New life for an old pig...

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a search brought up two options: Superswamper Q78 which is close to a 35 x 11.50 and Kelly Springfield MSR which run 33 x 9.5. Both have been used on stock rims as reported by fellow mudders. I could not find the cost on the Kelly tires but people reported they wear well. The Q78 are reported to wear well and be "quiet" for swampers. I imagine they are compared to the 38 x 14.5 SX on my 55 : ) Looks like high mileage use, BFG AT's 33 X 9.5 are the best choice...I though they were 'squirrely'...
 
Good progress Carlos.


What did you decide on the desmog? JimC just finished and dropped my carb/dizzy in the mail. So I'm fully committed. I'm going to wait on the P/S (only running the 33x9.5 Swamper radials) and the old skool York bracket needs a lilttle work but, there is a ton of room in the engine bay now.

I have an extra fj60 dizzy/coil and igniter if you want to desmog and recurve @ the same time.

Later.
 
Come on Carlos....Get you crap sent out to Jim C. and lets get rolling on installing the new engine. Can't wait forever
 
PabloCruise said:
Very cool pic!

I know some have taken the stocker wheels and widened them to put 12.50's on them...
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widening is expensive. cheaper to have cruiser inners welded into wider aftermarket chevy outers.
 
warrior_1515 said:
Come on Carlos....Get you crap sent out to Jim C. and lets get rolling on installing the new engine. Can't wait forever
Click to expand...

Ha Ha. I have been trying to get a chance to call and speak with Jim but he and I are both busy men. I am going to try and reach him on Monday again. He and I have spoken by email and it looks like I will probably be sending him a bunch of carbs and other crap so he can make 'bionic' parts for the piggy. BWUUHAAHAA!!

Still buying parts for the install. I'll keep you posted...
 
Had some time this weekend to work on the pig as well as had help from a couple friends. So we hooked up the donor engine and tried to squeeze it in. It was a bit premature however, I had not had a chance to swap any parts from the old engine yet and had not figured out all the differences in these two setups. So it was a bit of trial and error. We eventually tried a few times to wedge the new setup in but I was not totally aware how many little things I needed to address first. So the donor setup sits on the floor again.
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The rear engine mounts on the orig. '77 FJ55 engine have three mounting points per mount and side but the newer, '81 FJ40 engine only has two but also incorporated a crossmember. I wasn't planning on using the crossmember and was wondering if I should just drill, and then 'tap and die' the new holes (one on either side of the bellhousing) or if I should go through the trouble of swapping bellhousings? Seems like a pain to swap out bellhousings unless folks think I shouldn't mess with drilling the newer housing.

Also, which transmission and transfercase setup do ya'all suggest? The newer '81 or the older '77 or a mix 'n match? I also realize if I use the newer transfercase I lose the drum mounted emergency brake. Can the drum mount be swapped to the newer '81 transfercase? Or am I stuck with getting a disc brake conversion, line lock, or rear disc brake/emergency brake combo? Just trying to 'wrap' my brains around all the options in order to make a good decision. Thanks for any advice.

Oh, and I guess I will probably have to shorten my rear driveshaft also. Was hoping to get this done by Christmas as a gift to myself but I'm losing faith.

Anyone still reading all this and actually gettin' it?

Carlos
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Lucy_FJ55 said:
The rear engine mounts on the orig. '77 FJ55 engine have three mounting points per mount and side but the newer, '81 FJ40 engine only has two but also incorporated a crossmember. I wasn't planning on using the crossmember and was wondering if I should just drill, and then 'tap and die' the new holes (one on either side of the bellhousing) or if I should go through the trouble of swapping bellhousings? Seems like a pain to swap out bellhousings unless folks think I shouldn't mess with drilling the newer housing.

Also, which transmission and transfercase setup do ya'all suggest? The newer '81 or the older '77 or a mix 'n match? I also realize if I use the newer transfercase I lose the drum mounted emergency brake. Can the drum mount be swapped to the newer '81 transfercase? Or am I stuck with getting a disc brake conversion, line lock, or rear disc brake/emergency brake combo? Just trying to 'wrap' my brains around all the options in order to make a good decision. Thanks for any advice.

Oh, and I guess I will probably have to shorten my rear driveshaft also. Was hoping to get this done by Christmas as a gift to myself but I'm losing faith.

Anyone still reading all this and actually gettin' it?

Carlos
Click to expand...

TTT

I also posted this in the 40/55 tech section. Anyone else here have any thoughts?
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Ah, come on. Somebody must have done something similar or know more about this. Anyone?

Which transmission and which transfer case do ya'all suggest is best for mild wheeling/daily driving? The '77 or '81 transmission and/or transfer case?

I have done lots of searches and am still educating myself about all the differences and similarities to these setups but am still confused about some stuff.

I will lose the emergency drum brake mounted on the older '77 tcase (if I don't use it) but can add a disk e-brake or rear discs w/ an e-brake or a line lock, right? I am not interested in a line lock but I would like a safe, reliable, and not terribly expensive e-brake setup. Are there any other options like this? What have you guys used?

And, what about driveline lengths due to the differences in transmission, tcase, and e-brake setups? Any advice. Can I get away without changing lengths? How?

Thanks everyone. Ya'all rock and I definitely appreciate any advice. Carlos

P.S. Got my header in the mail and am waiting for a fluid heat riser kit and some gaskets and stuff to continue. I'll post pics soon.
 
I know this probably isn't too much help, but since you asked.

Personally I would use the '77 for the bellhousing, trans and t/c. My vote is to keep stuff simple. Then you aren't in too deep with mods and you can sell that nice split case.

Put it this way, we could have that engine back in your wagon within two days if you keep the origional parts. Also, you will get a good look at the clutch on both trans and choose the best one.

Dave
 
warrior_1515 said:
I know this probably isn't too much help, but since you asked.

Personally I would use the '77 for the bellhousing, trans and t/c. My vote is to keep stuff simple. Then you aren't in too deep with mods and you can sell that nice split case.

Put it this way, we could have that engine back in your wagon within two days if you keep the origional parts. Also, you will get a good look at the clutch on both trans and choose the best one.

Dave
Click to expand...

Your'e probably right Dave.

K.I.S.S. Keep it simple stoopid!

I guess I was hoping to use the best of all parts but it seems to mean more headaches also but, if I can figure it all out I could be up and driving soon. Hmmm, mabe I should toss that newer 4 spd and split case in the trail pig...
 
So, worked on both engines today and had some help. I have decided to swap everthing behind the engine, bellhousings/trans/tranny, etc. As mentioned, this should solve my driveshaft length issues, emergency brake issues, and any other problems.

So, onward! Got a couple pics to share. One of the header, one of the chaos in mid tear down, and one of my buddy Dave 'gittin it'.
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