Rocket Doctor

Stopped for lunch 'somewhere' along the Alcan, prior to getting to Whitehorse. At this point, I actually got the stove out, made a pot of coffee, filled the thermos, cooked up some soup, a bit of bacon, a couple of spuds and an egg, and feasted. It proved to be too much, and the extreme lack of rest areas (at least like we're accustomed to along our Interstate Highway System) do NOT exist once on the Alcan. This sign gives a glimmer of Alaskan humor. Just after the turnoff to head into Exit Glacier, outside of Seward, AK. Destruction Bay, north of Haines Junction. It was clear, with a frigid wind blowing directly off the water into my face as I took this shot, and it is the last shot I was able to take with my camera for several days. Not sure what happened, but the camera did NOT like the cold, and I was unable to use it after we flew into the hunt area. This shot is looking toward Haines Junction, coming in from Whitehorse. On this trip, this is as bad as the weather got. On the trip out....well, it was a bit more challenging between here and Edmonton! As you pull into Tok, AK, you have several choices. Turn left and continue on for 350+ miles to head into Anchorage. Stay on the road to Delta Junction, turn left and go down to Anchorage. Stay on the highway, go through Delta Jct and head on into Fairbanks......but if you came in non-stop from Haines Jct, this place might be the more prudent option, at least overnight. Fast Eddie's had good grub, clean, quiet rooms, nice staff, and was a welcome respite from the road. This pose is mandatory for a trip on the Alcan! Gotta get one foot in Canada, and one in the US, of course! The official "end" or "start" of the Alcan, depending on which way you're headed. Delta Junction. You will see these, as well as caribou, black and grizzly bears, and real, live free-ranging bison along the entire route, any time of day, 24-7/365! BEWARE and be alert. You do NOT want one of these coming through the windshield, and are the reason you see a lot of trucks up there with 4", schedule 40 pipe 'critter gitters' and 'sliders' that are an attempt at deflecting animals away from the windshield. Also on display at Delta Jct. Not sure that AK highway department installed it, or a local attempt at humor, but the warning about hitting a bison, and having yer outfit destroyed, and the buff wandering off unhurt is valid! This is the view we got on the day trip from Anchorage to Seward! Mighty purty! There's also an outstanding aquarium there with a lot of the sea critters that inhabit both the sea, and the fresh waters there. The kids loved it, especially the sea lion, that would follow stuffed animals held against the glass, to the kids' delight! Another "must" is to make the drive up to Denali NP. This stop between Denali and Anchorage is big, well maintained, and VERY photogenic! From this point, it's still a couple or three solid driving hours to Denali NP headquarters. That's where the Inns are, as well as the point where you can (hopefully) get a seat on one of the few buses that are allowed to drive into the park. You can't drive your POV into the park! You can walk in, or ride a bike, but it's a LONG way in there. This was between Denali and Fairbanks, just about where you start to doze off after a long drive....I managed to spray coffee all over the dash and windshield when I read this driving by! Had to stop and get a shot. This young lady's expected birth was another big part of our trip. That's Grampa Walton's finger that she's got hold of, and over the years, she's managed to effectively wrap me around HER fingers! Well, I've bored you folks long enough. This is just a small smattering of the photos and video we shot, but in the recent move, the DVD's and tape are in a box somewhere in one of three storage sheds.......An amazing trip, well worth it!

