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Forgot, I'll be using a Howell EFI system. We'll see how it works. P

Moses, In my County in Colorado, a 1981 vehicle requires an emission inspection, but only an idle tailpipe check. My Howell kit does have an E.O. number. It also came with an adapter for a 258 intake. Glad not to be in California. Anyhow, a number of years ago when I first installed the 4.0, I had a new exhaust fabricated. At that time, I neglected to closely inspect the system and a couple days ago, I realized that the shop also included a cat converter. So, I'll install as if I were in CA utilizing all the required emissions pieces. I'll have to get a vapor can. I will photograph this procedure and send them along if you have interest. Incidentally, when I completed the prior 4.0 install with the MC2150 about 6 years ago, much to my surprise, it ran quite well. I'll do better. Thanks, Paul

Moses, I appreciate your input. Quick question, Holley has a Sniper kit specifically for Jeep 258's. I'm still playing around with possibilities. Since I also have a stock BBD 4.2 manifold now installed (The dowels actually located the intake by setting the outside of the manifold flange on top of them. The 4.0 being a high port manifold) and the Sniper kit is set up for that BBD manifold. What is your position regarding this EFI system? Thanks, Paul

Moses, I light of your comments, It seems I'm into unknown territory. This project has always been the ability to carburete a 4.0/242 cu in Jeep engine. From the factory, it seems that the engineers went with FI and the third partys never considered anything else. Makes sense to me. My interest in carburetion was based upon the anticipation of being able to do field repairs in areas where I might be stranded off-road. In light of info you provided, and my engine being smaller displacement that the 258 (242 cu in), I'll keep trying with the current plan. I already had the combination of a 258 manifold/ 1.08 Motorcraft/4.0. running quite well. Obviously, I'm in a little over my head, but that seems to be my nature. Let's call it an educational challenge. Had a thought. Perhaps a stroker to 4.6/4.7 bringing the displacement closer to 5.0 L might be better suited to the Clifford manifold. I have a 1980 258 sitting here for a crank, I think that has the required short snout. That's novel, rebuilding an engine to fit a specific manifold, hahaha. Perhaps there's something here that someone else can use. I certainly appreciate all your help and I'll touch base with you as the project progresses. Paul

Moses, Quick question: Should I use a MC2150 with a 1.08 or 1.16 venturi? Latter was used on 304 V-8s (according to several people) or modified 258s. I was told that the Motorcraft 1.08 doesn't work on Clifford manifold due to low CFM's by Larry at Clifford, they don't provide a suitable adapter. The manifold does have a somewhat larger internal volume compared to a stock 258 log manifold. and, of course, I'm working with a 4.0, smaller displacement. I'm moving forward on my MC2150 1.08 , I'll try it and wait to see what you think is best. Thanks, Paul

Thanks Moses, I do have an MC2150 on the shelf. I think I'll give that a shot first and see what happens with a proper intake and header. I appreciate your help Paul

Moses, I agree with you and presented that very question to Clifford regarding simply opening the locating holes in the flange, which is large enough to be able to float the manifold somewhat. The manifold is actually restricted/guided by the exhaust manifold. They indicated that the only header that would work with this intake is theirs, which I'm good with (since I have one). I had considered simply cutting the dowels if it was that important. I think I will find out exactly where the intakes align before I do anything else by using and old intake gasket and doing a rub with some acrylic paint. i previously used a 4.2 intake with an MC2150, but had to be a bit more adventuresome matching the intake to the head. It worked but ended up with leaks, so I had this setup and figured to use it. Clifford didn't have an adapter to an MC2150, they said that that carb wouldn't provide enough flow. They may be right. I also came across a piece of half inch Bakelite phenolic resin with plans to make my own adapter bringing the Clifford manifold and the MC2150 together. While I have this apart, I think I'm going to make the adapter anyway and just to have it. Who knows what will happen. To answer your questions, I obtained a sub-1000 mile 4.0 from a Chrysler corporate vendor in 1999 and finally, two years ago installed it in my CJ behind a T-176/D300. Pretty simple. At that time I did my rigged MC2150 since I didn't get the factory injection, wiring, the manifold was designed for port injection, so I couldn't use that with a carb. I then started planning for the Howell unit because of the simplicity of GM injection. I have had several Jeep Cherokees and some issues with factory injection. I could have dealt with wiring, but the Howell unit is basically a three wire interruption into the CJ harness. Add in the availability of GM parts, so on and so forth. I live in Colorado and spend a lot of time in the mountains which are basically out my back door, and I wished to keep things as simple as I could. To me, nothing is more irritating than being way out in the mountains and having a breakdown, even if it's simple, but much worse if it's complex. While I never wheel alone, a strap tow of 20-30 miles is not fun. I do have a Davis Unified distributor installed, but really liked the MSD timing control setup, so I'm considering the switch to the MSD distributor in order to have that option. I really appreciate your willingness to spend this time with my project. Any time your name comes up, I come to attention. Thanks, Paul

Moses, I have 1981 CJ-8 in which I have installed a 1999 Cherokee 4.0. I currently have a Davis DUI distributor installed. A couple questions: 1. I purchased Howell TBI kit for this vehicle, a Clifford intake/adapter, Clifford dual out Header. I have the engine bare to the manifolds. Installing the header was fine, but Clifford wants the intake manifold dowel pins removed, a pain. Can I oversize the holes in the manifold in order that the dowel pins will not restrict positioning the intake manifold? 2. Will an MSD distributor fit without issues? I used MSD ignition with a stock Motorcraft distributor and it worked well in another Jeep years ago. I installed a MSD advance module with that system and it allowed me to travel from my home located at 7350 ft elevation into town at 5250 ft. That setup worked exceptionally well. I know the MSD distributor would work, but is pretty pricey. Should I go back to stock or go ahead and upgrade the distributor? My interest is mainly for reliability. Thanks in advance! Paul Colorado Front Range