Old Yeller
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Its... sitting next to my garage. Poor girl.
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Post by Old Yeller on Aug 11, 2010 21:11:41 GMT -4
Well, the next logical step is to get rid of the venerable 4.2L. Don't get me wrong, this thing works like a tank, but it has never worked very well. I could buy an expensive carb, but I figured this would be much better. I picked this baby up a few weeks ago. Looks like crap, body and frame are gone, but it runs awesome. Anways, I wasted little time tearing the front end off of it, and removing all wiring, which will be reused. I was having some problems separating the transfercase from the transmission (and still am) so the decision was made to pull the motor, tranny, and transfercase all as one unit. My friend Tim has a pretty sturdy swing set, with a bit 8x8 upper beam, so we decided to put it to the test! Something tasty to drink always helps things out! Get in my Jeep! The empty shell. One thing I discovered while figuring out my transmission problem, is that I actually have a NV3550 tranny mated to a np231, both out of a 2000 or later TJ (Thanks for the info Alan). I'll certainly be upgrading my AX15 with worn out synchros to this baby. More to come.
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Big G
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Post by Big G on Aug 12, 2010 8:38:18 GMT -4
LOVE the use of the swing ste!
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Old Yeller
Jeeper
Its... sitting next to my garage. Poor girl.
Posts: 2,890
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Post by Old Yeller on Feb 18, 2012 2:38:41 GMT -4
I guess I sort of forgot about this thread, once the motor/tranny/xfercase was in. Anyways, all went well and the jeep now runs like a top. Skipping forward a year and a half, my next project will soon be getting underway. After breaking 3 rear axle shafts in less than 9 months, I smartened up and picked up this today. Ford 8.8 from a 2000 Explorer, with driveshaft to rob the flange from. Backing plates look good. 3_55 means an open 3.55 ratio diff. I managed to snag this for $200 so I went for it, knowing full well that I would have to regear it. I'm interested in used gears, but I may have to go new. I'll likely weld this one up until a locker comes into the budget. It's been awhile since the YJ got some lovin in the way of upgrades, so this will be good. I shouldn't have to worry about snapping axles after I'm done here. Rob D
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dan
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Membership Co-ord - Valley
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Post by dan on Feb 18, 2012 11:49:46 GMT -4
nice snag, that should give you a major confidence boost on the trails. hope to see you get that thrown together soon.
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The Garagemahal
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Post by The Garagemahal on Feb 18, 2012 12:22:31 GMT -4
nice snag, that should give you a major confidence boost on the trails. hope to see you get that thrown together soon. It magically appeared in my back yard
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dan
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Post by dan on Feb 19, 2012 12:35:37 GMT -4
so, what you're saying Scott is that it should be finished and well-tested by supper-time tonight?
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The Garagemahal
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Post by The Garagemahal on Feb 19, 2012 17:46:36 GMT -4
so, what you're saying Scott is that it should be finished and well-tested by supper-time tonight? LMAO no
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Bubba
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No more Bacon :(
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Post by Bubba on Feb 19, 2012 18:11:06 GMT -4
Great up grade! I freakin love pounding my 8.8!!!!! Yes I said it!!
Rick
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The Garagemahal
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Post by The Garagemahal on Feb 19, 2012 18:51:22 GMT -4
Great up grade! I freakin love pounding my 8.8!!!!! Yes I said it!! Rick If there was ever a quote that need to be in a sig ! this might be it Its a huge upgrade for sure
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Old Yeller
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Its... sitting next to my garage. Poor girl.
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Post by Old Yeller on Feb 25, 2012 4:02:36 GMT -4
Big update. Things really went into high gear Wednesday when I started my weekend (weird work schedule, don't ask.) Before starting, I popped the cover off and was pleasantly surprised. All gears were in great shape, and the gear oil was clean. So the first step was to strip off everything. I removed the brakes, e-brakes, backing plates, then zipped off the swaybay perches. The Spring perches were removed carefully, for reuse later. In an effort to save the spring perches, the axle tube was cut into slightly. A couple of quick welds, and then it was ground smooth. I also cut off the shock brackets from the u-bolt pads and cleaned them up. Scottie suggested we call in an expert to set up the gears. Not that we couldn't do it, but it is always best to have someone experienced when it comes to gears. Scotts dad is a pro at this stuff. We were able to get the gear pattern nearly perfect, and a backlash of 0.008" The tolerance is 0.008-0.015, so my rear is at the tight end of the range, which is perfect. Thanks so much Scotts dad! (I'm so sorry I forget his name right now.) Lots of sources online, and folks "in the know" of the 8.8's tell you that you should weld the axle tubes to the housing. The arc welder and proper rods were present, so scottie went to work. It is really difficult to get a good weld between cast, and regular steel. I'm unsure of the rods used, so I'll add that info later. Welds arn't the prettiest, but penetrated both metals and should do the job nicely. After disconnecting the shocks, brakes, and ebrakes, all that was left to do to the d35 was cut off the u-bolts. Here is me happily grinding off the godforsaken d35. F-You weak undersized axle! And here's the hole it left, soon to be filled by ford. Here is us mocking up the pinion angle. We put the weight of the jeep on the axle to check it. Here it is pointed too high, and we soon lowered it to be more parallel with the driveline. I went to a slightly shorter TJ main shaft section, and attached the 8.8 flange. Sadly the conversion joint I got was incorrect, and would not fit the DS side properly. In this pic the caps are shoved in, but the clips are far from going in. Actual length is about 1/2" too long from cap to cap. I put a post in the tech section, seeking the correct joint. This setup was good enough to use for mock up though. Finally it was time to reassemble. After welding the perches in place, in went the knuckles, backing plates, brakes, and lines were installed. A second R/H brake hose was used on the left so I could tap into the flex line tee. Then I hit this tonight just before leaving far to late. Bad binding of the driveshaft. It is bad enough that I cannot bolt it up properly at full droop. Ears hitting. During mock-up, we tested bringing the spring perches back 1.25", but that was enough to make the diff hit the fuel tank (steel tank), so we went back to stock axle location. The combination of the more horizontal offset diff, with an already fairly steep driveline is causing me some headaches now. The obvious answer would be to go SYE, and do a custom DS, but it isn't in the cards right now. This swap is starting to creep up in price as it is. Anyways, I'm up-to-date now, and I really need to get some sleep because its 4am lol. Maybe things will be clearer in the morning.
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Post by T-Dogg on Feb 25, 2012 8:17:21 GMT -4
Wow lot of work done.
Proper thing to get a pro to set up the gear's, last thing you want is to have to re-do the gears.
Nice work guy's.
DA DOgg
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Hawkes
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Post by Hawkes on Feb 25, 2012 9:14:42 GMT -4
The flange you have is a closed circle type, don't the Ranger 8.8's have an open type with a 1310 joint? Swapping to that would likely give room for the yoke ears to turn and no conversion joints.
edit: Wouldn't matter anyway, the Tcase end isn't going to work.
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Dave
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Post by Dave on Feb 25, 2012 10:26:34 GMT -4
4am I'm glad i didn't stick around till you were done.
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Creepy
Administrator
Dartmouth
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Post by Creepy on Feb 25, 2012 11:34:34 GMT -4
Band-aid ----> center limit strap till you get the sye.
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The Garagemahal
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Post by The Garagemahal on Feb 25, 2012 11:34:49 GMT -4
4am I'm glad i didn't stick around till you were done. Wow. Me too .
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