This 1967 Ford F-100 4X4 was purchased by my folks in the fall of 1968. It was used, and Dad chose this one after test driving several used IHC's and Fords. Actually, his test drives ended up being over a long weekend, and involved venturing into the snow, mud and muck in the low mountains around our home in search of mule deer, and getting into and out of elk camp. He got along well with the dealers! In any event, it came with a 352 cid V8, four speed manual, and Dana 20 transfer case, that was "in and out" with no low range. Along the way, it had a 351 "Modified" installed that was shortly removed, another 352 installed, and, after my oldest son drove it for a bit, he traded the 352 for a 390, and that's what's in there now, along with the remainder of the original drivetrain. Axles are true 'high pinion' Dana 44, and 9" Ford with 31 spline axles and open differentials at both ends. Manual steering, which, back in the days of bias ply tires, was easy enough to manipulate, but when Dad installed its first set of Goodyear radials, our arms started to make us resemble Popeye! It's even worse now, with all the wear and neglect that "Old Green" has seen. Dad, of course, used it to haul a 16' camp trailer, hunting gear with a couple of Honda Trail 90's in the bed, I used it as a primary vehicle for four years in high school, where the headliner got at least a couple of sets of footprints....not saying anything more than that. My younger brothers each had a turn at trying to destroy this truck, one going sideways off a two lane road in the winter and taking out 50 feet of barbed wire and cedar fence posts with the driver's door, another brother who buried the thing in the sand and mud of a local diversion reservoir many times, and Dad, who dropped a tree across the hood while cutting firewood for the cabin. I learned a lot of "back country" mechanic'n with that truck. We (my Grandfather and I) had a driveshaft u-joint bearing failure, and he showed me that I could use a couple of wraps of a hose clamp and a healthy gob of grease to close the gap after the roller bearings 'went away'. We nursed the thing 40 miles home on that repair! Found out that the truck was still driveable, at least to get back home from the boondocks when the carrier bearing failed, and we pulled the entire rear driveshaft assemblies out, and drove on the front axle. Not fast, not far, but it got us out and home! This is one of those projects that will probably take a LOT of time. Mostly just to get through all the stories and memories that go with it. Dad passed away three years back, and it's been sitting in the pasture neglected for a lot of years. He was always going to "do something with it", but in the meantime, kept buying newer and newer vehicles that were more comfortable and easier to drive. Mom asked me to clean up the pasture, and I pulled it the 65 miles home to put it in my pasture. Just another old Ford to a lot of guys, but Old Green is pretty special to Me!

I tried to post some of the photos of our trip, but the files are huge, and, not being a "digital whiz kid", I'm still struggling with how to re-size the things to get them to post!

Sorry to have taken so long to reply. Much to do after renters left our other home in a shambles...Anyhow, a bit of history on the components. The 454 originated in a 1974 "Heavy Half" Suburban that had a Turbo 400 behind it, two wheel drive, of course. I installed a new flywheel, clutch assembly, pilot bushing, and put it in front of the 465 where a 350 gas engine had previously been. The 350 had a connecting rod hanging out the side of the block, courtesy of one of my sons who had an "enthusiastic" driving style. Prior to installing the 454, I replaced the timing set with Cloyes double roller timing set, and while it was on the engine stand, I removed the oil pan, R&R'd both front and rear main seals, inspected the bearings, and put in a new Melling HV/HP oil pump and drive. Other new parts installed were water pump, thermostat, Accel HEI distributor, coil, plug wires, fuel pump, power steering pump, and I removed the remote engine oil cooler adapter from the block that I never could get to seal. I should have replaced the cam, lifters, springs and retainers, and also should have had a valve job done, but it ran really well prior to removing it, so I figured why... Another son with the same right foot affliction as the other, soon revealed why the original valve operating system was inadequate! It now has lifter noise in at least a couple or three lifters. For now, it's just an annoying 'tick', but I won't let that get too far along before I remedy it. Also purchased new and installed into the GMC was new motor mounts, intake manifold and exhaust manifold gaskets, a new, properly sized and rated "big block" aluminum radiator and mounting pads, as well as new hoses. I "kitted" the "Quadraflush" carburetor, which starts, and runs great, seems to be quite capable when 'wheeling, and has yet to develop the "overnight fuel dump" that every other Quadrajet I've owned has eventually developed. I do have a 650 Edelbrock carburetor that I had been running on a small block, and I'm going to swap that for the Q-jet to see if there's any difference in performance or mileage before I get to yanking and swapping drivetrains. The 3/4 ton axles are geared 3.73, and both are "open" differentials. Both have had new rotors/drums/pads/shoes/bearings installed within 10K miles, with no noise, vibration, leakage or other distractions noticed in operation. As I plan to 'gut' the pickup to acquire the parts to make the swap, the pedal assembly, steering column, and all the other little parts that can be aggravating to find are 'right there' and work, so I'm not anticipating a big parts search, with one glaring exception...I'd love to dump the NP208, and install the NP205 that I have sitting in the corner of the garage. Problem is that the 205 came from a Dodge 3/4 ton, (transmission unknown) and I'm not sure about compatability. I may end up putting it in the paper with an offer to trade for the 'right' GM case.

