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Moses Ludel

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Everything posted by Moses Ludel

  1. Hi, Sam...See whether there are any sensor codes stored. A powertrain scan will turn up many of these troubles. A simple code readout might turn up an answer. If that does not produce an answer, let us know. I will make further suggestions. Erratic downshifts can be governor, VSS (vehicle speed sensor) or throttle pressure signal related. Rather than borrow specific troubles, start with the simpler scan for codes. Before digging too deeply, check the harness plug connections at the transmission and the vehicle speed sensor plus the wiring harnesses. Look for damage or poor gro
  2. j. davis...Front or rear? These parts are available new for Sidekick and Tracker models. A quick search finds them at eBay, CariD, Amazon and elsewhere. Watch out for cheaper parts, you get what they're worth. MOOG, Timken and other major brands would be my preference. You're likely talking about front hub assemblies, they are available with and without the steering knuckle, priced accordingly. Moses
  3. NCSurfer...Boy, does your soft top Sidekick bring back memories: The Rubicon Trail in the mid-nineties with a pair of them...The vehicle I drove had a CalMini mild 2.5" lift and shock system. It worked well then and would today. That's one source. Bilstein is always another. If you can determine the shock travel range for the stock shocks then add two inches, Bilstein and others sell shocks by travel range. I'm certain you can find shocks that would work well with your 2" lift. It is always safer to keep a shock within its normal cycle range. Even 2" of lift can limit downward move
  4. Monty, if you can get a pair of full factory doors, that would be smart. There would be more security (lockable) and no concerns about window integrity or the attachment method. I looked at both tops (had seen the Rally Top before). The DV8 uses soft top upper sections, so the security factor goes away. There's no mention whether the DV8 will work with hard doors, if so, that would be a consideration. Given the high cost for either of these tops, I would try to find a good used TJ factory hardtop and doors. Fit, integrity, security and safety would be assured. Considering the cost o
  5. Hi, Monty...I checked out your beautiful "new" TJ in the Gallery. Looks like a factory soft top model with half doors and no roll-up windows. If you can find a complete top and doors, you can install the complete setup. Look around the internet, I recently searched for a TJ hard top that our youngest son needed. We could not come up with much in the aftermarket. If you find something, share the link, and I'll look at it. I worked with Mopar®/Jeep® when the TJ launched in 1997. The hard top versus soft top was a dilemma, as you either had one or the other. The conversion does involv
  6. Jordan...You have the option here of doing a complete restoration of this 4.0L with or without your 4.2L crankshaft and a 4.6L buildup. You could easily make this engine emission legal by restoring the PCM and wiring. (See whether Painless has a harness for this conversion.) If that performance level makes sense, you have what it takes here if the exhaust manifold is available. Your 4.0L find is a coil-on-plug engine that would require a PCM for a chassis with a matching coil-on-plug engine (1999-2006). An aftermarket 50-State legal (CA E.O.) exhaust manifold can be substituted. The
  7. Hi, Monty...So your V-6 CJ now has a stablemate? The best hardtop for a TJ is, not surprisingly, a complete factory top (used at this point). They fit well, seal well and the windows work. If that's not an option, which doors do you have on the TJ? Factory soft top half-doors? What kind of windows or doors do you need here? Moses
  8. Jordan...I wondered about emissions as the Weber has never held an E.O. number. I'm guessing you will be doing a complete emission legal engine conversion between the current smog inspection with the BBD and the next smog check due? I like your idea about the LS, here's a link to a 50-State legal LS swap into a TJ. The approach would be similar. California is tricky about the transmission and downstream emissions components. The current CARB view is that the transplant engine is integral with its transmission and also requires all engine related downstream emissions equipment (OEM co
  9. You're welcome, Jordan...Glad you followed up on my comments. You will find the hands-on Jeep® CJ Rebuilder's Manual: 1972-86 valuable. I had your CJ in mind when constructing the book and prototype vehicle. The Jeep® Owner's Bible™ will help you orient to your new "Jeep® Thing!" I've been in and out of muscle cars since the sixties and wrote tech copy and the Tech Q&A column for Popular Hot Rodding from 1987-97. We have much in common, including wives with birthdays in November! Welcome to the Jeep® community. Keep us posted on your progress and whether you make the Yosemite d
  10. Hi, Jordan...The 4.0L head does require mods to install it on a 4.2L block—not extreme but perform this work carefully. There is much info online about the port modifications. Make sure you can adapt the intake manifold of your choice to the head. If you plan to reuse the 4.2L intake manifold, be certain to position the manifold to port match with the cylinder head. Get the exhaust manifold/header from that 'Grand Cherokee 4.0L—your earlier 4.2L exhaust manifold will not fit. Work through this head swap methodically: 1) plugging the correct ports, 2) using an intake manifold t
  11. Hi, Phil...Float level is always important. The more significant change you made was the pilot jet. Apparently, the engine needed more idle fuel to stabilize. Again, this could be due to an air source somewhere. Try spraying around the plate cover above the slide. There is an O-seal around the inside of this plate. This is a test for leakage at the plate, which would be a direct, additional air source. If air leaks into the slide bore from the plate, you would be turning down the throttle/idle screw and lowering the slide to compensate for an overly fast idle. In doing so, you dro
