Eagle

The factory service manual recommends checking transmission operation by shifting manually. It should shift from first gear to third gear if you start with the shifter a "1" and then manually move the shifter to "3." If it doesn't shift, then there may be a problem with the solenoids. The AW-4 shifting is controlled by solenoids. If they don't work -- it won't shift.

No current photos available. I forgot to mention that when I bought it I had both axles regeared to 3.73, with a TruTrac in the rear.

Health issues are making it so I probably won't ever get to work on this, so it's time to pass the torch (and the truck) to someone who can take proper care of it. 1988 Comanche Chief. It was red, but the clearcooat has mostly turned white. 4.0L 5-speed, 4WD. Previous owner chopped up the floor and put in a YJ transfer case and shifter. Previous owner also carved the flare mounting flanges off the rear wheel arches. (He did the fronts, too, but after I got ticketed for tires extending beyond the bodywork I installed new front fenders. Speedometer and odometer weren't working when I bought it, so mileage is unknown. I fixed it. It now reads a little over 100,000 miles, and I don't think the previous owner put many miles on it while the odometer wasn't working. Drivers floor was mostly gone. I had it patched by a professional welder and then I applied bedliner to the entire driver's side footwell. It's been parked for several years. Clutch was frozen to the flywheel when I last checked it. Conservatively, figure on towing it out with a transporter, not driving it. I don't know what it's worth. I'm mostly interested in finding it a home. Please contact me by PM if interested. Location is southern Connecticut.

It would be interesting if Slate (or someone) would come out with an affordable kit to covert Comanches to electric.

Possibly. I don't remember -- that was a lifetime ago.

Anyone remember the Sunbeam Tiger? It was a British Sunbeam Alpine, with a Ford 289 V8 stuffed into the engine bay. You had to pull the engine to access the two rear-most spark plugs.

You made out. I'd make that trade any day.

If you haven't done the C101 (firewall main wiring harness junction) delete, the CPS signal runs through the C101 before it gets to the ECU. There was a factory TSB (and kit) to bypass the C101 and run the CPS wires directly to the ECU to improve the signal. (Renix only)

You beat me. My clutchless drive home was only 100 miles.

A few years ago my brother's Nissan pickup broke. The frame started to fracture right at the junction between the rear of the cab and the front of the box. He took it to a nearby welding shop that has developed sort of a specialty in repairing broken pickup frames. I'm curious -- what thickness or gauge steel would you use to plate a frame to repair such damage?

Trey, I just noticed your signature. Did you swap the transmission? An '88 should have a Peugeot transmission.

Nah. If they do, it will be full of gimmicks, and the base price will be double what it should be. Because Stellantis has zero understanding of the Jeep marque.

I'm subscribed to your YooToob channel. Thanks to you and Heather for some spectacular videos, and thanks to both of you for using that MJ the way an MJ deserves to be used -- nothing crazy, not making it a point to try to destroy it every time you go out, just making it better with each upgrade.

Personally, I would b royally pissed off if I bought a set of "factory replacement" springs and they sat 3 inches higher than stock ride height.