So the 5.9 that I bought must have had some replacements done at one point or another. It had an open Dana 35 in the rear, but the build sheet says locker.
The broke 5.2 had a lsd Dana 44. The results seem obvious.
Build sheet correct. It seems to have a zj f>r done. And the v8 front springs will lift a 4.0 i6 zj about an inch. Now I need to install the towing package springs for the rear. Or f>r it. Either way.
I had to take a short break.
But there’s more to come.
Broke jeep donated its hitch wiring to the black jeep. We’ll see how this 4.0 compares to the 5.9 Cummins in tow capacity. Hah! Anyways.
The connector got blown up in the accident. Upgrade!
All the wiring is twisted, soldered, and shrink tube sealed.
7 and 4 pin connector. I like this style because you don’t need an adapter. I had one on the Cummins, it was nice. This one seems to be wired a little better than the Cummins, but this is an oem wiring harness. I believe the 5.9 jeep has an oem harness as well.
I mean jeep.
It’s getting out of control around here.
The 5.2L got smashed in the ass. So I bought a 5.9L to replace it. That seems like a legitimately sane decision.
There’s a noise, and oil pressure builds when you rev it up.
Whatever, I’ll just fix it. It also has every normal problem a 1998 should have.
-coolant sensor error on the Vic
-automatic lights jitter
-sunroof doesn’t open
-hatch and glass struts are blown
-front diversion noise/leaks
-electric door locks don’t work
-someone used too much air freshener
This particular one has runny spray painted taillights, a plugged sunroof drain (I believe), a 3″ lift, new tires and rims, a non functional remote entry/maybe alarm. And some other piddly crap.
It seems to be the same color as the 5.2L, so that’s nice, same color interior too.
Now I wait for the carpet to dry and a battery to charge.
So I decided to go with 1.75″ 16 gauge mandrel bent steel pipe and 1/4″ sheet metal for my new MPFI intake manifold.
The plenum is a little over 3 liters displacement. The runners are within my desired range of 9-13″. This should provide a torque range of 3-6k rpm.
The fitment is pretty close, but I can adjust the location of my brake proportioning valve. The intake elbow needs to be addressed, I think a silicone coupler will make quick work of that.
Then there is the tri y header I’m making.
With all this cutting, something had to break.
I wired up the headlights with a standard 4pin Molex desktop pc power connector. It is pinned: ground, ground, low, high.
I also ported the hell out of an exhaust manifold that I welded a t3/t4 flange onto. I ported through it in fact.
A lot of material was removed. It is a lot smoother transition now.