Moses Ludel

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About Moses Ludel

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  • Birthday June 7

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    http://www.4WDmechanix.com

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    Male
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    Reno Area...Nevada
  • Interests
    Family, destination four-wheeling and dual-sport motorcycling, photography, videography, fly-fishing, anthropology, automotive mechanics and welding/metallurgy.

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  1. Lowell...Many are surprised to find that the 2.5L TBI engine has an EGR valve. EFI most often eliminates EGR, especially multi-point EFI (MPI or SMPI). The Renix 4.0L sixes and 2.5L TBI fours do have EGR. 1991-up Mopar MPI engines eliminate the EGR system. Typically, we think of EGR as a necessity for a carbureted engine with a fixed timing conventional distributor or a feedback carburetor and conventional distributor that has electronic timing override features—like the BBD carbureted 1981-90 4.2L Jeep engines with an ECU. EGR valves can clog with carbon and get sticky, even on TBI engines with reasonably controlled air fuel ratios. While many consider TBI an "electronic carburetor", it's way more than that: the A/F ratios are infinitely more precise than a fixed jet carburetor or even a feedback carburetor with metering. You've got a gem in that early 2.5L TBI fuel-and-spark management system. Let's keep it running properly... Moses
  2. I'm excited to share the latest development from Cummins and Advance Adapters: the R2.8L Cummins Repower diesel crate engine conversion for Jeep® and other 4x4s! At the 2016 SEMA Show, Steve Roberts (Advance Adapters) and Steve Sanders (Cummins Repower program) detailed the engine conversion and discuss highlights of this high tech diesel engine in our HD video interview. In the video, you'll discover why I'm so pleased with this development. The initial Cummins Repower focus is 50-State legal emission status for vehicles through 1999, which will include Jeep® CJ, XJ, ZJ, WJ and vintage vehicles plus Toyota FJ40, Land Rover, vintage Bronco, Scout/Scout II and others. Of course, the Jeep® JK Wrangler is on the radar screen, however, emission legal requirements will be met before releasing a package for the later model range. We're planning a pilot installation of the R2.8L Cummins diesel engine package into the magazine's 1999 XJ Cherokee during 2017. Enough power? In Brazil this modern CRD high-tech diesel engine is fitted into F350 Ford trucks and school buses. Enough fuel efficiency? Stand by, we'll be testing and confirming mileage soon! See the complete article that accompanies the HD video at: http://www.4wdmechanix.com/advance-adapters-and-cummins-2-8l-diesel-engine-conversion-for-jeep/ Go Cummins Repower and Advance Adapters! Moses
  3. Missed your question about ST and LT, Lowell...Do you still have the original O2 sensor, the one that was replaced in May? If so, try that sensor. I'm still questioning whether the "new" sensor works properly. Do you have a make and part number for the current O2 sensor? The readings look very lean, does that sound consistent with your driving sensations? What did your friend think? Since he's able to get these readings, you apparently have OBD wire hookups to the diagnostics system. Are there any codes? How do the sensors read when viewed with the engine running? Are you able to see the sensor readouts in real time? This lean condition could also be a vacuum leak or an unseated or leaking EGR valve. Check to be sure the EGR is not stuck open or malfunctioning. Moses
