GOT A '6! now some questions

nice find...

*thinks about SOA w/D60's, F/R Detroits, dual cases, 38" TSL/SX's R)

 

The way the pre and post 71-72 tub fits on the frame is the same. There are no dimensional differences. All the differences are in where the holes are punched, ie through the floor pedals v. hanging, under seat tank v. under floor, etc.

JMO on the hardtop. I've owned both though - a '73 CJ-5 and the '75. I flipped the '75 on the street. To me, the only thing the Meyer (and earlier) metal cab has going for it is security. They are no quieter or warmer than a soft top. A Jeep with a metal cab will handle very differently from one without, and I assume from the obvious differences that the CJ-6 handling changes more than the CJ-5 in this regard. The COG is higher - even though the top does not weigh that much - because the metal is up high. You can't really compare with the later 'glass tops becasue they were fitted to Jeeps with a different frame (splayed out to stabilize the rear) and they are lighter overall. I expect that Jeep made some other changes to specifically address the problems of body roll in '76 (when the major redesign happened).

I might consider a steel half cab on a CJ-6, but never again a full cab.

I've got to scoot, but I can probably find some other threads for you to look at later.

No reply about the V8? :driving: :AMC:

 

I see there was a reply about the V8. Re the AMC last-gen (not sure if it's gen 2 or gen 3... maybe gen 2.5?) V8s, their main problem is hot idle oil pressure. They have an aluminum timing cover which the oil pump gears spin in, and it wears out faster than the rest of the engine (typically). The OEM op gauges are well know to be approximate at best - I'd suggest you get a good quality mechanical gauge - you can keep it regardless of which engine you use.

Rod bearing and cam failures seem to be most common on these high mileage V8s, stemming from the LHIOP I would guess.

Re the diesel, that would be cool, and others here have explored the options. JMO - it wouldn't pay unless you plan to put a lot of miles on the Jeep. Plus there's no obvious candidate for an engine - you'd be exploring new territory. If you can realistically add up the costs, I'd suggest some BOTE calculations to see how many miles you'd need to travel to make up the higher initial cost.

Again opinion - iff I had to change out the engine, I'd go with a 4.0L inline 6 or a 4.6L stroker. The Mopar MPI will give you the best chance for reasonable mileage. If you can find an XJ donor with a AX15 or NP3550, you'd have your engine, MPI parts, and an overdrive transmission too. The XJ will be DSD (driver's side drop) so you'd have to use a different transfer case. Novak sells a clocking ring to adapt the D300, or maybe you could use a PSD NP208 from a Chevy (?). The NP208 (chain drive part-time TC) would likely be cheaper.

Again, if it were mine, I'd probably keep the stock drivetrain at first and add TBI. No need for a heroic crawl ratio considering how you've described the use of this Jeep. The T-15 is a fine transmission if you can get used to having only 3 forward gears. The ratios are good (usable passing gear) and it's strong. I'd go with the Tera gears in the D20 transfer case though, esp. if I had 3.73 axles (4.27 was optional).

 

My '75 CJ-6. The top was so mangled, we left it behind.



Here's a start on some links:
http://www.earlycj5.com/forums/showthread.php?t=20631&highlight=hard+soft+top+Meyer
http://www.earlycj5.com/forums/showthread.php?t=35738&highlight=hard+soft+top+Meyer

I got a lot of hits for "hard soft" but I didn't take the time to sift through them. You might take a look at them if you want more.

 

thanks for the replies.....


i tihnk i may have been talked into keeping the 304..but i'm going to get it rebuilt or buy a rebuilt.....this one has seen better days and i dont want to take effort to make it run, then have it poop out 500 miles later.... i'll go with the howell TBI or sometihng...had that on the 258 and it worked well....i tink i can live with that mileage if i dont hammer it too much.



as for the hard top and roll overs and all that. one reason i want it is that in the winter the road salt kills the plastic windows i had on the TJ, i like being able to scrap off the ice so i can see too, instead of having to pound on it.........oh...and the hard top wont accumulate rain water that will all dump on me when i start to get into the jeep *grumble!*

as for the roll overs....i do plan to put a removeable sway bar up front. havent looked at the rear so im not sure if that would work there too. i ran my TJ with no sway bars and that was mildly scarey....i think i could handle it....if not i can always take it off later if i really hated it....i'll surely give it a try before making up my mind though

 

That sounds like a good plan.

I didn't think it was scary with the hard top - I drove the same Jeep many miles after the rollover and replacing the steel top. I don't remember anything about the wreck, so I can't comment on the effect of the hard top in that instance. However, the CJ-5 with a soft top seemed much more agile, almost sporty, compared to the CJ-6.

A garage or carport (with the soft top) would be another option.

Keep us posted.

 

Timgr, that must have been one heck of a crash, glad your OK!
When I look at this cj6 I dream of a modern gm drivetrain. My brother in law did this to his 89 wrangler. He took a 5.3V8, 4l60E auto trans, and a electonic shift transfer case out of a 2000 Chev 1/2 ton pickup. It is a really nice setup, his wife has no problem driving it, yet he has 285H.P. on tap if needed. Imagine taking your 1/2 ton pickup that gets 15-17MPG dropping 2000lbs of weight off of the truck, that is what his wrangler is. Very driveable, daily! His 258 used to overheat trying to push the jeep down the freeway! Your CJ6 is the perfect candidate, I am jealous, can you tell! Well that would be my dream plan, thought I would throw it out here, anything you do will be fun and cool in my book.