From owner-fsj-digest-at-digest.net Tue May 7 09:11:30 2002 From: fsj-digest fsj-digest Tuesday, May 7 2002 Volume 01 : Number 1638 Forum for Discussion of Full Sized SJ Series Jeeps Brian Colucci Digest Coordinator Contents: Re: fsj: Re: stall problem fsj: pumping up a 6 cyl in CARB land fsj: excellent info Re: [Re: [fsj: More altitude = more timing ?]] fsj: Re: New to the list fsj: Ouray KOA news fsj: Re: Re: New to the list Re: fsj: Re: Re: New to the list fsj: Re: New to the list FSJ Digest Home Page: http://www.digest.net/jeeps/fsj/ Send submissions to fsj-digest-at-digest.net Send administrative requests to fsj-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 fsj-digest-request to get a list of other majordomo commands. ---------------------------------------------------------------------- Date: Sun, 5 May 2002 20:52:09 -0700 From: "Jim B" Subject: Re: fsj: Re: stall problem A: Sounds like it may be an ignition box on it's way out. Make sure the scres that hold the carb body together aren't loose (if you can grab ahold of the carb and twist it at all, they're loose) I didn't catch where in the world you were, but if close to Seattle, you can stop by and I'll take a look. From: john meister Subject: fsj: Re: stall problem another thought, vacuum related problem... I like the inline 6's too. :) the digests are on my website at: http://wagoneers.com/FSJ/digests I'm teaching a couple of college courses this quarter... working on papers right now... :) most of the guys will include you in a return email on the topic... john On 5/4/02 10:19 AM, "Chrissy" wrote: > To tell you the truth, Im not sure . It is the stock manifold I think. I > bought this Jeep two years ago and only recently have I had time to start > making upgrades on it. So I'm still in the learning process. That is why I > especially appreciate any help I get because I'm kind of like a student > right now. The more teachers I get the better. I had planned an attempt at a > full restore , but after I put my lift on and started seeing some other > pictures , Ive kinda decided to make this one a trail jeep and buying > another one for restore after I move to Colorado at the end of the year. I > really like the inline 6 and would like to stick with it if I find that it > is in good enough condition. It seems to do pretty good. The problem I am > having now is the first I have experienced since buying it 2 years ago. I > have to go work on writing a paper now( college student) so I will talk to > you later and let you know how things are going. BTW, was that posting you > talked about the one on your site or is it somewhere else. Just wondering > how to check the responses. Thanks again. > > Jon ------------------------------ Date: Mon, 6 May 2002 09:59:48 -0700 From: "Jim B" Subject: fsj: pumping up a 6 cyl in CARB land From: stvns-at-aol.com Subject: Re: Aftermarket Fuel Injection Before you spend the $$$$ on either Mopar or Howell FI systems, take a long look at swapping in a junkyard 91-95 4.0L HO system. The only extra parts needed are the Mopar balancer trigger assembly (~$260). CARB treats the comversion as a 4.0L swap. If you make a stroker, or a simple 258 HO, they cannot tell the block or bore/stroke differences (can you). The 4.0L HO is CARB approved and as a newer year engine swap (than your existing engine) it is legal. The result is the same as the Mopar MPI kit, except you do not get the "Exemption" sticker, and have to have emissions testing to meet the "engine's" 91-95 requirements (actually the Mopar kit requires the same tests, but they are not supposed to be able to claim "gross polluter" status unless it fails the emissions for the vehicle year). Both require the first emissions test from a referee station. The testing we experience is that they pass quite easily with a quality catalytic converter. The only other advantage to the Mopar kit's exemption is the lack of need for a cat (but who runs leaded fuel these days, and modern converters flow very well). It's an option thats proven as CARB legal in CA. The cost can be quite reasonable. BTW, I have completed the Holly/Weber swaps (both legal 32/36 and non-emissions 38/38), and an "Exempt" Mopar kit, and a "4.0L HO engine swap" the FI is they way to go and the FI difference in power exceeds the 450 cfm Weber 38/38. If you think you can install (and tune) the Howell system, the "swap" should be easy. Happy Trails! Ed A. Stevens stvns-at-aol.com ------------------------------ Date: Mon, 6 May 2002 09:56:33 -0700 (PDT) From: john Subject: fsj: excellent info From: stvns-at-aol.com Subject: Re: Aftermarket Fuel Injection Before you spend the $$$$ on either Mopar or Howell FI systems, take a long look at swapping in a junkyard 91-95 4.0L HO system. The only extra parts needed are the Mopar balancer trigger assembly (~$260). CARB treats the comversion as a 4.0L swap. If you make a stroker, or a simple 258 HO, they cannot tell the block or bore/stroke differences (can you). The 4.0L HO is CARB approved and as a newer year engine swap (than your existing engine) it is legal. The result is the same as the Mopar MPI kit, except you do not get the "Exemption" sticker, and have to have emissions testing to meet the "engine's" 91-95 requirements (actually the Mopar kit requires the same tests, but they are not supposed to be able to claim "gross polluter" status unless it fails the emissions for the vehicle year). Both require the first emissions test from a referee station. The testing we experience is that they pass quite easily with a quality catalytic converter. The only other advantage to the Mopar kit's exemption is the lack of need for a cat (but who runs leaded fuel these days, and modern converters flow very well). It's an option thats proven as CARB legal in CA. The cost can be quite reasonable. BTW, I have completed the Holly/Weber swaps (both legal 32/36 and non-emissions 38/38), and an "Exempt" Mopar kit, and a "4.0L HO engine swap" the FI is they way to go and the FI difference in power exceeds the 450 cfm Weber 38/38. If you think you can install (and tune) the Howell system, the "swap" should be easy. Happy Trails! Ed A. Stevens stvns-at-aol.com ------------------------------ Date: Mon, 06 May 2002 15:44:31 -0600 From: Michael Shimniok Subject: Re: [Re: [fsj: More altitude = more timing ?]] Here is a good webpage discussing the science behind adjusting timing for different altitudes. (Yes, i know it talks about Saabs, but it applies to other engines, too) "The theory of altitude advance is to give the lower oxygen mixture a better chance to burn by beginning the ignition process earlier, and more power is developed." http://www.saabclub.com/242/altitude.htm Michael "Darrell Ramey" wrote: > OK. I'm going to have to do my homework. It's just something that has > stuck with me since I was in tech school, uhhhhhh, twenty years ago. It > might just be emission related but I agree, more timing equals more power > (to a certain point). But with the higher altitude you want a lean running > engine. > ----- Original Message ----- > From: "Alexander Wall" > To: > Sent: Thursday, May 02, 2002 1:19 PM > Subject: Re: [fsj: More altitude = more timing ?] > > > > Why would advancing the timing make an engine run richer? I thought it > simply made the plugs > > fire earlier in the cycle. This might allow some of the fuel to exit the > cylinder unburned, but I > > don't think that means there is more fuel being dumped into the engine. > > > > Just looking to learn... > > > > Alex > > > > --- Darrell Ramey wrote: > > > I probably have this screwed up but if you advance your timing the > engine > > > runs richer. A richer running engine with less air doesn't seem like a > good > > > combination to me. I believe if you retard the timing, = lean + less > air. > > > But what the heck, I kinda like the smell of raw fuel being dumped out > the > > > exhaust amidst the thick black smoke. > > > > > > ----- Original Message ----- > > > From: "Michael Shimniok" > > > To: ; > > > Sent: Thursday, May 02, 2002 12:50 PM > > > Subject: Re: [fsj: More altitude = more timing ?] > > > > > > > > > > My understanding is that when one drives a non-computer rig up to > higher > > > > altitude, base timing should be advanced. This may even be true of > > > computer > > > > controlled engines if the altitude is high enough. > > > > > > > > Michael > > > > > > > > Tesar Landon-r16884 wrote: > > > > > thinking about getting ready for Ouray. Can timing be advanced > where > > > > cylinder pressures are reduced by thin air? > > > > > I advanced my timing after getting the turbo muffler put on, put on > a > > > coat > > > > of wax, and conditioned the weatherstripping, picking up a little pep > > > > everywhere possible. Hold together, baby. > > > > > Also, family is getting interested in popup trailers, perfect reason > to > > > > keep > > > > the wag. > > > > > > > > > > - Landon > > > > > '89 GW > > > > > Austin > > > > > > > > > > > > > > > > --- > > > > Michael E. Shimniok - KC0EKI - Michael.Shimniok-at-usa.net > > > > "For every complex problem, there is a solution that > > > > is simple, neat, and wrong." - H. L. Menken > > > > > > ===== > > Alexander Wall > > Spokane, WA > > > ============================================================================ > ===== > > "Where there's a will, there's a way." - Eliza Cook > > "Where there's a way, there's a construction crew disrupting traffic!" - > Alex Wall > > > ============================================================================ > ===== > > Yahoo! Health - your guide to health and wellness > > http://health.yahoo.com - --- Michael E. Shimniok - KC0EKI - Michael.Shimniok-at-usa.net "For every complex problem, there is a solution that is simple, neat, and wrong." - H. L. Menken ------------------------------ Date: Mon, 6 May 2002 21:47:03 -0500 From: "Vince Orr" Subject: fsj: Re: New to the list Welcome Darrell. Will it be ready for Ouray in August? - --Vince '81 Wagoneer - ----- Original Message ----- From: "Darrell Ramey" To: Sent: Wednesday, May 01, 2002 12:57 PM Subject: fsj: New to the list > Just like to take the time to say howdy to the list. I'm not new to the world > of 4X4s but am somewhat new to FSJs. I've had a 67 J3000 stored in my garage > back in Kentucky for the past ten years and have decided to bring it back to > life. I'm in the Army (18 + years) and am currently stationed in El Paso, TX. > The junk yards here are full of old trucks but I can't swear as to just how > many are Jeeps. I'll be making my rounds through the junk yards this weekend > and am willing to do the legwork for those of you who are in need of body > parts that aren't rusted out or whatever else is available down here. > > Darrell Ramey > El Paso, TX > 67 J3000 (Ethel) ------------------------------ Date: Mon, 6 May 2002 21:56:07 -0500 From: "Vince Orr" Subject: fsj: Ouray KOA news Got my reservation at the KOA today and Virginia said there is some sort of Toyota 4 runner club hitting the trails about the same weekend as the FSJ invasion. Space is tight so if you haven't got a room or a camp site, you need to move quick! However, the Toyota folks aren't finalizing their reservations as quickly as the FSJ folks so there is an opportunity here. I got one of their camp spots! I just hope they don't put me in among a bunch of them. It's hard to control Rez's appetites as it is! Toyota......it's what's for dinner. - --Vince '81 Waggie (The Rez Runner) ------------------------------ Date: Mon, 6 May 2002 20:30:52 -0700 From: "Darrell Ramey" Subject: fsj: Re: Re: New to the list I won't be able to make it this year. I am due to be stationed in Santa Barbara, CA (ROTC Assignment) on 20 August. The old J3000 is mechanically sound and road worthy now but not real pretty to look at if you know what I mean. I even plan on driving it to California when I leave El Paso with my daily driver in tow. There is a question I have for the list though. While I had my front end off the ground changing brake cylinders, lines, shoes etc etc etc..... I decided to check my differential ratio by doing the old drive shaft twist vs. tire twist and I came up with two turns of the drive shaft to one turn of the tire. Now in Kentucky that equals out to a 2:1 ratio but I've never heard of a differential that low (or high) of a ratio. I even did it three times just to make sure I didn't miscount or something. To take it one step further I even twisted the tire and counted the shaft turns and the same out come. On my Blazer I have 5.13:1 gears (40 inch Ground Hawgs) and it takes 5+ turns of the shaft to one turn of the tire. The best I can tell is I have Dana 44s but like I said earlier I ain't very Jeep smart yet. The old girl is kind of sluggish on the get go but has outrageous top end speed, so it kinda makes sense that the ratio is accurate. Am I missing out on something here?? Darrell - ----- Original Message ----- From: "Vince Orr" To: "Darrell Ramey" ; "FSJ List" Sent: Monday, May 06, 2002 7:47 PM Subject: fsj: Re: New to the list > Welcome Darrell. Will it be ready for Ouray in August? > --Vince > '81 Wagoneer > > > ----- Original Message ----- > From: "Darrell Ramey" > To: > Sent: Wednesday, May 01, 2002 12:57 PM > Subject: fsj: New to the list > > > > Just like to take the time to say howdy to the list. I'm not new to the > world > > of 4X4s but am