We went up the Big Lost River Valley to visit family the other day in Mackay, Idaho. While out at the corral, looking over the niece's 4-H 'critters', I spied a full-size Cherokee. I didn't manage to get more than a casual look at it, and know no specifics at this time. I understand that it was the wife's cousin's first vehicle when she started teaching school 'up there'. I'm intrigued by this vehicle for some reason. I remember a couple or three of them hanging around the 4 wheeler club while stationed in Great Falls, Mt., and they did very well, compared to most of the other full or 'mid size' 4x4 vehicles that attended our drives. About the only specifics I know at this time are that it is yellow, with what looks like a native American-produced beaded hat band, if you understand what I'm talking about, the body color is a faded yellow. IF I can talk her out of it, the first biggest obstacle will be moving several antique I-H Farmall and John Deere tractors and implements out of the way! Better, I suppose than digging it out of a mud hole! Will post more later as things develop.

I happened across this interactive map, that shows a LOT of the backcountry trails, and fairly updated status, at least as far as Gov't road closures and limitations are concerned. Several different views, including satellite imagery, with road/trail overlays, including campgrounds, and who sponsors and maintains them. You can drill down with the satellite view to get some pretty amazing overhead views of some of the areas, though a ground level view is a lot more helpful to see grades, slopes, yadayadayada....some fairly important considerations when 'wheeling. IIRC, you can also overlay the IDFG (Idaho Dep of Fish and Game) hunt unit boundaries and designations. Thought some may be interested. As always, Take 'er Easy! http://www.trails.idaho.gov/trails/

If you ever get the chance, you have to make the drive up the Alcan! My first trip up was in 2003, when two friends and I set up a moose hunt about 30 miles north of Tok, AK in the 40 Mile area. My oldest son was stationed at Fort Richardson with his small family, and they were expecting a third child during the time my wife and I were up there. I hit the road at 4 am on a Friday morning, drove up I-15 from my home in SE Idaho, through Great Falls, one of my old stomping grounds, then on up through Calgary, Edmonton, and finally putting tires on the Alcan at Dawson Creek. Odometer said right at 2,700 miles traveled when I parked in front of the son's base housing unit on the following Monday morning. BTW, I made the trip up on the first of September, and by that time of the year, didn't suffer the frost heaves that can make the trip an abusive, excruciating drive earlier in the year. While there, the wife and I, and the son's family also drove down to Seward for lunch, and back to Anch for a great 'day trip', but we didn't get a chance on that trip to make it the rest of the way around the Kenai Penninsula to Homer, nor down to Valdez. Another trip, perhaps after the wife retires, and we can meander around and take our time doing what we want to without a compressed time schedule. Besides, I want to finally do some salt water fishing, and perhaps tie into a 'barn door'. I do love Halibut and Salmon!! I took the time to prepare the 'Burb by replacing anything, and everything that I could imagine might be worn or questionable. It paid off! I took along a full set of tools, two spare tires, u joints, bearings, well, pretty much what you'd prepare for any extended 'way-back-country' expedition. Pay for everything in Canada with a credit or debit card, and let the bank worry about the exchange rate. The locals I ran into along the way weren't really entertained when having to calculate the exchange rate between US and Canadian currency. I only took $200 cash through Canada, and stopped in Great Falls at a bank, and exchanged it there for Canadian currency. I spent the last two dollars on a bag of chips before we re-entered Montana on the way home. Oh, for those who might not have had the experience of engaging some of the Kanuks before, there's some things you absolutely must know. Do NOT ask who the ugly lady with the crown is in the photograph above the counter when you check in at the Canadian Customs! Especially not at 3 am!!! Do NOT try to keep pace with a Canadian when drinking! EVER! You will never learn the correct way to enunciate 'Canadian speak', so don't try to come off sounding like the boys in "The Great White North", eh? The Mounties WILL be behind a tree, no matter where along the way, if you try to go a couple of miles over the speed limit. (Remember to adjust you speedometer, or change your GPS to read kilometers per hour!) Also, they have NO humor for 'foreigners' trying to explain their way out of a ticket. There is no "seven miles an hour over the speed limit" rule up there, except on the major highways between and around Calgary and Edmonton, where your outfit had better be able to do the quarter in about twelve seconds, and be able to get to and maintain somewhere around 85 mph. Best comparison I know of is trying to merge into traffic around Dallas/Ft Worth, or Oklahoma City on I-40 or the business loop around OKC. ALL females northwest of Edmonton are absolutely gorgeous! Even if they have no teeth and weigh upward of 300 pounds or more. Also, they ALL have a huge, hulking male attached to them that will jealously protect them. The only thing that they value more than a woman is their sled dogs! Also, it is impossible for a mere American to come out ahead in a drunken altercation with a backwoods Kanuck! Do not try it. The speed limits are posted in kilometers per hour, you purchase gas and diesel by the liter, AND northwest of Dawson Creek, fuel up every chance you get, as it can be a VERY long walk or wait for help. Cell phone service, at least by 2005, my last trip, is spotty at best. Get the little card from your insurance company that specifically states that you are covered in Canada!!! Do it! Don't try to sneak or take a handgun of any sort through. The RCMP has absolutely NO humor. If in doubt, find someone in Alaska who has an FFL, and ship your guns up prior to traveling, pick them up there, and ship them home. Finally, remember to never, ever, disparage the Queen. Or hockey..........

