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Showing results for tags 'Jeep inline six'.
Found 15 results
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Moses, I have watched your videos regarding how to approach a stroker motor. I have read tons of info on the internet, and I've seen many calculators for quench height, combustion cylinder volume, etc. It really is baffling to me, and I've begun to realize I could invest a lot of money and end up with an engine that doesn't work. Is there any identifying info on the block that would allow you (or someone) to write me a "recipe" for what parts I need to build up a stroker? I'm realizing that the added weight of the full size truck axles and 38" tires are going to necessitate more power. I've been thinking about Ford 302 power, as I have secured a 1993 EEC IV harness and computer, but that swap has its own challenges. I always thought a stroker was the best way to spice up my powertrain, and I still like the idea if I can be relatively certain if what parts I need to buy to get it right the first time. Please let me know what you think. -
For finding TDC on the compression stroke without the starter functioning, a time-honored approach is a whistle that fits into the spark plug hole for #1 piston. Spark plugs removed to ease crankshaft rotation, this device allows rotating the crankshaft by hand in the normal direction of rotation while listening for the whistle as the piston rises on the compression stroke. Note: If you have brazing or soldering equipment, you can make this tool using an old spark plug shell with the porcelain, electrode and ground strap removed. Braze or solder a metal whistle to the metal plug shell. Remove any burrs or debris from the "tool", then thread it into the spark plug hole for #1 plug in this case. For a pre-made type, here's a popular and inexpensive example that uses a rubber stopper instead of a threaded base. You'll get the idea: https://www.amazon.com/Innovative-Products-7894-Flexible-Compression/dp/B000TQ16HG. An alternative is to use a compression gauge installed in #1 cylinder spark plug hole. Plugs removed, rotate the crankshaft and watch for the bump in compression as the piston rises on the #1 compression stroke. Simultaneously watch the crankshaft damper timing mark to make sure you're rising to #1 TDC. Once the piston is at TDC (look down the #1 spark plug opening and confirm that the piston is at its peak with the TDC mark aligned on the crank pulley/damper), you can decide where you want to place the #1 spark plug wire in the cap rotation. Allow enough room for the distributor's vacuum canister to rotate back and forth without interference when you set the spark timing. Lift the distributor away from the camshaft drive to align the distributor shaft and rotor with a selected distributor cap position for the #1 spark lead. Then you can hook up the remaining spark leads in clockwise rotation, following the firing order: 1-5-3-6-2-4. There is a preferred position for #1 wire in the cap, traditionally around the 5:30 to 6-o'clock position on a CJ Jeep inline six. Without EFI and using a conventional HEI/DUI distributor like you're doing, you can select whatever cap position you want for #1 wire lead. Just make sure the rotor points to that position at TDC for #1 piston on the compression stroke. Allow enough room for distributor movement to fine tune the spark timing. Install spark leads following the 1-5-3-6-2-4 Jeep inline six firing order. Moses -
I have a 95 YJ 4 litre let's running extra rich. It will foul out the spark plugs with carbon fouling within a few minutes. Let me start at the beginning, I bought this Jeep running terrible. I was told it had a dead battery while jump starting they hooked up the cables backwards. I thought this was probably true due to the fact that both alternator fuses were blown. I drove it nine miles home and went through over 4 gallons of gas. Most of that ran out the tailpipe or was dumped into the crankcase. The number 5 and 6 injectors we're running fuel anytime the key was in the run position. I diagnose that problem to a burnt PCM. The PCM was sent out to a repair facility and upon return was installed and no start. the light on the dashboard would not even light up. I was told by the repair facility that that was their fault send it back and I would get a replacement. Upon installing the replacement PCM, the engine would start but still running very rich. The injectors no longer run when they're not supposed to. I started doing test procedures according to the Chrysler service manual. Cylinder leak down test shows all cylinders between 12 and 10% leakage. All cylinders 125 to 130 psi compression. Cam position sensor checks out ok crank sensor okay distributor cap rotor wires and plugs all new. timing ok per the book. ignition coil showed a low ohm reading on the primary side so I replaced it. spark is OK MAP sensor is OK idle air control solenoid was sticky so I replaced. Sprayed carburetor cleaner all around intake and didn't show any vacuum leaks. Manifold vacuum on my gauge reads low. About 5 inches at idle and up to 12 to 15 inches when rev up. Pulled the o2 sensor and plugged in a pressure gauge to do back pressure. Shows 1 pound pressure. Doesn't go up when engine revved so catalytic converter doesn't seem to be clogged. Running rich enough that in the three weeks I have been trying to figure this out, the new spark plugs were fouled enough to make hard starting. Since then I have installed fresh spark plugs. It will start and run but terribly rich. It acts like its not timed right, but all that is controlled through the PCM. Every check I do seems to point to the PCM still not being right. I am now one step away from doing the 5 gallons of gas and a match procedure. What in the heck am I missing? -