  4. jeepstroker...The standalone distributors I mentioned will handle the ignition demands independent of a PCM or aftermarket ignition/fuel controller. Does your Coil Pack IS1 require a crankshaft signal for the fuel distribution or ignition? Is it looking for a camshaft position signal as well? There is a big problem here. You've talked about the use of an aftermarket spark/fuel controller. (Is that the Coil Pack 6 IS1?) If the controller is a program for fuel and spark management, there are fuel maps and ignition spark timing curves or algorithms built into the programmer's software. Spark timing would be a function of the controller. If you install a standalone distributor, you lose the controller's spark management function. The ignition then has a mechanical and vacuum spark timing that is rigid and linear, not infinitely variable like the OEM fuel-and-spark management. OEM fuel-and-spark management relies on a number of engine sensors and their feedback to determine the right spark timing under a given set of engine loads, the throttle setting and engine speed characteristics. So, if your aftermarket controller/PCM/ECU/ECM manages the fuel and spark timing, the engine needs either 1) coil packs similar to late OEM Jeep 4.0L engines or 2) a mechanical, camshaft driven distributor with a rotor, cap and spark plug wires to deliver the spark to each cylinder. The mechanical distributor in this case, like a typical Jeep 4.0L 1991-99 type for MPI engines with fuel-and-spark controlled by the PCM, simply delivers spark to each cylinder. These MPI distributors do not have centrifugal advance or a vacuum advance spark timing device. The actual spark timing at a given moment is controlled by the PCM/ECU/ECM and the distributor's ICM (ignition control module). The trigger for the coil(s) to fire is either 1) an ICM in the distributor like the OEM Jeep method with a cap and rotor distributor and a single coil or 2) a TDC signal directly from a crank position sensor for #1 cylinder's TDC and use of an ignition module. An aftermarket controller's software programming would determine the actual spark timing, using the #1 TDC signal from the crankshaft position sensor. Other sensor signals may be required with aftermarket systems, items similar to OEM sensors like the temp, MAP, O2, manifold vacuum, air intake temp and so forth. There is still a need to "distribute" the spark, either with a cap and rotor distributor like the 1991-99 MPI Jeep unit or through the controller. The controller and its ignition module (either remote or built into the controller) would send firing signals to the six coil pack coils, following the firing order of the engine: 1-5-3-6-2-4. Note: If your controller or engine management system needs a #1 cylinder TDC signal, that would be the crankshaft position sensor. The distributor, even a standalone, would not provide a TDC signal. A conventional/mechanical advance standalone distributor always requires a base timing like 4-8 degrees BTDC. This is not TDC. So these signals would be an unreliable signal for precise TDC. As engine speed picks up, the mechanical advance moves the timing more degrees BTDC. If the standalone has a vacuum advance canister (hooked to throttle valve ported vacuum and not to manifold vacuum), the spark timing swings even more degrees BTDC, with maximum vacuum spark advance at low speed throttle tip-in. These are mechanical functions independent of the PCM/ECU/ECM or an aftermarket fuel-and-spark timing controller. As for the cam position sensor, this is a part of the OEM Mopar PCM system. The camshaft position sensor wants to confirm that the engine's valve timing and crankshaft position (#1 cylinder TDC) are within normal degree range. If the camshaft is running late valve timing, let's say from a worn timing chain, the engine will throw a code. That is the purpose of the camshaft position sensor. If your engine is a 1991-up 4.0L Jeep/Mopar MPI type, you have either a stock cap and rotor distributor or a camshaft position sensor unit (used on 1999/2000-up coil-on-plug engines) to send a camshaft position signal to the PCM. The 1991-99 OEM distributor mounts in a fixed housing position; this distributor doubles as the crankshaft position sensor. Questions about your engine and this aftermarket coil pack system: 1) What year Jeep and 4.0L engine do you have here? Now a stroker 4.6L build? 2) Was your 4.0L or 4.6L stroker engine originally a coil-on-plug 1999/2000 or newer engine? Or did you have a 1991-99 type distributor? Do you have a PCM, and if so, what year PCM and wiring? 2) Please identify the manufacturer of this aftermarket coil pack system and which of its components you have here. Does this aftermarket coil pack system work with just a TDC signal? Does it need a camshaft position signal, too? 3) Is this aftermarket coil pack system just for ignition function, or does it operate as a complete fuel-and-spark management system? 4) Does the aftermarket coil pack system need sensor input? An ignition module? Does it come with six coils, one mounting on each spark plug? Does the aftermarket controller/box/PCM/ECU/ECM, whatever they're calling it, have a built-in ignition module? 4) How is this coil pack system supposed to work? Did it come with instructions? If not, do you have a detailed explanation of how the system functions, installation instructions and wiring schematics? Is this information available online at the company's website? Moses
