with an ax5 All I did for the wiring was get the complete engine bay harness, and bulkhead connectors. Then I eliminated all the things that the jeep harness already had, or that I didnt need. Wiring I deleted: Abs pump and sensors Headlights turn signals washer pump Windshield wipers I piggybacked the 3800 harness to the jeep harness, and mounted the ecm above the blower motor. Bakerelectronics.com has the VATS (Vehicle Anti-Theft System) bypass module for about $30. It needs a start+accessory hot (tag off ignition switch), ground, then blue wire runs to pin 55 on the ecm. Worst thing needed is fuel pump wiring. I ran an inline pump on the driver's side frame rail and ran the wires down. I used the camaro relay center for all motor functions. Also, the only wires I HAD to solder were the o2 sensor wires...mine were cut, so they may be long enough. There are 4 sensors, one on each manifold, one pre cat, one post cat. I did the swap the last year emissions were necessary for 96 and older, when they were doing sniffer tests instead of scan ports. Used a NoX catalytic converter ($98) and had close to zero emissions. Wired check engine light wire to the gauge cluster indicator, and put a bulb in. Mounted scan port to knee board. The 3.4 and 3.8 use the same tachometer signal as the 2.8, so no potentiometer adjustment was necessary. For oil pressure I teed into the port to run both the camaro and the jeep sensor. coolant temp I had pulled the lower intake plenum off and simply drilled and tapped a second hole to put the jeep sensor in. That was all very simple. If someone you know has alldata, they can pull diagrams. Wiring is near identical between 3.8 and 3.4

Exactly what I said, cruiser. Waist of time "upgrading" when the management system still blows for diagnosis.

Every time, all I can think of is this.

Unless the 44 was swapped, it doesn't have a 44. Not possible from factory for XJ in that year. Also, no. I would not waste my time doing any swap that wasn't obd2 or newer, as far as the harness goes

To my knowledge, no one else has done the swap that I did. I swapped in a buick 3800 series 2. This motor, to my knowledge, has a bare minimum in common with the buick 3.8 you are talking about...the bell housing bolt pattern is not even the same. I'm sure the pics from my swap are somewhere, but I took so many, I don't have and won't make time to repair the links to them. The reason I won't is that none of what I did would be done the same way again. From motor mounts to transmission to exhaust, it would all be changed. I do not, in any way, think that going from a p.o.s. Carbureted system to a carbureted system that has negligible gains in horsepower and torque is worth your time. Just because it's available, doesn't make it worth the swap. A fuel injected 3.4 will generate more power and torque, and aside from some minor wiring and re routing the intake, is completely bolt in.

Spot weld bit, cut the front I ner fenders out with it, and front crossmember. Real problem solver.

Only works if the old trans uses the same size pilot bushing.

Motor mount bolts for the frame side are already there...

Agreed