I've owned a 2004 TJ Wrangler Sport for a couple of years now and it has been stalling in 2nd gear the last few weeks. I gave the car to Berwick jeep service centre and all they tell me is that their computer doesn't show them what's causing it and that there is no problem. Has anyone had this issue? i know its not my driving!!! -
AMC/Jeep® always leaned forward in both car and utility vehicle designs. By the mid-'80s, the CJ needed a contemporary replacement, a vehicle with wider track for handling and a better highway ride package. The Wrangler emerged just as AMC sold to Chrysler, and the Wrangler and XJ Cherokee were the profit items Mopar wanted! The Wrangler four- and inline six era represents huge growth in the 4WD/SUV market overall, and there are huge numbers of enthusiasts, owners and buyers who can build a "community" at this forum! —Moses Ludel At left is an '87 YJ Wrangler, leaf springs articulating on the rocks! Middle is the Quadra-Coil™-suspension TJ Wrangler Rubicion edition, the engineering and off-road pinnacle of the Wrangler inline four- and six-cylinder era! At right, Moses Ludel's Jeep Owner's Bible, 3rd Edition, covers models through the Wrangler YJ and TJ...
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I've been a Jeep enthusiast since 1997. My first Jeep was a 1982 CJ8 Scrambler. One YJ and 4 TJs, the current one being a 2004 Rubicon with 52,000 original miles and trail modified. I have been experiencing the famous P0301 trouble code very intermittently unless it was cold outside, then it was steady. Rain or shine didn't seem to change anything. I live in Minnesota where winters are cold. Started with the obvious tune-up, copper plugs and the coil rail. Battery connections, grounds, injector cleaning and replacement, throttle body cleaning. The works. Could not isolate the misfire. Started chasing wires. No luck. Many live data scanners, no luck. Compression tests and leak down well within spec. Valves also seating and rotating well. Became very frustrating. Pulled the alternator, tested good. The battery tested good ( the first time). Wasn't sure what to do. Finally, the other morning it was -17 degrees F. The Jeep just didn't have the juice to start. Thought that was strange. Rain or shine it always started. Jumped it and went to auto parts store. Dead cell in battery. Thinking back first good freeze, we experienced this and had the same test done. I overlooked the issue and accepted its first passing test. No one on any of these forums makes mention of voltage or battery replacement or testing. Well I replaced the battery. Not a single misfire in a month. I've wasted countless hours diagnosing this misfire, and it ended up being my battery. Turns out they're pretty sensitive to low voltage. Thx for all the info on your site! -
In this video discussion, I describe the symptoms of hydraulic clutch linkage leaks in 1987-95 Jeep YJ Wrangler models. Originally part of the Q&A Vlog at the magazine, the viewer's question refers to hard shifting and loss of hydraulic fluid. I share what causes these troubles in this how-to HD video on troubleshooting: Moses
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I am replacing my oil pump (1998 4.0L), would appreciate any help regarding priming the new pump. I'm a little hesitant to pull the distributor, is there an easy way to do this? Thanks Roger -
My TJ has an occasional cylinder 1 misfire indicated by the check engine light and an occasional lurch at highway speed. I have noticed the misfire when cruising at highway speed after driving about 20 minutes and feeling a sudden lurch, or when sitting at a red light idling. The engine runs fine aside from the occasional lurch and running rough at idle. I suspected a sticky lifter so I ran Sea Foam in the oil for about 2k miles and then changed the oil and filled with 10w-40. I never noticed a misfire on the highway after this, but it idles rough at stop lights and the check engine light came back on at a stoplight. It will probably turn off if I drive the highway a few times. Wondering if there's an interim fix to get by another 6 months or year without getting stranded by this thing. It's a 1998 with 250k miles on it, but I'm trying to put off replacing the engine due to the expense and I'm not sure it's worth it on a vehicle this "used". Is there any chance an even heavier weight oil is a temporary fix? Or is this engine shot and needs overhaul or replacement? -
