From owner-xj-digest-at-digest.net Thu Aug 10 09:44:21 2006 From: xj-digest xj-digest Thursday, August 10 2006 Volume 01 : Number 2384 Forum for Discussion of XJ cherokees and wagoneers Brian Colucci Digest Coordinator Contents: xj: RE: Jeep engines/transmissions/xfr cases xj: Fwd: New engine break-in XJ Digest Home Page: http://www.digest.net/jeep/xj/ Send submissions to xj-digest-at-digest.net Send administrative requests to xj-digest-request-at-digest.net To unsubscribe, include the word unsubscribe by itself in the body of the message, unless you are sending the request from a different address than the one that appears on the list. Include the word help in a message to xj-digest-request to get a list of other majordomo commands. ---------------------------------------------------------------------- Date: Tue, 08 Aug 2006 00:01:53 -0700 From: "Jim Blair" Subject: xj: RE: Jeep engines/transmissions/xfr cases A: The converter for the 327 TH400 is in the front of my J4000 right now. The '89 AW4 and NP231 is in the back. The first TH400 came from a '72 J4000 with 360 and originally had a D20 behind it. If I had more time, etc, I would take the 327 I have and John's TH400 with D20 (and put a 3.15:1 Bronco kit in it) to put in a rig I have been looking at. (65 2 dr Wagoneer) I need to go through my collection and put up for final sale all the excess parts I don't need (tired of paying $250 a month for storage) and my '90 E350 delivery van as well. It's time to clear out some of my spare parts: TH400 - universal case - unknown - believed to be good TH400 - universal case - was out of running 327 setup Dana 20 - was out of running 327 setup (attached to a TH400 now) TH400 BPO ring (buick/pontiac/olds) for Dauntless 225 or 350 +others... 1948 - T90 - won't stay in 2nd gear, main gear teeth show damage - works 1975 - 4.2L 258 - rebuilt not long ago, not sure of condition now, maybe ok 1983 - 4.2L 258 - bad rings on #2, apx 130k (out of Superdawg) 1983 - T-5 258 - was rebuilt with World Class V8 parts (out of Superdawg) * 1983 - NP208 (out of Superdawg) * 1989 - AW4 * 1989 - NP231 1989 - rear axle D35 XJ cherokee 1991 - 5.9L 360 - apx 130k - excellent running condition (out of Omega) 1991 - TF727 - needs to be rebuilt (out of Omega) 1991 - NP229 - good condition (out of Omega) 1992 - 4.0L - apx 160k - bad #6 piston/rings - rebuildable 1996 - 4.0L - was rebuilt, but overheated, unknown condition * Some of these items are in Centralia, some in Snohomish, a few of these items are up in Index... all in Washington state. * - might use / keep... john http://messenger.msn.click-url.com/go/onm00200471ave/direct/01/ ------------------------------ Date: Thu, 10 Aug 2006 09:36:54 -0700 From: "Jim Blair" Subject: xj: Fwd: New engine break-in A: Ed, I don't think the tech side of the Strokers list has slipped, but it has become lazy with everyone waiting for someone else to post what you just did. I'm passing it on to some other groups I'm on. Just for the record, I check the back of my motor oil bottles to see if it has diesel engine ratings because they still require zinc. I run mostly 15W40 Delo or the Napa synthetic (to cut down the blowby and smoke on my 230,000+ mile engine) The cat on my '87 Jeep died some time ago and is merely a shell of it's former self, but it passes the sniffer test clean enough to qualify for 2000 emission limits. (I put a can of BG's 44K system cleaner in every 10-20 tanks and my economy stays at -at-20 mpg on the 4.0L) Re: New engine break-in Posted by: eastvns Date: Wed Aug 9, 2006 8:59 am (PDT) How far has the technical side of this group dropped to post such misleading information about something as simple as engine break-in? Break-in demands 1800+ rpm for a minimum of 20-minutes - for flat tappet cam. The rpm should be changed from 1800 to 3000 during cam break-in to alter the load on the lifters (the dynamic load changes with rpm and allows the lifters to rotate at different speeds to prevent a wear pattern wave on the lifter and cam lobe faces). The varied rpm change also varies the splash oiling of the wrist-pins and rocker arms (and allows the valve spring rotators to spin the valves & springs so the exhaust valves seat properly and the springs do not hammer through the shims). Extended duration idle engine speed will not splash lubricate the wrist-pins or lower the dynamic load on the valve train (it is a recipe for trouble on initial break-in). Motor Oil has been regulated by the federal government to eliminate almost all of the zinc (ZZDP) and other surface hardening lubricant additive in the last two years. These metal based additives can damage a catalytic converter during the federal 50,000 mile EPA warranty requirement (and are not needed with roller lifter cam followers). These additives are no longer present in the current SAE grade motor oil, the current SAE spec oil provides no break-in anti-wear protection for sliding lifter surfaces (for flat tappet cams and lifters). This lack of additive is why the number of cam failures have been extremely high in the last two years. The anti-wear additives still remain in Diesel grade motor oils (through 2007). Break-in should be performed with diesel specification oil (Shell Rotella or other diesel specification oil). Change the filter at 100 miles or the first two hours of operation. Change the oil at 500 miles or the five hours of operation. Change the oil as often as you want, but use a grade of oil (or an additive package) that is designed for the style of cam and lifter used in the engine (diesel spec. oil, some off-road spec. racing oils, or use an oil additive with ZZDP). HTH? Happy Trails! Ed A. Stevens _________________________________________________________________ Don^Rt just search. Find. Check out the new MSN Search! http://search.msn.click-url.com/go/onm00200636ave/direct/01/ ------------------------------ End of xj-digest V1 #2384 *************************