somewhat new to FSJs. I've had a 67 J3000 stored in my > garage > > back in Kentucky for the past ten years and have decided to bring it back > to > > life. I'm in the Army (18 + years) and am currently stationed in El Paso, > TX. > > The junk yards here are full of old trucks but I can't swear as to just > how > > many are Jeeps. I'll be making my rounds through the junk yards this > weekend > > and am willing to do the legwork for those of you who are in need of body > > parts that aren't rusted out or whatever else is available down here. > > > > Darrell Ramey > > El Paso, TX > > 67 J3000 (Ethel) ------------------------------ Date: Mon, 6 May 2002 20:49:02 -0700 From: Kevin Pekarek Subject: Re: fsj: Re: Re: New to the list On Mon, May 06, 2002 at 08:30:52PM -0700, Darrell Ramey wrote: > I won't be able to make it this year. I am due to be stationed in Santa > Barbara, CA (ROTC Assignment) on 20 August. The old J3000 is mechanically > sound and road worthy now but not real pretty to look at if you know what I > mean. I even plan on driving it to California when I leave El Paso with my > daily driver in tow. If you've never been to santa barbara, there's some pretty cool trails in the hills behind santa barbara in los padres national forest. Bring a tent, some food, and you could get lost back there for as long as what gas you brought in can carry you. > There is a question I have for the list though. While I had my front end > off the ground changing brake cylinders, lines, shoes etc etc etc..... I > decided to check my differential ratio by doing the old drive shaft twist > vs. tire twist and I came up with two turns of the drive shaft to one turn > of the tire. Now in Kentucky that equals out to a 2:1 ratio but I've never > heard of a differential that low (or high) of a ratio. I even did it three > times just to make sure I didn't miscount or something. To take it one step > further I even twisted the tire and counted the shaft turns and the same out > come. On my Blazer I have 5.13:1 gears (40 inch Ground Hawgs) and it takes > 5+ turns of the shaft to one turn of the tire. The best I can tell is I > have Dana 44s but like I said earlier I ain't very Jeep smart yet. The old > girl is kind of sluggish on the get go but has outrageous top end speed, so > it kinda makes sense that the ratio is accurate. Am I missing out on > something here?? I've never heard of anything that big, closest to that I've seen is a 2.35, and that's pretty tall as it is. Then again, I haven't messed with a whole lot of older stuff, so who knows. If you really want to make sure, you can pop the diff cover (gear oil prolly needs changing anyway), count the teeth on the ring and pinion gears, then divide the smaller one into the bigger one. That will give you the honest to god truth with no bias for gaps induced by 40 year old gears that might be on the outside edge of spec. My brother's elkie does that. It has 2.73's but it won't turn the driveshaft around all the way on the second turn when you turn the wheel. K - -- Kevin Pekarek Redwood City, CA (near San Francisco) and Los Osos, CA (near San Luis Obispo) 74 Cherokee 2 door (258 1bbl, T15, D20, open 3.54 d44's) 77 Cherokee 4 door S (401 4bbl, TH400, BW QT, open 3.54 d44's) ------------------------------ Date: Tue, 7 May 2002 06:36:33 -0700 (PDT) From: Greg Loxtercamp Subject: fsj: Re: New to the list > > There is a question I have for the list though. While I had my front end > > off the ground changing brake cylinders, lines, shoes etc etc etc..... I > > decided to check my differential ratio by doing the old drive shaft twist > > vs. tire twist and I came up with two turns of the drive shaft to one turn > > of the tire. Now in Kentucky that equals out to a 2:1 ratio but I've never > > heard of a differential that low (or high) of a ratio. Did you have both tires off the ground??? When you rotated one tire, was the other tire rotating as well??? If not, then there is a divide by 2 going on here. The differential is working and connecting the link of one tire only to the driveshaft...at twice the speed. To do this more correctly, have both tires off the ground and rotate the driveshaft...making sure both tires are moving, then do the counting. Yes, the most correct is to pull the cover. Greg FSJ-less in Mpls. Yahoo! Health - your guide to health and wellness http://health.yahoo.com ------------------------------ End of fsj-digest V1 #1638 **************************