I think I finally made it?

[ralmo94]

Nice looking jeep, and nice canoe's.

While port would be an advancement, I see no real world advantage over TBI, as long as it suits your rpm and cfm requirements, but a modded Clifford intake would be pretty awesome. That's my $0.02.
Welcome to the forum.

[MO LS Noobie]

Them are sweet looking canoes. I wonder how they would hold the to the Ozarks Rivers? Regarding the Jeep, the TBI would definitely be easier and would get you about 80% of the advantages of a sequential port set up, especially the rough terrain and steep inclines. I had a 401 in my grand Wagoneer I converted to the old Holly DFI four barrel set up just because of that. Welcome to the forum, there are many people here for help and advice.

[Strippperguy]

Thank you all...
Yeah, I'm not looking for anything unique WRT fuel injection, just a more consistent output from my engine, especially off road and off camber.
My CJ weighs 2,200 lbs and has all the torque that I need. As it is, my CJ is extremely capable off road, and fun on road. I'm reluctant to build it into a trailer queen.
Maybe somewhere down the line I might modify my Clifford intake for multiport sequential, but for now, not really needed.

The canoes are much tougher than most people realize. I've beat the snot out of them for decades, they mostly survive pretty well. And if I do damage one? No big deal, I built them, I can surely fix them.

[1project2many]

Soooo, it's been quite an adventure trying to get approved here.
I think I'm approved.

Yes, you're approved. My apologies for the extended wait.

Oh, and I build canoes, lots and lots of cedar strip canoes, hence the stripperguy name.

As someone responsible for trying to prevent spammers who love posting bad links to illegal medications and other products, I'd like to tell you that including a note like that would have helped get your approval much faster. :-)


Your Jeep looks great. I want to recommend considering a tank designed for EFI or some other method to prevent fuel starvation as the jeep climbs, twists, and lurches through it's trips. The fuel bowl in a carburetor stores fuel, masking situations where there is temporary fuel starvation at the pickup tube. Once you go EFI you will notice every time this happens.

[Fast355]

Having worked on and driven both the OEM GM TBI and long runner MPFI 250 I6 engines, find a later MPFI intake for a 4.0L and swap to MPFI. The TBI is a good system, but it still has the same issues prevelant to a carburetor that are especially troublesome on the long I6 intake runners. The 2 center cylinders end up running rich and the 4 end cylinders end up running leaner. With an unheated air intake and unheated divoriced manifold the a/f split becomes even worse at idle and lower loads. The port fuel will run smoother, get better fuel mileage and have better driveability especially after a cold start. You can still go the GM management route to make things easier to tune using the later 4.0L MPFI manifold. I say later model 4.0L manifold because somewhere around 2000, Mopar redesigned that manifold to flow better to offset power loss from other changes to clean up emissions. The older 4.0L manifolds have a long straight plenum and straight runners, where the better manifold has long, curved sweeping runners that branch out from under the throttle body. I would use the 7730 ECM to control the system using a speed density 1990-1992 3.1L V6 Camaro or similar calibration. It would also be worthwhile to integrate GMs 7-pin EST module to the OE Mopar distributors pickup setup, delete and lock out the mechanical and vacuum advance mechanisms, and comperize the ignition timing. I have integrated that TBI/TPI style 7-pin module to both Mopar and Duraspark style distributors, ditching the failure prone control modules and vacuum/mechanical advance setups on both. Hardest part of that is setting up the latency table, but even that is straight forward using a timing light and fixed timing values of say 15-20* in the spark MAP. Fix the timing values to where they are all the same, then adjust the latency at various RPMs to make the ignition timing match the commanded value. End of the day, TBI is an improvement over a carb on an I6, but if I am already doing major surgery, I would want MPFI, especially since a low cost MPFI manifold, fueql rails, and throttle body already exist for that type of engine at just about any local wrecking yard

[Strippperguy]

Thank you, gentlemen, for your advice.
My CJ currently has a 2 year old gas tank, having worn through the OEM and a decade later, a replacement as well. Ground clearance and breakover angles are a constant concern for me, and a larger than 15 gallon tank would need an alternate skid pan, and likely reduce my clearance.
Even though costs are not a major issue, I don't like to intentionally obsolete components until they age a bit...
Soooo, the current tank will stick around for another decade or so.

As far as MPFI with an alternate head, same kinda story. I have a refreshed head, with maybe 20k miles on it, and a Clifford intake and Hedman headers, neither of which are compatible with a head from a 4.0.
I initially looked to find a Jeep with a 4.0 that I could cannibalize, but junkyards empty out quickly for Jeep parts, and Craigslist and/or Marketplace donors are generally overpriced or just plain junk.

So for now, at least, I'll dip my toe in this FI pool a little at a time. If I get comfortable enough, maybe Ill get a stand alone ECM that I can program, or maybe try to burn my own chips.
But for now, baby steps, and keep using as much of my current hardware as possible.

With all that said, I know you're all dying to know more about my CJ.
Yeah, it's a 1977, with a glass body and front clip, weighs 2,200 lbs.
I did a SOA (Spring Over Axle) swap using OEM springs from a Wrangler. 12 inches of travel at every wheel.
Front Dana30 and rear AMC20 axles are fully trussed, with alloy axle shafts and auto locking differentials front and rear.
I regeared the axles to 4.56:1, and regeared my swapped in Dana300 transfer case to 4:1 (OEM was 2.6:1) Also swapped in an overdrive 5 speed transmission. edit: forgot to mention I'm on 35" tires.
I also fabricated my own hi steer, using flat top Dana44 steering knuckles and custom fabbed (by me) steer arms, drag link, and tie rod, using 1 ton tie rod ends.
There's other boring stuff like a Tom Woods DC rear driveshaft, electric fan, hydraulic winch, etc.
For a 47 year old vehicle, that sees much abuse, it's holding up pretty well. It's extremely capable off road (nothing is unstoppable) and comfortable enough on road.

This next switch to EFI will likely be the last major modification, since I have almost everything else just the way I like.
Again, thanks for letting me into the club, and for all of the over my head knowledge you've shared.

[steveo]

it's a great jeep and you've done the right stuff to it

i've often thought of getting a CJ, but i keep holding off because i need a big jeep, i go deep into the bush with several dogs and lots of gear, and sometimes get too deep into things and have to sleep in it in the middle of nowhere

that is an insanely low final low gear for such a little jeep, way lower than even hardcore rock buggies out here use. you could pull a tree over with that thing