Been talking about stroking the 242 block I got last year for a while now, but I got tied up with building my XJ and fixing some suspension "over build" (it had 9" of lift) issues with the TJ I bought last summer. Also, got on the idea of a SBC or SBF swap for a while. Now that I've pretty much tapped my "Jeep savings", I'm back to building the extra 4.0L with money being tight for the project. I read in Moses' articles that just adding the 258 crankshaft with a 242 rebuild will also do wonders. Will I really see any reasonable gains or should I just put the money elsewhere instead of getting the 258 crank? I want to keep the build below $2k. That should be enough for machining, master rebuild kit, valvetrain, etc. Also, I would like to throw a clutch in there too. I scraped pretty much everything from the 242 tear down, but the block, crank, and the head is bare. The motor was in a salvage yard and the valves were rusty. Thanks, Wayman -
I have a 95 Wrangler with the 2.5L AX-5 combination. I have the opportunity to replace this combo with the 4.2L AX-15. Other then the engine and transmission swap are there any hidden changes that will have to be made for this swap to work? -
I am looking at used jeeps and I will be a first time jeep owner. I am interested in CJs or YJs. I want the jeep mostly for hunting and putt-ing around town. As far as engines go, do you think a 4 cyl would be okay for what I want and not get me in trouble in the mountains, or should I just look at the 6 or an 8 cyl? If a 4 would work, what transmission, axle gearing and tire size would you recommend? I have already found the forums to very informative. Thanks. Rich -
At the magazine, building a Jeep inline 4.0L six with a 4.2L crankshaft (stroker motor) is very popular. Tony Hewes (Hewes Performance, Reno, Nevada) and I did a series of HD videos and shared our favorite components for a 4.6L (0.030" overbore with the 4.2L crankshaft) stroker motor build for combined street and trail use. Since then, we have received a lot of feedback and continue to address the tuning and camshaft requirements of these engines. From our testing, the pre-coil pack (1998 TJ and older 4.0L) engines with older style injectors do very well with Ford 5.0L V-8 24-pound injectors—no emission quirks, "Engine Check" lights or other issues when tuned correctly. Ford part number F1TE-D5A or Bosch number 280 150 947 is the specific injector type. These engines work well with the 252H CompCams grind camshaft and 8.7:1 compression. Later, 1999-up TJ Wrangler and 2000-2001 Cherokee engines with coil-pack ignition have square injector connector plugs. For these engines, stroker builders use the Dodge Ram 5.9L V-8 injectors listed for 2000-up with coil pack. This is the injector that HESCO calls a "24-pound/hour”. HESCO supplies rebuilt GB injectors, although new Mopar OEM part numbers are available. This injector also crosses over to the aftermarket Bosch Fuel Injector #62005 offered at Summit Racing for a significant price per injector. Here is the GB website: http://www.gbreman.com/index.html. The 5.9L Ram truck V-8 application is the GB812-12132 injectors for engines to 2003. I researched further and came up with the OEM 5.9L Mopar V-8 injector part number: 53031740AA. (I used 2001 as a clear year for coil-pack and square injector plug.) This OEM Mopar injector is 23.61 pound/hour rated at 43.5 PSI. This is a "high impedance" injector design with a square plug socket. The OEM injector on a coil-pack engine rates 22.5 pounds/hour at 49.0 PSI fuel pressure, which may work okay on a coil pack stroker engine unless the cylinder head, compression or camshaft/head combination is an issue for the PCM. Fuel rail pressure of 49.2 +/- 2 PSI should be confirmed by factory testing method. Fuel Rail Pressure Test.pdf This PDF is instructional for running fuel rail pressure tests on Jeep MPI. This is the 1997-up XJ Cherokee and TJ Wrangler type with fuel tank mounted pressure regulator and single-rail injection. In the late '90s, my engineer friends, Jeep performance enthusiasts at Mopar, were talking about 5.9L Mopar V-8 injectors for 4.0L/4.6L stroker engine builds. This has apparently been a route to go, with a 24-pound/hour injector rating. I researched the Jeep ZJ Grand Cherokee 5.2L/5.9L V-8 injectors from the mid-‘90s: 1995 Jeep 5.2 ZJ/Dodge 5.9L V-8 injectors are Part #53030262 and rated to flow 24.6-pound/hour at 39 PSI. By 1996, the Jeep V-8 injectors rated 23.2 pounds at 49 PSI. The 1995 Mopar injectors (24.6#/hour @ 39 PSI) could be an alternative to the 302 Ford injectors for a stroker build in a 1991-95 Jeep 4.0L MPI chassis application if the engine demands that kind of flow. Summing it up, if GB is accurate, using the right injector cores and parts for this application, HESCO is marketing a “24-pound/hour @ 43.5 PSI injector for a stroker inline six. A caution here is that the '97-up Jeep TJ Wrangler and XJ Cherokee have a 49.2 +/- 5 PSI rail pressure. Flow could be higher than 24 pounds/hour at this 49.2 +/- 5 PSI