I'm on board with the 700R4. The one I have that is immediately available (and no further cash outlay to acquire) is sitting in an '86 Chevy half ton 4X4 behind a carbureted 305, and NP208 behind it.

Here's the link to Novak's "knowledge" page for the XJ swap. The information there seems to indicate that they can accommodate anything from a carbureted 283 to an LS1. The 88 went away several years back, leaving me with the 98. My 98 XJ has the 8.25 Chrysler rear, so that will likely stay. I also don't have the front axle disconnect on this one, and in my mind, simplifies things greatly. My choice of transmission would be a tossup between a TH350, a TH400, or a 700R4. The 700R4 gives a bit 'deeper' first gear. It's also fairly easy to adapt the NP231 T case to it, or just about anything, just so it has a driver's side drop for the front shaft. If I remember correctly, the parts to do it are available direct, but it also seems that some of the "hot rod shops" online carry their line, as well. The price they quoted me at least 8 or 9 years ago has surely escalated, and, they hadn't developed the exhaust or cooling system yet. If you had the engine, tranny, and t case on hand, I think a conservative number for the rest of the parts would likely be $2K to $2500, but it could all be cleared up with a phone call. I just really wish that they had also developed mounts and systems to install an injected 5.0 Ford. http://www.novak-adapt.com/knowledge/xj_swap.htm

I followed a couple of the swaps over on the NAXJA forums for awhile. I think that there's probably easier swap platform/engine combinations, but the rewards of the GM LS engine in an XJ is intriguing. Several years back, when I was driving my '88 4.0/AW4, and was having problems with it, I contacted the good folks at Novak and inquired about the GM install kit after reading about it in an issue of "JP Magazine". Back then, they offered to do it as part of a "Beta Test", as they hadn't quite figured out all of the electronics interface. I understand that the bugs have been worked out, and other than finishing out the exhaust system, everything else was available, including headers, and an appropriate radiator. All it takes is cubic money. I believe that this is the route I'll take eventually with my 98. Just waiting for the 4.0 to give me problems....still waiting for that.........

Well, perhaps I can pose a question or two. I'm seriously considering swapping the entire drivetrain from my 1986 2500 GMC into a 1982 K5 Blazer. The GMC has a 454/SM465/New Process case, with the 'semi-float 14 bolt rear, and 10 bolt front. I know that I'll be moving spring pads to get the rearend from the pickup mounted into the K5 chassis. Any surprises with swapping the front in? I intend to move the entire brake and steering systems over to the K5 chassis, and the cooling system, as well. I guess the biggest concern that I have concerns the 3/4 ton 'semi float' rear end. I've hauled some fairly substantial loads for fair distances with it in the pickup, it makes no noise, the brakes are good, the bearings, as well. Am I perhaps just a bit paranoid about this rearend, or would I be better off trying to source a 'full floater'?

