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Found a Platinum 5.9 for the right price with ringland damage and some transmission problems. Unibody was perfect underneath, though.
I was building a .040-over 360 for the 96, but the shell was toast. So I stripped it and decided the 9er would be the new home.
Motor specs:
.040-over Magnum block
Mopar Performance double roller timing set
Mopar Performance lifters
Mopar Performance replacement cam
Accel cap/rotor/plugs/wires/coil
Mopar Performance HV oil pump (basically just a Melling M72HV)
Crate motor 5.9 heads with the R/T 2.02 valves
Ford 302 1.7:1 roller rockers
Mopar Performance valve covers
Hughes Engines plenum plate
FlowKooler water pump
Accel 27# injectors
ARP head bolts
ARP main bolts
Valve cover stud conversion
Bolt-ons and other crap:
K&N intake
52mm bored and flat-topped throttle body
Doug Thorley headers
Summit insulated plug wire boots
Spintech Pro Street muffler
200-cell bullet cat
Iron Man 4x4 poly motor and transmission mounts
WJ power steering pump
HD steering box
Originally the motor had Edelbrock hardened pushrods in it, but in the process of starting it I discovered the rods (which according to Edelbrock were stock replacement Magnum pushrods) were just too long and were keeping the valves cracked open, keeping the motor from building compression. Stock rods went back in, and bueno.
The transmission was pulled and a replacement Torco converter put in, along with a Fairbanks shift kit, Superior billet low/reverse servo, Sonnax billet accumulator piston, and Mopar solenoids. Hard lines were eliminated and high-temp, high-pressure hose was run from the trans up to a cooler and through the radiator. The 249 case was pulled in favor of a 242, and the Novak t-case shifter cable was put in to eliminate the stupid factory linkage. Rear Posi clutch packs were rebuilt as well.
Currently reverse is still an issue, but the transmission was extremely weak in reverse before I did the drivetrain swap. There's one more part of the valvebody to check over, since the weak points of the low/reverse servo, accumulator piston and band adjustment strut have already been addressed. If the valvebody pressure tests fine then the no reverse is a symptom of weak front clutches. I located another 46re (not too easy to find a Jeep one) just in case.
I was building a .040-over 360 for the 96, but the shell was toast. So I stripped it and decided the 9er would be the new home.
Motor specs:
.040-over Magnum block
Mopar Performance double roller timing set
Mopar Performance lifters
Mopar Performance replacement cam
Accel cap/rotor/plugs/wires/coil
Mopar Performance HV oil pump (basically just a Melling M72HV)
Crate motor 5.9 heads with the R/T 2.02 valves
Ford 302 1.7:1 roller rockers
Mopar Performance valve covers
Hughes Engines plenum plate
FlowKooler water pump
Accel 27# injectors
ARP head bolts
ARP main bolts
Valve cover stud conversion
Bolt-ons and other crap:
K&N intake
52mm bored and flat-topped throttle body
Doug Thorley headers
Summit insulated plug wire boots
Spintech Pro Street muffler
200-cell bullet cat
Iron Man 4x4 poly motor and transmission mounts
WJ power steering pump
HD steering box
Originally the motor had Edelbrock hardened pushrods in it, but in the process of starting it I discovered the rods (which according to Edelbrock were stock replacement Magnum pushrods) were just too long and were keeping the valves cracked open, keeping the motor from building compression. Stock rods went back in, and bueno.
The transmission was pulled and a replacement Torco converter put in, along with a Fairbanks shift kit, Superior billet low/reverse servo, Sonnax billet accumulator piston, and Mopar solenoids. Hard lines were eliminated and high-temp, high-pressure hose was run from the trans up to a cooler and through the radiator. The 249 case was pulled in favor of a 242, and the Novak t-case shifter cable was put in to eliminate the stupid factory linkage. Rear Posi clutch packs were rebuilt as well.
Currently reverse is still an issue, but the transmission was extremely weak in reverse before I did the drivetrain swap. There's one more part of the valvebody to check over, since the weak points of the low/reverse servo, accumulator piston and band adjustment strut have already been addressed. If the valvebody pressure tests fine then the no reverse is a symptom of weak front clutches. I located another 46re (not too easy to find a Jeep one) just in case.
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