ok, so here is where this is going to start: first to fix the front diff. being that the front axle keeps bending without effort (and NO, i
DID'NT jump it) a hi-pinion D30 from an XJ will be taking its place. a reverse cut 4.56 R&P with an ARB locker have been procured. add to this new ball joints and bushes and USA Alloy Super 30 shafts (30 spline) w/HD unis (which will no doubt blow out one day and will be replaced with CTMs) and a custom truss. that should sort the front axle dilemma and is deservedly first on the list of to do's. we have already upgraded the rims to alloy 15x10s and found some preserved (and virtually unused) Mickey Thompson bias ply 35x13.50s claws. New SuperLift discos are already in place.
Currently on order we have:
Novak Engine Mounts
Novak Tranny Mount
Novak Electric Fan
Novak Fuel Integration Kit (this is a new product that will allow 65psi+ to the V
less important crap is on order from various sources
more orders will be placed with Novak as the project continues (ie: tranny to transfer case adaptor, intake ducting, ceramic coated headers, t-case shifter, etc...) im buying in small quantities to avoid excess tax as we are in no huge rush.
there was some debate as to what tranny and transfer case would be run. in the end (and for our purpose/circumstance here), and in the interest of just getting the bloody car back on the trail, i've decided to run a stock NP-231 with a mega short SYE (instead of a Stak or Atlas) behind a 4L60E (instead of a TH400 custom built) which would cost more than the V8 package alone. i figure at least we will get a few miles out of that combo until something breaks and then we will upgrade as required. money vs time is something im willing to play against each other so we can enjoy a car that has sat for far too long. the perfect combo would be an Atlas 3.8 with a severely tweaked 400 but we will use a 4L60E with a minor tweak for now. the 231 will probably live forever.
Tigger will be getting a custom 4-core alloy crossflow radiator and probably the same B&M tranny cooler setup as the guinea pig (it works well so why change it?) the big money on this swap is gauges. if you want a tach you need to add an additional unit to accomodate the holden V8 (so basically one dead tach on the cluster and one new unit on the dash which is a horrible option). or you could just do away with the tach altogether. i reckon for now we will just run the jeep pcm in piggyback with the holden pcm and keep the factory gauges. we can always upgrade them to Auto Meter units later (like on Thomas) and then do away with the Jeep pcm.
so there we sit. just waiting on parts (whats new in Perth?) more to come soon!