  5. Lowell...2.5L TBI operates at 14-15 PSI (regulated pressure) while the Renix 4.0L MPI (1987-90) operates at 31 PSI once the engine is running and 39 PSI in engine cranking mode. On the 4.0L Renix MPI system, this is regulated pressure with a vacuum regulator dropping the pressure once the engine starts. Limited vacuum during cranking prevents vacuum pull at the regulator, and the closed regulator raises the fuel pressure to 39 PSI. Both the TBI and MPI systems have a return line to the fuel tank that must be unrestricted. The pumps are different in output and should not be interchanged. Compare the part numbers and crossovers to your existing pump. Here are the 1986-88 2.5L TBI XJ Cherokee four-cylinder and 1987-88 4.0L Renix MPI inline six (XJ Cherokee) pump listings from Walbro. See the "Learn More" and "Additional Information" at these links for specifications: [1986-88 Jeep XJ Cherokee 2.5L TBI] https://walbrofuelpumps.com/jeep-cherokee-1986-1988-fuel-pump-4-cyl-2-5l.html [1987-88 Jeep XJ Cherokee 4.0L] https://walbrofuelpumps.com/vaf/product/list/index.php?category=%3F&make=7&model=40&year=2&engine=22 Both pumps look similar; however, Walbro rates the maximum output pressure for the 2.5L TBI pump at 17 PSI and the maximum for the 4.0L Renix MPI pump as 65 PSI. Note that pinching the return line can cause a temporary very high spike in pressure, so a high pressure reading from this kind of testing could be deceiving. I would compare part numbers between your new pump and these Walbro numbers. Pump numbers are generally stamped on the housing of the fuel pump. Walbro manufactures the fuel pumps (only). If you need the Mopar part numbers for a 1986-88 Jeep XJ Cherokee 2.5L TBI application or a 1987-88 4.0L Renix MPI system, the Mopar numbers are: PUMP PACKAGE, Fuel - w/Fuel Injected Eng. 83502751 2.5L Eng. 04637192 4.0L Eng. In 1989-90, Mopar went to a module that contains both the fuel pump and the fuel sender. The 1986-88 models have the pump and gauge sender as separate components. Moses
  6. Hi, jeepstroker...I like the HEI derivative distributors, a true standalone with easy wiring interface and room for a tach wire. That said, the better ones in the market are the DUI unit and if you're somewhat Holiday budget constrained, the $149 Summit Racing version is cost-effective and gets decent reviews: https://www.summitracing.com/parts/sum-850047/overview/make/jeep DUI for an AMC/Jeep inline six is $299 retail: http://performancedistributors.com/product/amc-inline-6-cylinder-dui-distributor/ You get what you pay for, that said, Summit Racing is good about warranty and product issues. DUI has quality billet and bearings. There's also MSD, but the MSD #8516 requires an MSD control box, and the cost for the distributor plus the box is high. Moses
  7. crunknastyvdubs...This is great! The MAP would show up on a higher end scan tool for OBD-I. You nailed it anyway... Yes, pump pressure is much higher for the 1990 4.0L six-cylinder engines, they have multi-point injection, which operates at higher pressures than TBI...This would be too high for TBI. Even with the pressure regulator returning excess fuel to the fuel tank, the 6-cylinder fuel pump has higher fuel volume than the TBI can handle. Did you install the correct (2.5L application) TBI fuel pump? Moses
  8. That's to the point and what you needed to know, Rhianna. And you found a knowledgeable Suzuki/Tracker parts source! Moses
  9. Rhianna...Let us know what you find out from these folks and the kind of service they provide. That would be helpful to other forum members. Suzuki vehicle parts are now becoming more difficult to find in the U.S. A reliable parts source would be helpful to the Suzuki/Geo community. Here's an objective look at Suzuki automobiles/SUVs, parts and service in the U.S. since Suzuki stopped marketing in this country: http://www.autotrader.com/car-news/buying-a-used-car-should-you-buy-a-suzuki-228747 Moses