  12. Hi, David...I'm guessing you posted at the Samurai 4x4 forum because your problem is with a Samurai. Please clarify whether this is a stock or modified engine. What year is the vehicle? I can make some suggestions if you share more details. Moses
  13. Steven, try checking the the emissions EVAP system from the fuel tank and roll-over valves to the filler neck venting. Also check the EVAP filter and vacuum hoses in the engine bay. This sounds like the fuel tank is not venting properly, which could be as simple as the need for a new/correct fuel filler cap. I would start with a fuel cap change. The cap may be defective. If this does not do it, check the fuel pressure and volume of fuel flow at the TBI test port when the tank is full. Troubleshooting can proceed from there. Moses
  14. Hi, Jordan...Looks like a good and highly original find. '80-'86 CJs with the Dana 300 transfer case are a good place to start. If you take the time to do a cylinder leak down test, you can pinpoint the cylinder pressure loss. A leak down test on a static engine with each piston at TDC on its compression stroke is far more reliable than a cranking compression test. There's much discussion at these forums regarding a leak down test. Try "leak down" or "leakdown" in the search box. For a rebuild, I would keep the 4.2L crankshaft and find the 4.0L you describe. A 4.6L stroker would be
  15. Hi, prubing...In looking over your data, the 185 main jet could be on the rich side. (I'm not clear about the elevation where you run the bike.) Read the spark plug coloration after a brief wide open throttle pull and immediate shut-down. If too rich, try a 180 or a 175 main jet again. Read the rest of my comments before running this test or re-jetting. Any performance cam will have more valve overlap, and this can impact idle. The Stage II cam proved the point. I'm happy with the Stage I and anticipated that the Stage II would be too much cam for my usage. A Stage II would be an o
  16. Ian, this truck is really intact! Sheet metal looks solid, functional and well worth your grin! The tires are aggressive, there should be no place this hefty truck would lose traction. A neighbor up the street works for the water company and brings his new G.M. 6x6 home. It's a one-off Kodiak tier medium duty with the Duramax diesel V-8 and Allison automatic, beam front axle and all. None of that is as impressive as your "new" Power Wagon! I see you put this workhorse to the task already. Does the bed tilt? The transfer case has a PTO. You've got a functional machine there.
  17. Jim G...My piston kit was for the 48RE transmission. If you can reach Sonnax at the tech line or by email, ask for an inside diameter measurement of their new accumulator piston. Measure your spring's outside diameter. See whether there's a match. Most aftermarket accumulator pistons are for later transmissions like yours. However, the kit may also cover the 30RH and earlier 904/999 units. Some applications apparently have a different spring diameter. Moses
  18. Hi, Jim G...The 32RH is similar by design to other RE/RH transmissions. I did an extensive article on upgrading these transmissions. The article clarifies the spring positions in general, which you have guessed correctly, and indicates several weak points in your transmission. You may want to pursue some of the upgrades while you have the pan down. They do not require transmission removal. See the Sonnax website online for 32RH upgrades: https://www.4wdmechanix.com/Survival-Upgrades-for-Jeep-and-Dodge-Ram-Automatic-Transmissions?r=1 Here is the orientation of the pistons and spr
  19. I figured that, Ian...You mentioned that you were not home when they unloaded the truck. Looking forward to that photo with your big grin and the Power Wagon! Moses
  20. You should be a proud dad! A budding engineer in the making? Great that he is doing all welding processes, especially TIG/GTAW. Encourage your son to read about metallurgy and heat treating as they relate to welding. He'll discover that metal compatibility is "chemistry" and why we use specific filler rods and cooling processes. Sports provide a good balance in life and personal development. I instructed Automotive Technology and Welding at Rite of Passage and served as the Director of Vocational Training. The ROP program placed heavy emphasis on team sports and athletics. Staff a
  21. Thank Jess for the video footage...I enjoyed the multi-generational enthusiasm for this truck! Start 'em young! Moses
  22. Wow, Ian, it's a driver! I'm excited, too. Are we showing our age? Or is this just our truck history perspective? (Age denial is always a good thing!) Can't wait to see what you do with this truck! Powertrain seems intact, the 251 wants to run...Nothing like spur gears and double-clutching. Moses
  23. I'm impressed with your son's progress and growth at mechanical work. Encourage him to take math seriously, it's a "tool" and foundation for engineering. You may have a budding mechanical engineer in the family. At age 13, I began taking mechanics seriously. Encourage your son to use factory shop manuals (FSMs) with his work to coordinate steps with the manufacturer's expectations. Reading FSMs is ground school for a career at automotive technology or a sidebar for engineering. These parts are getting somewhat rare. If the units are in good condition, I would ask $250 for the t
  24. Nictaux hicks...Welcome to the forum. Good luck with your parts sale. For those curious, this should be an I-H 152 slant four and a B.W. T90 transmission with a Spicer Model 18 twin-stick transfer case—similar to period Jeep models. Check out the Advance Adapters website (https://www.advanceadapters.com) and catalog for actual fitment and possible parts interchange. Look up Scout applications and adapters for details on this transmission and transfer case. Moses
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