Didn't like the way the exhaust tip looked. I wanted a turn out but too cheep to buy one, so spent some time on the band saw with some left over elbows.
1989 Grand Wagoneer 4BT
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Not too much happening. Changed my mind about the ratcheting (floor) shifter vs factory shifter on the column. The only way to clean up the steering column (if I used the floor shifter) was to replace the steering column with one from a J truck. It would fit but I'd have to rewire every thing, no thanks. So I bought a set of used factory shift controls over the holidays. They came from back east so there's a lot of rust.
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Thanks.
I did have to break the tackwelds on the drivers side pipe and rotate the 2 halves for better alignment.
Santa didn't leave me a tig welder for Christmas so my pipe welds still look crummy but they will hold.
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Looking at fabricating a fan shroud, noticed that the fan tip could hit the fan shroud on the drivers side. Spent 2 days cutting, welding and drilling on the radiator support. The radiator now sits 1" more to the drivers side. Which also made more room for the radiator overflow/catch can. I only made the brackets, bought the can.
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When I cut the front bulkhead removing the cross piece for easier engine removal and install. I figured the opening would spread, it did, about 1/8". Enough spread that the holes were off center enough that the screws wouldn't fit.
The fix was to add a long screw between the two front radiator mounts and pull them together. Had 2 used R8 drawbars, cut off the bad parts and welded them together. One big long screw.
The fix was to add a long screw between the two front radiator mounts and pull them together. Had 2 used R8 drawbars, cut off the bad parts and welded them together. One big long screw.
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Now I need to figure where to hang a crank case vent can. There's no room for the can down by the starter. But there is room at the front between the engine and the radiator, both sides. I know that the later Dodge 6B's moved the crank case vent to the front of the timing cover. That would work but it still dumps oil on the ground. The Moroso can uses a -12AN fitting to attach the hose to the can.
I'm thinking about attaching it to a valve cover. "If" there's room inside I might be able to use a male bulkhead adapter. Cut off what isn't needed.
Another thought is mount it on the screw cap on the timing cover and use a 90° bulkhead adapter. If I mount it off center it might clear the injection gear nut.
I'm thinking about attaching it to a valve cover. "If" there's room inside I might be able to use a male bulkhead adapter. Cut off what isn't needed.
Another thought is mount it on the screw cap on the timing cover and use a 90° bulkhead adapter. If I mount it off center it might clear the injection gear nut.
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Actually, the Dodge setup had a catch can although some fell off. Another possible is the top valve cover vents. These vent the vapor but trap the oil so it doesn't end up on the ground. In original application they had their vent hose routed to the air filter. Sort of like the PCV valve in the old days. You don't want oily vapor going into your intercooler so there would be a filter to catch it. Those PCV filters are only about $4 or you could use a catch can with a breather. Here's a photo of that setup and one showing 2 sets on a 6bt. Only need one on a 4bt.
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They clear the hood, on a chevy/gmc setup, I use two (2) of those double cover units on my build, vented to air filter, no oil residue whatsoever. Lots of road dust "dirt everyday"...
Re-started the wiring. Working on the grounds. Took 4 hours* on Saturday just to bend and cut the neg 2/O cable. Connected it to the front using one of the front engine mount holes.
The Cummins crankcase vent arrived, did some preliminary hose routing.
*Shop was at 40℉, (4.44℃) 2/O doesn't like to bend at those temps;
The Cummins crankcase vent arrived, did some preliminary hose routing.
*Shop was at 40℉, (4.44℃) 2/O doesn't like to bend at those temps;
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Shifting gears, working on the A/C
Learned that the Jeep has a thermostatic expansion valve system (TXV). Found all of the leftover A/C parts that were going into the Willys, there now going into the Jeep. Had to order 3 fittings, The outlet (low side) from the evaporator has a special fitting. A #12 male 90° flared to #10 hose. I orginaly thought it had a #12 hose, searched in vain for something comparable, nothing. Stripped the hose off the fitting found it was a #10. Could not find any one selling just the ferrule, so I'll sacrifice a #10 fitting, use it on the old Jeep fitting. Problems solved. I expected the high side fitting to be problematic also, It didn't disappoint. It's a #6 female flared. Actually found that fitting online in about 5 minutes. Still have to flush out the evaporator, clean all of the R12 oil out.
Learned that the Jeep has a thermostatic expansion valve system (TXV). Found all of the leftover A/C parts that were going into the Willys, there now going into the Jeep. Had to order 3 fittings, The outlet (low side) from the evaporator has a special fitting. A #12 male 90° flared to #10 hose. I orginaly thought it had a #12 hose, searched in vain for something comparable, nothing. Stripped the hose off the fitting found it was a #10. Could not find any one selling just the ferrule, so I'll sacrifice a #10 fitting, use it on the old Jeep fitting. Problems solved. I expected the high side fitting to be problematic also, It didn't disappoint. It's a #6 female flared. Actually found that fitting online in about 5 minutes. Still have to flush out the evaporator, clean all of the R12 oil out.
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