rail pressure. If the GB812-12132 injector is okay for a coil pack later engine with the later cylinder head casting, the GB812-12132 square plug injector would be the choice for later coil-pack engines. There are a number of sources for these GB injectors. We're still testing the CompCams 252H camshaft in a later 4.0L (1999-up TJ Wrangler/2000-up XJ Cherokee) engine with the redesigned head and coil pack ignition. Tony and I will update on these late 4.0L/stroker engines. The pre-'99 stroker engines and stock PCMs have worked well with this camshaft grind. We're consulting with CompCams about a possible new grind for later coil-pack ignition stroker engines. The 1997-up TJ Wrangler and Cherokees with the tank-mounted fuel regulator use higher fuel pump/line pressure. I would stick with Mopar 53030262 or Ford 302 V-8 type injectors* on the 1997-98 TJ Wranglers and Cherokees through 1999 (without the coil pack system). *Footnote: 24-pound 302 5.0L V-8 injectors fit the pre-coil pack engines; coil pack engine injectors have a square plug connector. Below are some useful links and comments at the magazine site: http://www.4wdmechanix.com/Jeep-Fuel-Pressure-Requirements.html [i detail pressure ratings and designs for Jeep engines equipped with MPI/EFI. 1997-up single rail systems with tank-mounted pressure regulator are higher pressure, running rail/injector pressures typically around 49.2 PSI +/- 2 PSI. This includes the coil pack engines with square wire plug injectors.] http://www.4wdmechanix.com/YJ-&-TJ-Jeep-Stroker-Six-Upgrade.html http://www.4wdmechanix.com/Jeep-TBI-&-MPI-Advanced-Troubleshooting.html [Overview of OEM tuning methods and factory diagnostic tools required.] http://www.4wdmechanix.com/Vlog-Why-Build-a-Jeep-4.6L-Stroker-Inline-Six.html [Video vlog comments.] http://www.4wdmechanix.com/How-to-Tuning-the-Fuel-Injected-Jeep-Inline-Six-Stroker-Motor.html http://users.erols.com/srweiss/tableifc.htm [A useful third-party website for every popular OEM fuel injector’s flow ratings.] http://www.4wdmechanix.com/Vlog-Road-Testing-Jeep-4.6L-Stroker-Inline-Six.html [My video comments on Brent H.’s Cherokee 4.6L build and its drivability. This is a video vlog plus a list of key components used in this Hewes Performance buildup for a 1998 Jeep XJ Cherokee chassis.] Of course, there’s also the entire 4.6L Tony Hewes interview series of HD videos, six individual videos covering the build of a stroker inline six-cylinder Jeep engine! Moses
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Another pre-forum, Q&A exchange with Jason Logan (forum member JayDLogan) is useful to those installing a new clutch. Jason has concerns about which type of release bearing to use. The discussion continues here at the forum:: Jason: Hello Moses! Hope I am not bombarding you with questions? I have sent to you a photo of two release bearings for my 1999 jeep 4.0L clutch assembly. Both are brand new. Which release bearing should I use? The one on the left is a composite (plastic)/steel design while the other one on the right is full cast (original design) . Thanks for any information you can give me! Luk is at left; OEM iron casting is at right. Click on photo to enlarge. Moses: Both release bearings work and appear to fit the same way, right? I’m drawn to the cast item at right in the photo you sent. Unless there is interference or a stack height problem, either should work. Match-up to the OEM would be advisable…The composite looks like a possible weight savings and maybe an NVH (noise-vibration-harshness) update. Jason: The composite/ plastic bearing came with the Luk Pro Gold clutch kit. I was apprehensive to use this new bearing because of its construction. I talked to Luk technical department and they said that the composite would not hang up on the bearing retainer if there was any signs of wear. They also told me that it does not require grease at the bearing retainer friction points. The cast release bearing is from mopar and I think I am going to install that one since it is a direct replacement from the original. I thought I would ask you to see if there was a better version of the original! Thanks again! Moses: I understand Luk’s approach, and that may be a perfectly good design—and improvement. It’s not earthshattering either way, as each design has its merits…There is a larger concern with the TJ Wrangler clutch assembly and release bearing selection: stack height of the clutch and bearing. The master cylinder for the clutch has only so much travel, and the location of the slave cylinder determines the amount of clutch release travel. These clutches are "self adjusting", and the release bearing and arm must be positioned correctly to allow full clutch travel and compensate for disk wear over time. Concerns include the flywheel face (resurfacing the flywheel affects the stack height relationship to the bellhousing); the clutch disk thickness and pressure plate height; and the release bearing's yoke flanges-to-bearing face height. The Luk and OEM bearings appear to have the same flange heights, and that would be my bigger concern...Moses