I'm running Sport King A/T radials on a 2500 GMC pickup, and a K5 Blazer. The tread is fairly close, so in the 'Tiger Poop' mud, they load up pretty quick, and they're no more effective than a well worn highway tread. In anything else, they do great, and I'm well over 40K miles on both sets. Can't seem to wear the things out. IIRC, I bought them at a local Tire Factory store, for less than $70 apiece, if that tells you how long ago I got 'em. I'm running Toyo A/T's on a 93 F250, and was originally concerned about them loading up with the fairly mild tread pattern. No concerns as of yet, but, the truck is big enough that getting way, way up in the boondocks with it isn't my first choice for a rig. While mounted on that pickup, a 'plus cab', or whatever they call the thing, with 8' bed and 4X4, 10.25 rear axle, and the TTB front, I've hauled a 10 1/2' self contained camper, and pulled a tongue-pull 26' camp trailer, and other times, a 23' Reinell with cuddy and big block 460 and 80 gallons of fuel. They have worn great for me, and have yet to have any problems getting into and out of unimproved camp spots, and have yet to slip a tire pulling the boat out on some fairly severe wet concrete ramps! My 'other' F250, an 04 Super Duty with V10, has a set of Goodyear Wrangler 'Authority' tires. Honestly, I haven't had the things off road much, other than in some snow and firm mud that I've encountered this winter. On slushy roads, and on ice, I've felt entirely secure with the things, but, I'm really conservative when I drive in winter conditions. Better mileage, and have yet to have to call a tow truck or ambulance! The one thing I don't care for with these tires is the road noise at highway speed (55-75). In this truck, I have to have a window open to really notice it, but, when I do, the 'drumming' is fairly pronounced. Got these, believe it or not, at WalMart, for a reasonable cost, on the recommendation of my son in law, who's been running a set on his older 2500 GMC, loaded with firewood, or pulling a camper or trailer full of ATV's. My 98 Cherokee has run several sets of tires in the years I've owned it. The set I that were on it until two years ago were a set of Cooper tires with an "all terrain" tread and a 30-9.50 size mounted on 15 inch steel wheels. Gave really good mileage in this rig, even at 75 mph, with good handling manners, and, were capable off road, as well. The tread surprised me in the way it handled bumper deep snow! Fairly 'narrow' when mounted up, they didn't give a lot of drag, nor push a lot of snow in front. They just cut through, dug in, and kept moving! I loaned the Cherokee to my son to drive over in Wyoming out in 'oil patch', and when I got it back, the Coopers were in the back, and a set of Les Schwab "Bighorn Maxis" 235-75-15's installed, according to him because they "looked so much cooler".... Anyway, these tires, with open, "mud terrain" tread that refuses to clog with mud, and after several trips out into the lava beds and flows out between home, Craters of the Moon NM, the Big Southern Butte, and on up into the rocky outcroppings into the primitive trails in the mining districts, I've yet to have any complaints except two....and I think they're common to any tire with this tread design, and those are highway noise, and rapid tread wear. I see the most wear with 'around town' and highway use than I do in the boondocks! All of the tires on the 2500, and both F250's are 10 ply tires with corresponding load ratings. I think that somewhere down the road, I'm going to order a set of re-caps from these folks. Hey, I'm not made of cash, and a couple of friends here in town have run them off road, and don't worry a whit about them. https://www.treadwright.com/default.aspx

My Wife's Grandfather and Great Uncle were both drafted into the US Army after our entry into WWI. Her Grand Dad went to Europe, her Great Uncle went to the Pacific Northwest in the "Spruce Production Division" that was formed after strikes halted the harvest and production of spruce that was vital to aircraft and maritime production. Pretty much a "union busting" operation by the federal government, but effective, as it didn't take long for the loggers and mills to get back online when the Doughboys showed up and looked like they were going to take their jobs. Anyhow, there's quite a few photos of the incredible timber that those guys cut and moved with vehicles available in those days. As you mentioned, the TT and AA Fords were quite capable in their day, as were the Chevy's, Macks, Diamond Reo's, and a slew that I can't recall at the moment. If you're interested, here's a link to some of the photos that the Pacific County Historical Society and Museum has accumulated. Good read, as well. http://www.pacificcohistory.org/spruce.htm

Awhile back, one of the enthusiast magazines had a write up and photos of a bunch of fellas taking restored military vehicles on the same route that a transcontinental military convoy used, if I remember correctly, sometime around the end of WWI. Probably in the mid twenties. The 'lead' vehicle was a 1926 Dodge Touring car, which was the same as the original convoy would've used. Most roads 'back then' were still not more than wagon trails, and when the weather got nasty, they still made it through, though not without some backbreaking work. Very revealing is watching the old movies of the WWI vehicles negotiating mud, snow, and roadless terrain! There was also a much publicized safari of sorts into Mongolia by the fellow that inspired Indiana Jones (his name escapes me at the moment), who used camels, horses, AND a fleet of early motorized transport in search of new species and fossils. My Dad and Grandfather both used Model A's and T's to access the mountains and the high desert here in Idaho. I've had pretty good success using fairly narrow, tall tires in snow, though it seems that on the heavier vehicles I drive, the traction depends a great deal more on tread design and ability to clean itself. My Mother's Dad talked often of a trip they took from Blackfoot, Idaho to Yellowstone Nat'l Park and back, in a mid-twenty's Buick, and how they had to stop every so often and adjust the wooden spokes, as the 'roads' were in such terrible condition! If you've never had the opportunity to see it for yourself, you ought to seek out a video of one of those old Fords with the transverse mounted springs articulate! Truly impressive, and I've wondered why the "planar" design (isn't that what Willys called the transverse spring arrangement on the Jeepsters ?) hasn't been used more on a 4X4 vehicle.

