|
Post by Off_Road_Teacher on May 8, 2015 15:24:02 GMT -6
My xj has the legendary cracked head issue and I'm assuming is helping with the low oil pressure. Trying to find one local before I spend big $$
|
|
|
Post by MJL on May 8, 2015 15:57:08 GMT -6
Try pull a part first. That's where Jeff got the one for my xj when it died a couple of years ago. Yeah you have to pull it, but it was worth the money we saved.
|
|
|
Post by Off_Road_Teacher on May 8, 2015 16:12:39 GMT -6
Try pull a part first. That's where Jeff got the one for my xj when it died a couple of years ago. Yeah you have to pull it, but it was worth the money we saved. If I had the time and knew exactly what I was doing then that'd be great lol However I do not
|
|
|
Post by Somebody on May 8, 2015 16:42:49 GMT -6
You need a Toyota Camry.. I heard they are real reliable!! Smh
|
|
|
Post by Off_Road_Teacher on May 8, 2015 17:44:58 GMT -6
You need a Toyota Camry.. I heard they are real reliable!! Smh I had one once and I loved that car lol
|
|
|
Post by davidsyj on May 8, 2015 18:07:55 GMT -6
Go to pull a part, look for an Xj with a 4.0 (if that's what yours has). Pull it and get it checked. If it's bad return it and repeat until you find a new one.
|
|
|
Post by Off_Road_Teacher on May 8, 2015 20:32:36 GMT -6
Does it matter the year? A guy over at wto has one from a 97 wrangler, mine is a 01 Cherokee
|
|
|
Post by Somebody on May 8, 2015 20:40:10 GMT -6
Does it matter the year? A guy over at wto has one from a 97 wrangler, mine is a 01 Cherokee I believe the 97 and up are the same.. there is a mod where you can swap a 4.2 head onto a 4.0 head, but haven't researched it
|
|
|
Post by davidsyj on May 8, 2015 20:44:25 GMT -6
I'm pretty sure a 4.0 head is a 4.0 head is a 4.0 head.
|
|
|
Post by Off_Road_Teacher on May 8, 2015 20:55:35 GMT -6
I'm pretty sure a 4.0 head is a 4.0 head is a 4.0 head. I thought that you couldn't use one that was set up with coil packs with one with coil on plugs??? I might be wrong
|
|
|
Post by mike on May 8, 2015 21:45:57 GMT -6
I'm pretty sure a 4.0 head is a 4.0 head is a 4.0 head. That's not true. There are differences. Get with Keith (that rolled his jeep at the last run). He did all the research when he did his and can point you in the right direction.
|
|
|
Post by Off_Road_Teacher on May 9, 2015 7:17:31 GMT -6
Bump
|
|
|
Post by davidsyj on May 9, 2015 7:54:54 GMT -6
|
|
|
Post by mike on May 9, 2015 8:45:30 GMT -6
Yep looks like all you need to know right there in bobs link.
#2686 - 1987-1990. AMC design, called "RENIX." All twelve ports roughly in line with "kick-ups" in the intake ports for the injector spray.
#7120 - 1991-1995. ChryCo's first revision, OBD-I head (I'd nt heard of the 7119, but it's probably similar.) Considered the "best-flowing" basic head, although the jury remains OUT. Intake ports more regular in shape, and were raised slightly. This allowed for a slightly reduced angle in the port, reducing flow turbulence and increasing flow rate.
#0630 - 1996-1999 (1998 in TJ, 1999 in XJ & ZJ/WJ.) ChryCo's second revision, early OBD-II head. Exhaust ports reduced slightly, in order to retain heat in the gases to reduce catalyst light-off time.
#0331 - 1999-up (1999-up TJ, 2000-up XJ, WJ.) Final revision of the 6-242 head, may be divided into "early" (without TUPY casting mark under oil fill) and "late" (with TUPY foundry mark, starting about 2001.5 or so.) The "early" heads are the ones you hear about when you look for "0331 Club" - cracks in the upper surface of the head are common. The TUPY-marked heads had a revised casting to reduce/eliminate this. Exhaust ports reduced still farther, same reason as the #0630 head.
The #2686 manifolds may be considered "unique" - I know the intakes aren't a direct swap, and I don't believe the exhausts are, either (also, the #2686 head manifolds had EGR, others did not.
The intakes may be swapped freely among #7120, #0630, and #0331 heads - it's common to put the later "ram's horn" intake into the earlier heads. The exhausts pose a small problem due to the reduction of ports - putting a LATER head behind an EARLIER manifold will work; but putting a LATER manifold on an EARLIER head would require fabrication of an adapter/block-off plate (easy enough to do, you just need both gaskets, some mild steel about 1/8" thick, and time. Cut the plate out to match the SMALLER exhaust ports, the gasket matching the head goes between the head & the plate, the one matching the manifold on the other side.)
It should also be noted: - The 0331 head is the only head that was manufactured for the late distributorless COP/DIS system. Putting in a 0630 or 7120 head will require fabrication of brackets to support the coil rail, these brackets may be anchored to the valve cover screws. - The 7120 head has a port for a coolant temperature sensor at the driver's rear, threaded 1/8" NPT. The 0630 and 0331 heads do not. Installation of a 7120 head onto a later application requires blocking this port, a brass 1/8" pipe plug will do. The boss is extant on later heads, but is not machined - it may be drilled & tapped using care and hand tools (drill motor, tap set.) D&T 1/8" NPT. - If you change the head "outside of period," use the correct spark plugs FOR THE HEAD. I believe the "reach" of the plug changed over time. - Thermostats & housings swap freely - it is even common to put the later thermostat housing onto the RENIX head, because the 1991-up thermostat housing has a 3/8" NPT port, which is often used for aftermarket modifications.
|
|
|
Post by davidsyj on May 9, 2015 9:53:33 GMT -6
You didn't have to post the info. Let him do some of the work
|
|