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Moses Ludel

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Everything posted by Moses Ludel

  1. Mike...You can calibrate the speedometer or change the axle gearing...I usually change the gearing with the 37"x12.5" tire size. What is stock gearing for the Gladiator? As for the 225 carburetor, I personally like the 2GC, very dependable, simple to rebuild. The reprint Jeep FSM for the Dauntless 225 V-6 era CJs provides all the data on that 2GC if you need to confirm authenticity, right down to rod and jet sizes, bore size, etc. If authentic and rebuildable, keep it. We ran those carburetors for years without a hitch, very forgiving on the trail, not like a Holley. Moses
  2. Hi, Corey...Yes, the kit comes with a custom damper for generating a magnetic signal that the crankshaft position sensor (Hall Effect) needs. All Mopar EFI Conversion Kit dampers are "special" and not stock 4.2L or 4.0L. They create a Hall Effect magnetic signal for the CPS pick-up. A stock 4.2L or 4.0L damper does not create a signal. The 4.0L EFI engines have the CPS is at the back of the engine. As a point of interest and not of any consequence for your 4.2L, the stock 4.0L crankshaft position sensor is at the back of the engine, specifically around 11 o'clock if you are looki
  3. Hi, Mike...Glad your busy and healthy, the hunt with your son sounds great. Lots of meat! Your new Gladiator has a nice profile. Looks like a moderate lift? What size tires? Regarding the 3B radiator, you should not have a height issue with a Kaiser-era CJ-5/6 V-6 radiator and your 3B engine bay/front clip. I would also consider one of the aftermarket radiators sold by dimensions. Summit Racing and others have these radiators. eBay is full of vintage Jeep replacement radiators, many 3-row aluminum. There appears to be extensive early Jeep model interchangeability. Compare di
  4. Hi, Corey...This is a time honored issue with the conversion kit. The pickup bracket attaches to the oil pan bolts and can be a somewhat inaccurate reference. There is a way to verify or at least get a ballpark sense for the base ignition timing. Before checking the unloaded idle or base spark timing, it is important to note that a stock 4.0L EFI engine does not have spark timing adjustment. Spark timing advance degrees are controlled within the PCM in response to various engine sensor signals and the PCM's software programming. Base timing is fixed and not adjustable. Moving the dis
  5. zidodcigalah...Looking forward to hearing the noise in a video...It's possible the converter stays filled enough to not produce the delay. A very low converter fluid level creates the delay issue. If you rule out the front pump bushing, there could be a converter unit issue. Yes, the main issue with the front pump bushing would be clearance. (Scratches might indicate too much bushing clearance or fluid bleeding off and not lubricating the front pump bushing.) Too much clearance, generally from wear, could create noise or front pump rattle. Keep in mind that these transmissions a
  6. Hi, Corey...The latest exchange with Jordan89oak will be useful. I included a PDF copy of the Mopar EFI Conversion Kit installation at that exchange and also below. This should help answer some of your concerns. There were two Mopar EFI Conversion Kits for the 4.2L engine. The original was a two-rail patterned directly from the 1995 YJ Wrangler 4.0L. Later, due to parts availability, the 1997-99 (pre-coil-on-plug) 4.0L single rail fuel injection was offered. The distinction is the single versus two-rail EFI. A later, single-rail kit should have the modified 1997 style fuel pressure
  7. Jordan89oak...You're welcome...The 4.2L intake dowel does come up and is a simpler fix. When Mopar used the '95 YJ Wrangler 4.0L as a prototype for the 4.2L EFI conversion, an off-the-shelf 4.0L intake manifold was part of the conversion kit. This works both ways with the slight modification. Make sure ports align and don't get carried away with the port matching. Make sure the intake gasket will seal at both sides. Talking about the MPI/EFI conversion kit, I have been suggesting the use of that kit's engine wiring harness for making an EFI conversion with 4.0L recycled engine swaps.