I test drove one of the first to show up on a dealer's lot back in 1984. I liked it, even was allowed to take it out to the diversion dam and use it a bit on sand berms, loose gravel hill climbs, not much 'heavy duty' wheeling, but enough to get the impression that it was definitely NOT a 'get Momma to the market, church, and soccer game' rig. I couldn't afford one back then, but when they started showing up used, I managed to buy three of the things. BII's, that is. All were carbureted 2.8's with five speeds. Single biggest problem I had with them was the electronically managed carburetors. Pure junk, as far as I am concerned. I'd played around a bit with the 2.8 prior, in a 72 or 73 Capri. THAT little rig hauled butt, so I knew the motor had potential. I owned a 72 Bronco, bought it in 1973, with 2000 miles on the odometer. I don't recall that the little BII couldn't go wherever the original Bronco went, at least in stock form for both vintages. The TTB front end was a lot more comfortable to drive, and with good shocks, even seemed to manage lumpy, bumpy, gravel roads better than the solid axle D44. I never got 'round to swapping in a 302, but it was high on the list of "want to do that" upgrades. In fact, I bought a really decent 302 with rear sump, a C4 auto, and found a 4X4 Ranger with blown motor for a hundred bucks that yielded an 8.8" rear axle. Before I could get 'round to doing anything with the pile o' parts, I was offered too much for it, and the parts and it went down the road, and I ended up with the first of a few Cherokees. Don't get me wrong, I really, really like my Cherokee, but I do believe that going down the road, at Interstate speeds, anyway, the Bronco II seemed to handle a bit better, and was more comfortable, with more room for my large physique! My son bought one from a fellow worker over in Wyoming, with the injected 2.9, and has decided that he doesn't want to mess with it, so it's possible that I'll end up with that. My best friend bought one of the first EFI 2.9's when they first became available, and got tired of it several years and 260K miles later, and gave it to his son in law. Jim and I took that little bugger into places that I'd have hesitated taking a 2A into! We did end up on the side of the road dead in the rig, though, when the 'hot' line to the fuel pump somehow ended up on the exhaust pipe, and shorted the whole shebang out. We were both "points and carburetor" guys, and after a tow, and mechanic's bill, he ran it for the rest of the time with only regular maintenance and tires. I like 'em. I've wondered recently, though, about using a 4.0 with five speed instead of a 302/5.0, after driving Dad's "Exploder"..........

Moses, I see you pose a question asking about anyone using a 302/5.0 Ford in an XJ. I haven't seen one done, nor heard of one, but I've talked to more than one guy, myself included, who'd sure like to try it! I know that Novak lists a package to install a Chevy LS into the XJ chassis, and I believe that if you can stuff one of those in there, the SBF should fit as well. I'd sure like to see one done, as I know there are a LOT of Bronco II/Ranger drivers out there who are more than satisfied with the conversion. Oh, BTW, in addition to intense high temps causing the instrument cluster failure, I'm here to report that sub-zero, 'cold soaked' components will give the same result! I've suffered along for about two weeks now using a GPS for speed control, and topping the tank at least two times a week to insure that I've got sufficient fuel to venture into town for grub, or a short ride onto the high desert to bust a song dog. Additionally, my '98 XJ also gave me fits a couple of summers back, when I sat in the car, inserted the key and turned it, and no starter! I cleaned the battery terminals, as well as pulling the positive cable out and cleaning the contacts on the engine and reassembling. Funny thing was, though, that even in this condition, I could get the thing running with the old "GI Jump", or whatever it's called when the vehicle gets a shove and the clutch is engaged with the tranny in gear. I drove 500 miles from Cheyenne, WY, to my home in Idaho without shutting the engine off for fear of it not starting again in the middle of "Resume Speed, Wyoming"...I thought that it was perhaps the result of water infiltration into the passenger compartment after I used my high pressure washer to clean the air intake at the bottom of the windshield, thinking I'd shorted something out below it. Eventually, the problem went away, and it's only done it a time or two since, but nothing like that summer.