  10. Glenoaks Wrecking...The NP249J was used quite a bit in the Jeep ZJ Grand Cherokee (1993-98), most often with the V-8 (pushrod LA 5.2L and 5.9L). The transfer case has a viscous coupler for full-time 4x4. The problematic viscous coupler fails on these units with a high price tag for a new one. Many ZJ owners swap the 249 for a 242 full-time/part-time type transfer case, which was available in the ZJ Grand Cherokee and the XJ Cherokee—most XJ Cherokees have the NP231 part-time transfer case unit. The kicker here is the AX15 manual transmission. You can confirm the bellhousing pattern, it looks like a 1993/94-up Jeep 4.0L and not a Chrysler 5.2L/5.9L (318 or 360 pushrod 'LA' small-block). Your Jeep 4.0L housing has the external slave cylinder, typical of 1994-up YJ and TJ Wranglers or the XJ Cherokee 1994-2001 models. The Jeep ZJ Grand Cherokee with the AX15 manual transmission is rare but real, always listed with the 4.0L Jeep engine and an NP231 transfer case. Your package looks like it's original and together, at first glance like a ZJ Grand Cherokee with the 4.0L and AX15 package. According to Mopar parts listings between 1992-98, however, the AX15 ZJ Grand Cherokee 4.0L models all use the NP231 transfer case like the XJ Cherokee and Wranglers with the AX15. So, this is either 1) a very rare special order outside the norm for listed equipment and never made the OE catalog, or 2) somewhere along the way, the NP249J transfer case was installed to replace the original NP231 transfer case in a 4.0L Jeep 4x4: candidates would include the 1994-up XJ Cherokee or YJ/TJ Wrangler and the 1992-98 ZJ Grand Cherokee. I would narrow this down to a 4.0L/AX15 equipped XJ Cherokee or ZJ Grand Cherokee that had its NP231 unit replaced with this NP249J, though it's hard to imagine why. The only rationale would be the desire for a true full-time 4x4 system. That would suggest a ZJ Grand Cherokee, certainly not a YJ or TJ Jeep Wrangler. The only other prospect is a factory special order or need to move some extra transfer cases. The 249J I.D. tag suggests a build date of late 1993, so the model year ZJ Grand Cherokee would likely be 1994-95 range. 1994 was the first YJ Wrangler or XJ Cherokee AX15 applications with the external slave cylinder bellhousing. (1992-98 ZJ Grand Cherokee 4.0L models with the AX15 manual transmission had the external slave bellhousing like yours as well.) I looked closely at these model years, including European models, and all ZJs or XJs with a manual transmission list the NP231 transfer case with no listing for an AX15 with the NP249J. The YJ/TJ Wrangler always uses an NP/NV231 until the era of the optional Rubicon Edition package with the NP/NVG241 Rock-Trac. So, the engine and transmission could be direct replacement for a 1994-1999 XJ Cherokee or YJ/TJ Wrangler and also the 1992-98 ZJ Grand Cherokee. The transfer case stamping number points to an original engine/transmission application for your NPG249 as the 5.2L V-8 with an A518 (1993) or 46RH (1994) Automatic Transmission: 5.2L Eight Cylinder Eng., With 46RH Automatic Transmission Stamped w/52097529 52097529 1 ZJ 5.2L Eight Cylinder Eng., With Four Speed Automatic Transmission, A518, 1993 Your transfer case application is definitely a 1993-1994 model year ZJ Grand Cherokee. Trust this helps... Moses
  11. Rhianna...This parts interchangeability could be sorted out by a parts pro familiar with Suzuki Sidekick and Vitara models. On the front axle carrier housing, the part number for the front axle carrier housing in a Vitara V-6 automatic axle can be compared to the 2003 Tracker (Sidekick) manual transmission model with 4-cylinder engine. Part numbers are important because a housing may look the same but may not accommodate particular axle ratios. (Usually, there is good interchange of axle housings but the carrier for the ring gear may be different for particular gear ratios.) You can sort this out by the part numbers and axle ratio comparisons between the two applications. Share the axle ratios with the parts source. While you're bending the counter person's ear, they can also compare Suzuki Vitara and Tracker/Sidekick rear tailgate/door part numbers. I did some searching and found this Suzuki dealership OEM parts source. A phone call (number listed at the site) or email (contact button at the site) could help clear up the parts comparisons: https://suzukiautomotiveparts.com. This might also be a parts source. Moses