  8. Calmini offers a camshaft, too. The profile is not listed, you might seek out the lift/duration specs on the grind...As for dollies, they come up used all the time. A good friend bought a brand new Demco Kar Kaddy, the company's top drawer dolly ($$$) with disc surge brakes and auto steer feature. He kept it for less than two years and towed less than three thousand miles. This is similar to his unit: https://www.amazon.com/Demco-9713046-Kaddy-Dolly-Brakes/ A lightly used dolly in good condition should sell for $1000-$1500 (USD). As you note, they store easily. There's little t
  9. zidodcigalah...My first picks would be the anti-drainback valve to the torque converter or a clogged cooler issue—or both. All RH/RE transmissions have the inherent flaw of earlier 3-speed RWD Chrysler transmissions (904, 999 and 727): By valve body design, there is no lube pressure or fluid flow to the torque converter and front pump bushing when the transmission is in Park. These transmissions rely solely on the anti-drainback valve to keep the converter fluid full. When the valve fails or sticks open, the front pump bushing runs without fluid in Park. Eventually, the front pump bushing
  10. Knyte...For your needs, a camshaft with more valve lift would be valuable. For trail use, you want the highest manifold vacuum possible at idle. This will make trail running sensible by providing more torque at throttle tip-in. Again, I would avoid the longer duration camshafts, idle vacuum falls accordingly. You'll have good power to 4500 rpm with a torque/shorter duration camshaft. Can't imagine the need to spin this engine beyond 5,000 rpm—ever. A torque/RV camshaft will also keep a lid on fuel consumption. When we drove 1.6L 8-valve Geo Tracker 2-doors over the Rubicon Trail in
  11. Trentwood...YJ gears are reverse rotation (high pinion) design. You have a low pinion axle housing in the CJ. You need to use gears for a Dana 30 low pinion housing. As you note, the carrier must be the 3.73-up design. A quick search turned up low-pinion 4.10 ratio gears: https://www.morris4x4center.com/svl-spicer-front-dana-30-ring-pinion-set-4-10-ratio-low-pinion-spc-2020819.html The full installation kit (bearings, pinion nut, ring gear bolts, seal, etc.) is: https://www.morris4x4center.com/master-overhaul-kit-dana-30-front-all-352065.html Based upon the illustra
  12. jordan89oak...An '04 4.0L would be from a TJ Wrangler or WJ Grand Cherokee, just a point of interest and clarification for parts sourcing. If '04, you have the later cylinder head and the coil-on-plug (distributorless) ignition system and an oil pump drive with camshaft position sensor. If the 4.0L engine has an ignition distributor and spark plug wires, it's 1999 or older. I understand your commitment and the need to "make it work" at this point. Your photos open in Google, so if you could copy-and-paste the actual photos into place here, they'd be visible, thanks! I would like to se
  13. Knyte...There are a variety of camshafts in the market, I looked a several profiles. For me, the Isky Torquer 260 would be a possibility if you don't want to lose bottom end power. My target for overall drivability and decent fuel efficiency would be a camshaft with improved/increased valve lift and only a mild change in duration. This will provide better low-end torque like your RV camshaft experience and not target power at the high rpm end. The Isky camshaft has more than enough valve opening duration, especially if your 8-valve is working at all off-pavement in 4x4 mode. Most sup
  14. Glad this worked out well, Scott. The AX15 is a reliable transmission that will handle a good amount of torque. Especially in a stock application, driven properly, these units hold up for hundreds of thousands of miles. A tip: The synchronizer blocking rings act as a brake, grabbing the gear hub to match engagement speed. Made of bronze, blocking rings wear. The most significant damage to these transmissions is from forced downshifts at excess speeds, which increases the synchronizer friction. This will wear out the brass blocking rings faster. My synchromesh manual transmissions
  15. Wayne, I support your idea of doing your own pin fitting with cautions applied. Of course, you do not want to alter the rods' small end strength by normalizing (essentially annealing) the original heat treatment. There is a heat threshold/limit to prevent normalizing or removing heat treatment. Heated pin fitting, done correctly, is way below that heat point. You are simply expanding the pin boss of the rod ever so slightly, as this is an interference fit pin/bore. I use Goodson Tool products. (To preserve your marriage, don't let your wife catch you gazing at a Goodson Tool catalog.