My first XJ was an 87 with the 4.0/Renix and the AW4. The single biggest reliability issue I had with the rig was the cooling system bottle. Got to the point where I carried TWO in the vehicle, with extra coolant, water, and tools to replace it, and there was more than one trip where I limped home on a leaking second bottle! The only other real problem I had with it was that going uphill, especially at interstate speed, it would start running like it was a Briggs and Stratton instead of a six cylinder. I found that the guts had busted loose inside the catalytic converter, and they would occasionally slide back and choke the exhaust off. I won't swear that the converter got replaced, but the exhaust got 'fixed' and ran till the coolant bottle blew apart again.

Thanks for the thoughts and recollections! When I was in the USAF stationed in Montana in the 70's, I belonged to the "Cascade County 4 Wheelers", and at the time, I was driving a two year old 72 Bronco. I looked at other rigs, but the wife, with one child on the ground and another on the way demanded at the very least some basic comfort items, like a roof, doors, windows, heater... There were a LOT of pre-AMC CJ's in the club back then, one I clearly remember was one that belonged to a fellow I worked with, that ended up with a 400 Pontiac, Turbo 400, and D-44 axles out of a GM pickup. That thing was an absolute monster. It was nearly as wide as it was long, but then, that was also when a 31-10.50 Tru-Trac tire was huge, and the Desert Dog's were hard to come by! I also encountered one of the first 2300 conversions I'd seen back then, in a flatfender, and it made a lot of sense to me then, and has stuck. I suppose there is a time and a place for engines that will shred differentials, I just have to admit that that time has come and gone for me. (I have to admit that I have a 69 Mustang to do that chore). I also have a small bit of news...I was out at the end of the pasture a couple days ago, checking fence, looked over at the neighbor's 'junk pile', and noticed a recent addition, a white CJ3B with what looks like an aftermarket metal roof and doors. I might have to have the wife make up some cinnamon rolls and go for a visit! If he won't sell, maybe he'd like to have my F head!

I ended up with a '49 CJ2A in a trade with my son last year. Not my first Willys, I've owned three '57 Wagons and a 78 CJ7 in the past, as well as two XJ's, one of which I'm using in the hills around my home here in Idaho. The 49 2A came to me halfway through an engine conversion that has a 2300 Ford mounted ahead of the original transmission and case. Temporary engine mounts at this time, no exhaust, fuel supply, cooling system, just the engine sitting between the rails on some adjustable mounts till the final mounts are fabbed. I got a disassembled F head 134 with this outfit, and the hood has had a really funky 'hump' welded on to accommodate the carb and air cleaner when the F head was in there. BTW, I understand that this outfit was purchased originally for one of the city golf courses new, and was modified over the years with the F head, and finally the Ford before the last owner sold it off. Not much of the ineterior left, it had import sedan seats mounted inside, and those came out with a good tug! There's a home made rollbar that may stay after I check the welds and maybe add some buttresses. I believe that I'll finish up the 2300 Ford swap, convert to twelve volt system throughout, and seriously look into disc brake and Saginaw steering upgrades before venturing very far from home. Speed limit in any direction from home does not exceed 65, and probably 98 percent of the roads and trails are gravel, or perhaps at best oiled gravel. More than anything, I see this outfit being hauled out behind the pickup/camper, and used from there to explore the old trails and hunt and fish from. We thought about getting 'four wheelers', but my physical condition won't let me ride one of those 'bronc's..... A friend of mine in Michigan called the other day, and asked if I'd like to come visit, and take home his '47 CJ2A! That one is original, with a complete extra drivetrain included. Mike bought this one back in the late 60's when he was in high school, and drove it till he finished college and got married. Got a trailer. Got a pickup that'll pull the load. All I have to do is pony up the bucks for gas and grub for a 3500 mile trip at 10 mpg in the Super Duty! I believe that Mike's Willys will see a frame off restoration, the 49, well, it'll see mods, and I'm fine with that. One thing, though........for all the fun that those old 'flatties' are, I still really, really like driving around in the 98 XJ, with a roof, windows, air, a heater, defroster, radio.........perhaps one day, I'll think about modifying the Cherokee, but not for now!