From owner-fsj-digest-at-digest.net Tue Feb 1 03:05:33 2005 From: fsj-digest fsj-digest Tuesday, February 1 2005 Volume 01 : Number 2353 Forum for Discussion of Full Sized SJ Series Jeeps Brian Colucci Digest Coordinator Contents: fsj: Re: Diesel Jeep release news fsj: Re: off-topic willys talk :) fsj: administrivia: notes on using this list fsj: Re: thanks, Jim FSJ Digest Home Page: http://www.digest.net/jeeps/fsj/ Send submissions to fsj-digest-at-digest.net Send administrative requests to fsj-digest-request-at-digest.net To unsubscribe, include the word unsubscribe by itself in the body of the message, unless you are sending the request from a different address than the one that appears on the list. Include the word help in a message to fsj-digest-request to get a list of other majordomo commands. ---------------------------------------------------------------------- Date: Tue, 1 Feb 2005 00:17:02 -0500 (EST) From: john Subject: fsj: Re: Diesel Jeep release news On Mon, 31 Jan 2005, Jim Blair wrote: http://www.newswire.ca/en/releases/archive/November2004/05/c9149.html DaimlerChrysler Canada Announces Pricing for New 2005 Jeep(R) Liberty CRD Jeep(R) Liberty CRD is first mid-size diesel SUV available in Canada WINDSOR, ON, Nov. 5 /CNW/ - DaimlerChrysler Canada announced pricing today for the 2005 Jeep(R) Liberty Common Rail Diesel (CRD). It is the first diesel-powered mid-size sport-utility vehicle in Canada. The new 2.8-litre turbo diesel engine delivers the torque of a V8, the performance of a V6 and the fuel economy of a four-cylinder engine. The Manufacturer's Suggested Retail Price (MSRP) for the Jeep Liberty CRD Sport 4x4 is $32,440. The MSRP for the Jeep Liberty CRD Limited 4x4 is $34,705. The Jeep Liberty CRD will begin arriving in dealerships later this year. The 2005 Jeep Liberty is given a freshened exterior design with new front fascia, grille, fog lamps, fender flares, bodyside mouldings, new standard roof racks and wheels. Interior refinements include relocated power window switches, new instrument cluster graphics and an available DVD-based Navigation Radio. "People have been anticipating the arrival of Jeep Liberty diesel for some time. In fact, 40,000 Canadian and American consumers have already expressed interest in it before its arrival in dealer showrooms," said Ron Smith, Vice President, Marketing, DaimlerChrysler Canada. "We expect the market to respond quite favourably to Jeep Liberty diesel, especially given the anticipated 30 percent savings in fuel economy." The Jeep Liberty diesel is a technologically advanced powerplant designed to be an efficient, smooth-running engine that produces lower carbon dioxide (CO2) emissions without sacrificing performance. The engine produces 160 horsepower and gets an estimated fuel economy of 10.5 L/100 km city and 8.0 L/100 km highway. The 2.8-litre diesel gives the Liberty best-in-class numbers in three categories: 295 lb-ft of torque -at- 1,800 rpm; driving range of approximately 805 km, and towing capacity of 2,268 kg. Production begins at the Toledo (Ohio) North Assembly Plant later this month. Each 2005 Jeep Liberty CRD leaving the factory will be powered by B5 diesel fuel, comprising 5 percent biodiesel made from soybeans. Renewable biodiesel fuel reduces dependence on petroleum and lowers emissions, including carbon dioxide. The 2.8-litre diesel uses an advanced common rail direct injection fuel system. Direct injection of fuel into an open combustion chamber is more efficient than a pre-chamber indirect injection configuration. The system in the 2.8-litre CRD operates at fuel pressures nearly 70 percent above the older distributor pump systems, producing finer atomization, leaner combustion and higher power. At the same time, direct injection provides inherently lower engine-out hydrocarbon exhaust emissions and lower NOx emissions. A high pressure pump driven by the cog belt from the camshaft supplies fuel at up to nearly 24,000 psi. The pump's electronic control system responds to fuel demand and delivers the optimal fuel pressure, injection timing and injection duration. Injectors on the 2.8-litre diesel have been improved so that fuel burns more thoroughly, producing fewer particulates and lower emissions than previous generation diesel engines. "The 2.8-litre turbo diesel engine performs better and releases fewer emissions than previous diesel engines, while delivering reduced NVH (noise, vibration, harshness) levels," said Smith. "In tandem with the proven capability of the Jeep Liberty, this engine gives sport-utility owners and prospects and exciting new driving opportunity." An electronically controlled variable geometry turbocharger improves control of boost pressure, reducing emissions and improving full load engine power and torque. The turbocharger features moveable vanes that allow it to act like a small turbocharger under launch conditions. At higher engine speeds it acts like a larger turbocharger. The benefit to customers is enhanced low-end and high-end torque. Meanwhile, a vacuum reservoir improves cold launch performance by allowing the turbo to spool up faster from idle, thus, minimizing turbo lag. The Jeep Liberty diesel engine uses two pilot injections prior to the main injection. This system prepares the cylinders for the main injection of fuel, which helps to smooth out the main combustion and quiet the engine, especially at idle. In another improvement, the 2.8-litre diesel uses electronically controlled ceramic "smart" glow plugs with a warm-up time of only two seconds. They assist with low ambient-temperature start conditions and only glow when needed. This is an advance over older, timer-operated