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Mike M

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Everything posted by Mike M

  1. just a thought...I have that 700r4/208 case sitting there...it would almost be cheaper/easier to swap that in...if I can't source a trans from Herm. Crap. I thought I had it solved. It's only money, right?
  2. It's 3.73 axles with 31" tires. I hadn't considered the older 4 spds...hmmm. I don't plan to do any rock crawling, as there's not a lot of that around here. (Unlike western CO where I'm from) mostly trail riding to get to prospecting spots and hunting. My goal is to have this jeep as a daily driver/trail rig. Resto-mod sort of deal. Drive to Casper if I wanted to. (that's a crappy drive no matter what. Uphill both ways and ALWAYS windy I will consider this option...! Thanks Moses!
  3. Yes, the RTS that Herm uses has a few flavors...Tremec T170, SROD, RUG, etc. He only uses the truck versions. I haven't gotten over to AA yet, but Novak has adapters for AX15 and NV3550. I will give AA a look as well. That YJ spring conversion uses frame mounts for the front hangers that look waaay better than the stock shackle/hangers. I'm kind of wary about doing a shackle reversal as I have had a bad experience with that long ago. Could've been the backwoods engineering...? I'll update as soon as a trans replacement is found. Thanks Moses!
  4. As far as cosmetics, and a bit of added function, I lightly trimmed the rear fenders and rolled the edge. The topless pic shows how the jeepster sat as I got it. The one with the top is trimmed. I have some fiberglass flares for totally trimmed rears, but decided to stick with a more stock look. The Rocky-Road YJ kit will lift it another inch.
  5. Freakin Winter.... So, the RTS has a very similar ratio set as the T14. At least the version that Herm rebuilds and sells. Very Close. Plus, he makes improvements where he can. From what I can determine, it's a drop in. No driveline corrections or anything. Since he can't source any, I am curious as to how difficult it is to adapt the Buick and the Model 20 to a WC T5? I didn't get a chance to get in touch with him today. So the project for tomorrow is to just remember to call him about it. I realized about two weeks ago that the original 37 amp alternator is and will be pathetically under powered for added electronics, so I ordered a 78 amp from an 84 Buick Regal. A bit of wiring, and it should be peaches. EFI, Winch, SEAT HEATERS. . I decided not to go full bore 94amps just due to added engine load. And I figure 78 ought to do it. The new CJ7 project drove here just fine (with the hood strapped down. It has a 4cyl/4spd in place of the original 258/T5. ??? I know,, huh. Who would DO that? Anyway, many options on engine/trans combos. I do have that 210HP/275TQ 3.8 sitting there, but that's for the Jeepster when I need it. Any suggestions on a modernish engine/OD trans capable of interstate speeds? The wife likes the hydraulic clutch in my jeep so much, she has elected to stick with a manual gearbox.
  6. Moses! Just an update on my rig...open knuckle Dana30 with a disc brake conversion, brake booster, power steering pump and gear, HEI dizzy, and they hydraulic clutch...all complete! Howell TBI, and Rocky Road YJ spring conversion on the way. I decided to go with a Hermtheoverdriveguy RTS 4 spd OD trans to replace the T14 since the hydraulic clutch worked so well. However, Herm can't source any more RTS transmissions, so I am on the hunt for one. (Once it warms up...-20 last week.) Looking forward to getting this finished! Oh, we also inherited a 1984 CJ7 that was front-ended. We'll see how that turns out. Merry CHristmas and a healthy, prosperous New Year!
  7. MOses, with all I've researched, and your advice...(and back issues) I'm starting to think the 3.8 swap with holley sniper setup and just keeping the original 3 spd. I've seen hydraulic clutch setups that don't look too difficult. Finally got some heat out in the shop and will be able to get rolling on this project once again. Thanks Moses for all your help! If you're ever in Eastern WY, let me know!
  8. I found an 86 Buick Century as a donor (has RWD mount bosses as well as FWD mounts. You'd need the entire engine as there is a requirement for a cam and crank sensor)....the 89 up series 1 3800's have the 60 degree bellhousing. I have the 700r4 from an 86 chevy pickup. Yes, the tailhousing would convert to a 60 deg trans body, but I want to use the trans I have, and not spend more cash on the rare 60 deg variant. The newer 3800 variants would be an awesome swap if a fella hadnt already spent the coin on a 90deg trans. Does all of that make sense?
