It'll die a quick death when one of the rear intake manifold bolts shears, and it will eventually shear. When this happens the entire contents of the cooling system will find it's way into the crankcase.Kyle in NO wrote:That won't take long. The dying part, that is...1st 5er wrote:I'm sure it won't be getting mods.
I'll drive it until either someone wants it or it dies.
Did I buy the wrong replacement Jeep?
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Rich Euro M5
- Posts: 6098
- Joined: Mar 10, 2006
- Location: Klein, Texas
Since this IS a Jeep thread and will not die, I'll come clean.
I daily drove a glossy black '77 CJ-5 with a mildly modified V-8. Headers and 2" pipes that exited right under the doors. . . 33's and chrome trim throughout. Longest 5 years of my life as it's really hard to drink beer in a Jeep with no doors or top. Road trips were sheer hell. Anything over 1 hour and you really NEEDED a beer. I finally broke down and bought a tobacco brown top the last year I owned it because all the drunk chicks I was harvesting from the clubs were starting to complain about their hair getting all tangly and "stuff".
There was an amp and some subwoofers, even a Milli Vanilli cassette in the stereo that I didn't have the heart to tell the new owner about. I really miss that cassette.
I daily drove a glossy black '77 CJ-5 with a mildly modified V-8. Headers and 2" pipes that exited right under the doors. . . 33's and chrome trim throughout. Longest 5 years of my life as it's really hard to drink beer in a Jeep with no doors or top. Road trips were sheer hell. Anything over 1 hour and you really NEEDED a beer. I finally broke down and bought a tobacco brown top the last year I owned it because all the drunk chicks I was harvesting from the clubs were starting to complain about their hair getting all tangly and "stuff".
There was an amp and some subwoofers, even a Milli Vanilli cassette in the stereo that I didn't have the heart to tell the new owner about. I really miss that cassette.
I dont do much towing, but I would prefer to tow with a longer wheel base and bigger brakes than a baby Cherokee..Back in the day , a buddy had a job delivering re-manned engines to garages. He never left the shop with less than 6 2.8 GM V6s in the box.
I'm sorta doing the same thing, Sherman. I bought a '94 Ranger 4x4 . 5 speed /4L V6 . Needs exhaust, a clutch, a shifter motor and who knows what else to get the transfer case to shift. It replaced my Grand Wagoneer For 600$, I couldnt pass it up
I'm sorta doing the same thing, Sherman. I bought a '94 Ranger 4x4 . 5 speed /4L V6 . Needs exhaust, a clutch, a shifter motor and who knows what else to get the transfer case to shift. It replaced my Grand Wagoneer For 600$, I couldnt pass it up
My brother picked up a '90 cherokee with 230k on it last year for 500 and we drove that thing everywhere through everything. The 4 wheel was stuck, took some force to get the lever to popup, we figured the previous owners never even used it. Now my gf has it, it's big, slow and it takes a lot to get it stuck, perfect for the gf. That I6 rarely ever dies, it still doesn't smoke even with 240k on it now. When we got it we did a tune up on it and 3 of the 6 plug's straps were connected by carbon!
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Night Wolf
- Posts: 226
- Joined: Sep 26, 2010
- Location: Middle GA
I'd say the 4.0 HO is a whole lot less finicky than an BMWs BMW engine just due to the electronics alone. In '01 it went to coil pack ignition, the oil pump drive assembly was then redesigned in '05 and is a real POS. EVERY '05 and '06 (last year) 4.0 will have this problem and if not addressed in time, it'll take out the cam with it. The only current ''fix'' is to mod the same POS part, atleast they are still available. I replaced mine, modded it then bought another. I got my Jeep before this was a widely known issue and was banking on the excellent track record of the 4.0. Chrysler had to go and screw that up.Jeremy wrote:Certain 4 cylinder turbo diesel motors have become moderately popular transplants for the Wrangler and CJ guys. I'm not sure what they're using (I think one option is Isuzu stuff), but if the truck is otherwise solid and you want a project, it's doable.
I wouldn't want to keep that GM V6 either. Problematic and wheezy. The AMC straight 6 based stuff is as bulletproof as an m30 when maintained. Mine has 230+k miles on it.
Jeremy
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Night Wolf
- Posts: 226
- Joined: Sep 26, 2010
- Location: Middle GA
1990 YJ had the 4.2 carb. 1991 was a cool transition year for the YJ - last year of the cool CJ-style sport bar and first year for the 4.0 HO. AMC first made the fuel injected 4.0 in the 80s. It used a quirky management system. In the 90s Chrysler converted it to their own common system and got more power out of it, that's when they added the ''High Output'' designation. It got a better flowing head in the late 90s and much improved intake manifold in the early 00s it is often said the late 90s/early 00s are most powerful as the late run like mine switched to JTEC management which so far has not been cracked (not much demand). The engine isn't as responsive and sometimes doesn't have the instant kick like the older models. Jeep engineers said that's because they had to slightly detune it for emission reasons. The newer intake on a late 90s distributor 4.0 would be a nice setup. Though there was a head cracking issue for a couple years. For a non-crossflow head, the thing is pretty darn good at what it does. My Jeep is under geared with factory 3.73s and on 33s, stock was 30s. It's still very peppy and doesn't feel under powered. Doesn't take much to spin the tires in 1st and is simply excellent off road. The Mercedes 6spd manual helps with the 4.46:1 1st gear and higher .84 overdrive. IMO, excellent transmission for the Jeep, perfect gear spread.Shawn D. wrote:The 258 was available until '88. My '87 Eagle had one.C.R. Krieger wrote:Middle 1960s, to be exact. I remember them in Rambler Americans. I knew a guy who drove the snot out of one with a 4.10 rear.BTW- 258 = 4.2 liter. That's the earlier carbed motor.