glow plugs that require up to 10 seconds of warm-up prior to engine start. To reduce the NVH levels of Jeep Liberty diesel, engineers made dozens of improvements affecting the engine and body-in-white. Three types of improvements were addressed: the source of the NVH, the structure of the vehicle and acoustics. Source - Since the engine is the primary source of undesirable NVH levels, improvements to the 2.8-litre turbo diesel include engine balance shafts, a new noise-reducing engine cover, and a torque converter turbine damper. Also, an air induction resonator reduces induction noise emissions. Structure - The structure of the Liberty was also reengineered. Improved engine mounts, called hydro mounts, function in a manner similar to shock absorbers. The fluid within the mounts provides isolation and damping, which reduces the amount of vibration and harshness that reaches the body. In another application, the dash, plenum and the body-in-white panel consist of an isolation material sandwiched between two metal layers. This process of stiffening the sheet metal reduces the amount of noise that travels across the vehicle. Acoustics - Air-borne noise is kept from the passenger compartment of the Jeep Liberty diesel in a number of ways. For example, an acoustic belly pan is attached beneath the engine to absorb its noise. Noise is also absorbed via an engine compartment hood liner and the cabin contains noise absorbing carpet. ON THE INTERNET Visit DaimlerChrysler's Media Web Site at http://www.media.daimlerchrysler.com for additional DaimlerChrysler news. For further information: DaimlerChrysler Canada Inc., Product Communications, LouAnn Barrette, (519) 973-2869, Cell (519) 792-9247, lb96-at-dcx.com ---- - ------------------------------------------------------------------------- ** http://wagoneers.com ** ** http://freegift.net ** Snohomish, Washington USA - where Jeeps don't rust, they mold. - ------------------------------------------------------------------------- ------------------------------ Date: Tue, 1 Feb 2005 00:52:53 -0500 (EST) From: john Subject: fsj: Re: off-topic willys talk :) have to share this "starter truck" picture with my jeep friends. ;) (I still think that hood might work on that '48 pickup. ;) On Mon, 31 Jan 2005, Jim Hoffman wrote: >-->Here's a nice little starter truck: >--> http://www.msmisp.com/hhfarm/pics/jeep/wil63-fram1.JPG >-->LOL!!! >-->Jim/ makes mine look pretty good. :) http://wagoneers.com/fotos/2005/58willys_.jpg btw, tom is going to fix the floorboards, mount some seats and reconnect the driveshafts for me... in exchange for the 300CD. :) He'll get that Diesel coupe back on the road... he looked at it today when he dropped off the title for my "new" '58 Willys Wagon... Told my wife about the Willys, after a little discussion got her thinking about colors... :) she saw this one and kind of liked the blue... http://www.americandreamcars.com/1950willys4x4sr.htm I'm still thinking a light color with the faux wood treatment like this: http://www.film.queensu.ca/CJ3B/Photos/Siblings/Wagons/LavieWagon400.JPG This Wagon is a lot nicer than my first one: http://www.wagoneers.com/.images/jeepmold.jpg (need to find a better picture of it... :) later, john ---- - ------------------------------------------------------------------------- ** http://wagoneers.com ** ** http://freegift.net ** Snohomish, Washington USA - where Jeeps don't rust, they mold. - ------------------------------------------------------------------------- ------------------------------ Date: Tue, 01 Feb 2005 07:15:00 +0000 From: Richard Welty Subject: fsj: administrivia: notes on using this list Digest.Net mailing list "Meta FAQ" These general notes on using Digest.Net mailing lists are posted on the 1st and 15th of each month. This file may be found on the web at http://www.digest.net/general-notes.txt [last revised 5/1/02; removed list of spam strings, as i'm not the only one filtering on them -- rpw] Additional information on Digest.Net's spam policies may be found at http://www.digest.net/email-policy.html and http://www.digest.net/blocked.html Table of Contents 1. Why don't my postings go through? 2. Why can't I unsubscribe? 3. How do I post to the list? 4. Where are the archives? 5. What other lists are on digest.net? 6. Is there a web subscription form? 7. Why not move the lists to someplace like (egroups, topica,...)? 8. How do I contact the server adminstrator in an emergency? 9. What is Krusty Motorsports, anyway? The Meta-FAQ 1. Why don't my postings go through? There are several things that may interfere with postings making it to the list. a) Are you a member? Some read the ftp archives rather than receiving the list in email. Persons who read the list via email are automatically members, but readers of the FTP archive are not, and need to contact me (rwelty-at-krusty-motorsports.com) and get your name added to the list of "permitted senders". b) has your email address changed? some of you have had changes in your email address. your old address still works, and is still on the list, but your From: line shows a new address. this can happen for various reasons; you may have changed jobs or ISPs, and left a forward in place, or your IT staff may have fiddled with the email system. you will need to unsubscribe your old email address and subscribe the new one. this may require my involvement, if you can't figure out a way to get your old address off the list using the conventional majordomo commands. you can use the majordomo "which" command to probe for old addresses. send a message to majordomo-at-digest.net with one or more which commands in the body, one per line. to check