L.W. \(Bill\) Hughes III

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From: 24Bit®<standing@the.exit>
Newsgroups: rec.autos.makers.jeep+******
Subject: Re: Easiest cheapest way to change to 4.11:1
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L.W. \(Bill\) Hughes III

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From: 24Bit®<standing@the.exit>
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Subject: Re: Easiest cheapest way to change to 4.11:1
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L.W. \(Bill\) Hughes III

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From: 24Bit®<standing@the.exit>
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Subject: Re: Easiest cheapest way to change to 4.11:1
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L.W. \(Bill\) Hughes III

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From: 24Bit®<standing@the.exit>
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Subject: Re: Easiest cheapest way to change to 4.11:1
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L.W. \(Bill\) Hughes III

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From: 24Bit®<standing@the.exit>
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Subject: Re: Easiest cheapest way to change to 4.11:1
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Matt Macchiarolo

Snoman was wrong again:

" Actually the 8.8 is a fairly popular swap
because it is a LOT stronger than a D35 and basically a bolt in and
lug pattern is the same too."

It is a popular swap but on an 02 TJ it is hardly "basically a bolt in,"
since you'd have to remove the leaf spring perches and weld on new coil
spring perches and control arm/track bar brackets.

Matt Macchiarolo

Snoman was wrong again:

" Actually the 8.8 is a fairly popular swap
because it is a LOT stronger than a D35 and basically a bolt in and
lug pattern is the same too."

It is a popular swap but on an 02 TJ it is hardly "basically a bolt in,"
since you'd have to remove the leaf spring perches and weld on new coil
spring perches and control arm/track bar brackets.

Matt Macchiarolo

Snoman was wrong again:

" Actually the 8.8 is a fairly popular swap
because it is a LOT stronger than a D35 and basically a bolt in and
lug pattern is the same too."

It is a popular swap but on an 02 TJ it is hardly "basically a bolt in,"
since you'd have to remove the leaf spring perches and weld on new coil
spring perches and control arm/track bar brackets.

Matt Macchiarolo

Snoman was wrong again:

" Actually the 8.8 is a fairly popular swap
because it is a LOT stronger than a D35 and basically a bolt in and
lug pattern is the same too."

It is a popular swap but on an 02 TJ it is hardly "basically a bolt in,"
since you'd have to remove the leaf spring perches and weld on new coil
spring perches and control arm/track bar brackets.

SnoMan

On Sat, 23 Jun 2007 13:33:43 -0400, Mike Romain <romainm@sympatico.ca>
wrote:

>Too bad. My 3.31's are 'just' low enough to keep the power nice at 65
>mph uphill when loaded with gear and hold it with 33's in 4th turning
>2300 rpm. If I hit the hill any slower in 4th and it's steep, I will
>need to gear down.

Again such a idiot, 3.31 gears belong in a car not a 4x4 with big
tires and statements like his tells you how really clueless he is. (if
his gear were as deep as his ego is big he might actuallly have a real
4x4 rather than a tonka toy he drives) If your 4x4 requires a
downshift out of even 5th on highway it is geared too tall. None of my
4x4's require a downshift out of OD on any normal interstate grade
unless you are in some serious mountains and engine power in down
because air is thinner and even then the never below drive unless
maybe it is the pass to Eisenhower tunnel on I-70 in Colorado at
11,997 feet. Even my wifes 4 cyl 5 speed stock Cherokee that we bought
new never needs a down shift on a hill anywhere around here even with
A/C on. Why? Because it has 225/78 tires and 4.10 gears it came with
matches its avaible power well to load. I would never even remotely
consider bigger tires on it with regearing it. (not that I am going to
ever put big tires on it any way) BTW, it turns about 2450 at 60 MPH
in 5th and will cruise 70 all day if you want to without busting a gut
and now has over 80K on it and run great and uses no oil between
changes. RPM do not hurt a engine but lugging it under load sure can.
Also only a fool would promote of suggest using less gears on a tranny
and loosing availble power in all gear because they are too cheap to
do it right. Mike is such a bit fan of have a 5 speed with 4 "usabel"
gears that he spends a lot of time convincing other that his poor
logic is sound so they can join him.
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