  12. Hi, 89 xj crawler...Welcome to the forums! I moved your other question to this area of the forums and replied...Moses
  13. 89 xj crawler...You'll be looking for a donor XJ Cherokee as a prototype. You've not mentioned whether this is a 2.5L four or 4.0L six. The automatic common to the 4.0L is the Aisin AW4, and this is the most practical choice for parts availability and fit. The XJ donor vehicle will illustrate the parts involved, but to be general, you'll need the transmission, flexplate and torque converter, the TCM (transmission control module), wiring for the transmission control module, the throttle linkage and cable to the throttle valve on the transmission, the shifter and console for the automatic transmission (if different than your stick console) plus safe removal of the clutch pedal without losing the brake pedal's function; make sure the brake pedal remains properly secured, compare the parts with the automatic transmission donor model. You'll need the A/T transmission mount. You remove the M/T crankshaft pilot bearing (sleeve, too, if present and in the way of the converter hub) to install an A/T converter...The PCM part numbers are different for A/T versus M/T transmissions, so that's another concern along with PCM/TCM related wiring and harnesses, something to compare with the A/T donor vehicle. Also, 1996 is a strange model year for XJ wiring and the PCM, this is the first year of OBD-II for Jeep and a hybrid year for XJ wiring. There are many individual parts involved, but this is the basic path. You'll also need the transmission cooler lines and a radiator that has fittings and a transmission cooler built into the left side tank. This is a lot of work and, frankly, it might be easier to sell the stick model and buy an XJ with the popular AW4 automatic and 4.0L engine. They're all over the place. I have a '99 that's a keeper and am partial to 1997-99 model years with the single rail MPI...Mine is destined for a Cummins R2.8L diesel engine swap. You could probably fetch a good price for a stick shift XJ. They're rare and many seek them. Is this a 4WD 4.0L with the AX15? Or a 2.5L four with AX5? 2WD? 4WD? If you want to put out feelers, consider a free sales ad at these forums, we have an ad section for Jeep XJs. Moses
  14. Hi, Jay...The 22R-E is a proven four-cylinder OHC engine, derivative of the famous 20R. This is a great engine and practical learning ground. Basic and accessible, the 22R-E timing cover project has been done infinite times due to wear of the timing chain, the tensioner, guides and the cover. For a thorough job, replace the tensioner and guides, the chain and the cover. The Toyota Truck and Land Cruiser Owner's Bible is familiar, I wrote it. (Note the author on the spine, cover and title page.) This is more an orientation to these vehicles. You do need a companion shop manual for hands-on work like your timing cover replacement. Enjoy the book! The Chilton guide should be sufficient for your task at hand. My publisher (Bentley Publishers), also did a repair manual that covers your vehicle, as did Haynes and John Muir. If the Chilton book seems detailed and accurate, go for it. As for the crankshaft pulley puller, I have the factory manuals (official Toyota), and they recommend tools common in the aftermarket. You want a "harmonic balancer" puller, not a steering wheel puller. The pulley is often quite stiff on the crankshaft. Here is one example, pullers are available from a variety of sources. Note that this tool also eases installation of the pulley, we can talk about inexpensive improvisation methods, I've done my share: https://m.summitracing.com/parts/sum-g1023-1 Make sure the puller set has metric hardware to match your pulley's threads. Worse case, you can get 8.8 or higher metric bolts that match. Glad to comment and be a sounding board for your project. We want this to be a success story! Moses