  16. Knyte...Some tidbits, we have a 2005 Ram 3500 Cummins 4x4, bought new, a Gen 3 (2003-2009) model. The HVAC box is a Denso system with air flaps that are actuated by self-parking electric motors. Like other vehicles, the driver/operator just sees a dash knob. However, beneath the dash, inside a plenum box, these motors are busy wearing out nylon gears and plastic flaps. Many owners eventually find that the heater and A/C system will not distribute air correctly. The remedy: A nine hour removal of the dash and HVAC plenum, disassembly of the box, replacement or upgrade of the flaps an
  17. Knyte...$50 is reasonable and good insurance. Smart! Moses
  18. Scott...Seldom are the thrusts and gears worn to the point of needing a new thrust. However, thrusts and spacers were available in single sizes from Mopar. If the thrust or spacer is worn, you can compensate for minor wear with a new thrust or spacer. If wear at the gear/thrust surface is too great, a new gear might be needed, though again, that's unlikely. So how does Aisin compensate for tolerances? With the use of selective fit snap rings. Here are the part numbers from Mopar for a 1999 version of the AX15. Not sure whether you would have any success finding these snap rings th
  19. Hi, Wayne...I understand the wife and tool equation. At our place I/we justify tools by the massive labor sublet cost savings. Current shop flat rate hourly rates are $100-$160 per hour. The neighbor across the way called in a mobile service for vehicle work this week. I overheard (couldn't avoid the decibel level) the argument with the mobile service about the $140 just for the truck to show up—plus $120 per hour thereafter. Good angle for buying and justifying the Lisle 15000, right? Congratulations on the Lisle 15000. This is a professional approach that will true up your bores p
  20. Sorry you did not get much insight from that material, mavguy. Your best bet would be finding an actual windshield for a pattern. Perhaps you can turn up a rusted windshield or work with a generous owner who is willing to let you and your friend take measurements. You could trace the windshield and use that as a template. Moses
  21. Thanks, Scott, I appreciate the feedback on the VOD AX15 rental video. Let us know what you find and how your transmission build turns out...The AX15 is a busy transmission and has close-tolerance fit up. The sequencing of the parts assembly is critical, and correct clearances are vital. Done right, this is a great transmission with much to offer. I trust you will find the end result gratifying! Moses
  22. Scott, your gut is right. You need the proper clearances for the synchronizer rings to move freely on the gear hubs in the neutral position. The ring is a "brake" that brings the gear to speed as you move the synchronizer sleeve. In the neutral position, the rings (properly lubricated) should move freely and not bind or grip the gear hub(s). This principle applies to any and all synchromesh assemblies. On new brass rings, be aware that lubricant on the ring is essential. Otherwise, the ring will often bind on the hub whether the clearance is correct or not. Make sure you're making
  23. captain slow...I would have mentioned the NV5600, however, it has several inherent issues, including synchronizer problems. The OEM no longer supports these units. They are expensive to rebuild. I have installed the NV4500 in various applications with success, the HD version is stout and iron cased. Only a five speed but ratio options are available. The ZF is likely the easiest fit with OEM Ford parts bridging the conversion. If driven properly with the correct lubricant, the ZF will hold up. Any of these NV or ZF overdrives place a heavy load on the overdrive gear. "Driven properl
  24. captain slow...To start, the T-19 was available in close and wide ratios. Manufacturers that used this transmission include Ford and I-H. Scout and I-H pickups used the T-19. That increases the available gearset options. Here are some insights for gear ratios used by I-H. Note the I-H model designations at the left: 13427 or T-427 Warner Gear T-19, 4 Speed Wide Ratio, Synchro Low 1=6.32, 2=3.09, 3=1.68, 4=1.00, Rev=6.96 '75 & on 13428 or T-428 Warner Gear T-19A, 4 Speed Close Ratio Synchro Low, 1=4.02, 2=2.41, 3=1.41, 4=
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