  9. OK, after having found a donor rig and thoroughly researched this SFI swap....it looks like it won't be a "cheap" junkyard swap. The biggest problem is the intake manifold. the TB is on one end, (the back side when turned longitudinally) and the water neck is on the other. No easy way to use it unless there is a lot of custom aluminum fabrication on the manifold. So that leaves the only other SFI platforms which were Grand National turbo setups. And as you may know are rare and expensive. So, unless you're willing to cut a hole in your firewall and run the air filter in your dash, this won't work. Haven't looked at drilling a standard carb manifold for injectors yet, but that might be an option. So, when it all comes down to the bottom of the pro/con list, the Holley sniper looks like the best option. The Dauntless I have currently runs well, a bit of valve train noise, but still tight and stout. Looks like the Holley Sniper is the proper route, considering I can rebuild the 84 core with the cam/pistons I want and the Sniper will convert over seamlessly. I've turned over every rock I could find, so unless someone has some secret knowledge, this is it.
  10. What about this thought...say I find an 86-88 FWD 3.8 and grab all of the SFI stuff and use that on my 84 engine? That way, its all OEM and designed specifically for that engine. No real conversion work at all, and I end up with a nice, reliable and somewhat economical rig. I havent seen this done anywhere on the net. Have you seen it done this way?
  11. Just going over all of this...not sure which swap would be easier to do. Just spoke to the mechanic that worked the heads and installed an RV cam in the 225 thats currently in the rig. He states that he thinks that the valve seats were replaced at some point. Which of course means that I could run unleaded fuel without worrying about seat issues. Dangit, I thought I had a plan. I would love to run FI of some sort, and an OD trans. Looks like I could use the 225 (48k miles) and not worry about the rest of it. Maybe pull the 3.8 and save it in the corner for future use. Heck, maybe pull both engines. Ive got 3 acres, why not?
  12. What pistons do you use for your 9:1 CR? Also, we live at 5000 ft, which knocks down the actual CR a bit, but I cant remember the formula.
  13. Oh, the steering...picked up an open knuckle Dana 30 with 3.73's (matches my Jeepster), and a power steering gear from the Jeepster Guru (Russell Wiktop). I have a disc brake conversion ready to go on it and a brake booster and master. Just need a proportioning valve at this point and new U joints. (winter preps on everything got in the way of finishing that part). I actually picked up the entire Cutlass just for the power steering pump and brackets. The guy was very generous and wanted me to haul it off. Its actually in excellent shape body wise and would make a great hotrod if somebody wanted it for a LS swap. But I'm not that guy.
  14. The 700r4 is from a 86 chevy pickup, and the 208 is passenger drop. There were a couple of years when they did this on solid front axle trucks. I thought about adapting the Model 20, but thats another adapter to buy. Good case, I know, but the 208 has a lower low, and the weight of the Jeepster is quite a bit lighter than the truck it came out of, so I'm not worried. SO it'd just be a BOP to GM adapter ring and the flex plate thats native on the 3.8 (I think, havent found out yet if it will work, but its a 3 spd 200r in the cutlass.) Jeepsters are really rare in SE Wyoming, so I'll probably have to fab the crossmember. I had also considered using the 350 that is in the other parts truck, but that opens up a lot more fab stuff that I don't want to do anymore. (three spine surgeries makes it rough sometimes) It is a running truck, so all of the sensors and whatnot are there. But I think you're right on the TB, it might be too large for the 3.8. I thought it was just the injectors that changed between the 350 and the 4.3? Not sure. The 3.8 needs a rebuild, hence the idea of bumping the compression to 10:1 with buick 3.0 pistons. They're flat tops like with the 225, and the same bore and pins. I haven't run the Melling cam, but heard it was a good one for the most low end TQ. I noticed that you're fond of the 252 cam. I'll have to look at the specs on that. And if I can ever find a reasonably priced 4bbl manifold for the 3.8, I'll go with that too. Stock exhaust manifolds and a single 2 3/4" pipe. Now if I can figure out if the Electronic Spark Control of the Cutlass will integrate with the later TBI...hope that puts it together better! Awesome sight Moses! Thank you for your time! (and knowledge)
  15. My Jeepster has the 225/3 spd and everything works quite well. However, to modernize it a bit and make it easier to drive for my wife, I scrounged up a 1984 Cutlass with a 3.8, and a 700R4/208. I also have (still on the truck) a 1991 Chevy 350 with TBI. My plan is to rebuild the 3.8 with buick 3.0 pistons and the Melling MTB1 cam. Add the TBI for easy starts and efficiency. The 700R4 is for my wifes bad knees. Any suggestions?
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