for potential addresses for Fred Flinstone, formerly of bedrock.org, the following commands can be sent: which flintstone which bedrock note that the matches above might return any of the following addresses, if they appear in the list (in other words, you can use vagueness and incompleteness in your recollection as a tool): Fred.Flinstone-at-bedrock.org fflinstone-at-wilma.bedrock.org flintstonef-at-bedrock.com c) do you have more than one email address? if so, only the subscribed addresses can post, unless you contact me (see 1.a) above for relevant information) d) are you using (intentionally or accidentially) special "features" of your mail client? [this section is no longer operative, as the demime software now strips html, attachments, rich text format, etc. from postings automatically.] e) are your posts too large? there is a 10,000 character limit on posting sizes; this is done for various reasons. you can always split up large postings to get mail through. f) are you including majordomo commands at the start of your message? administrivia control is turned on; this is a trap for things like "unsubscribe" at the start of a message. try to avoid obvious majordomo commands in the subject and the first 10 lines, or misspell them in obvious ways (e.g. unzubscribe, 1ndex, h3lp, g3t, etc.) g) are you triggering spam traps? some things are red flags; for example, many phrases found commonly in spam are automatically blocked. h) are you using "funky" character sets? [7 bit restriction lifted experimentally on 8/2/00 -- film at 11] unfortunately, there are "issues" if i permit any character set other than old fashioned 7 level ASCII; therefore, you need to avoid national character sets that include various accents, umlauts, national currency characters such as the British pound symbol, etc. i) are you unintentionally including complete digests in your reply? You need to check and make sure you cut down replys to the minimal size; digests are between 20,000 and 25,000 characters in length, and if you include a complete digest in your reply, it clearly won't make the 10,000 character limit. By the way, this feature is intentional. j) Are you using a "bad" ISP or mail relay? See http://www.digest.net/email-policy.html for more information about Digest.Net policies about email. k) Is the error message you get back "User Unknown"? If so, you may be running afoul of spam control severices (again, see http://www.digest.net/email-policy.html) When these services register a hit, the error code 550 is returned. 550 is a generic code that many broken mail systems report as "user unknown". The "rejectlog" entries for the previous day's mail traffic on digest.net may be viewed at http://www.digest.net/rejectlog.01 Some of you may find it useful or instructive to use the telnet program to connect directly to port 25 on krusty-motorsports.com and see what kind of reply you get; this requires some technical knowledge and is not for everyone (you can get out of this at anytime after the initial banner simply by typing quit and hitting enter.) l) Is SMTP over TLS involved? This is a bit esoteric, but as of 8/8/01 the digest.net mail server will attempt to use "TLS" (Transport Layer Security) for outbound mail if the destination mail server offers it. SMTP over TLS is fairly new technology, and a bit buggy. I am monitoring the logs on the server, and when I see TLS related problems, I manually place the problem destinations on a special exception list; however, this may delay email to the destination host until I make the exception. 2. Why can't I unsubscribe? a) are you using the right address? send to majordomo-at-digest.net, and the command format is unsubscribe list-name my-email-address b) has your email address changed? majordomo has no way of knowing that Fred.Flinstone-at-BarneyCo.com was once fflintstone-at-bedrock.org. you can check this with the which command (see 1.b) above for details) 3. How do I post to the list? You may use either one of two addresses: for example, the bmw-digest may be reached using either bmw-at-digest.net or bmw-digest-at-digest.net If you are using the correct addresses and your posts don't show up, check out the stuff in 1. above. 4. Where are the archives? see ftp://ftp.digest.net/ for digest archives. the web archives have proven problematic, and are awaiting time for a systematic attack on the problems they've been having. 5. What other lists are on digest.net? see http://www.digest.net/ for more information. 6. Is there a web subscription form? Yes, recently added. go to http://www.digest.net/bin/digest-subs.cgi 7. Why not move the lists to someplace like (egroups, topica,...)? The Krusty Motorsports server (aka, digest.net) was explicitly to provide for efficient management of the various automotive mailing lists, done the way that the owner of the server wanted it done. Any migration off of the server (which is already bought, paid for, and configured) would create any number of issues. 8. How do i contact the Server Administrator in an emergency? If my regular email address (rwelty-at-krusty-motorsports.com) isn't working for you, you can fall back on rwelty-at-suespammers.org 9. What is Krusty Motorsports, anyway? Krusty Motorsports (http:/www.krusty-motorsports.com/) is a business which is owned and operated by Richard Welty (rwelty-at-krusty-motorsports.com). Krusty is an S-Corporation in the State of New York. Krusty provides a number of Internet related services, such as mailing list, web sites, pop3/telnet accounts, and consulting on internet related issues. For more information, see the web site. ------------------------------ Date: Tue, 1 Feb 2005 00:00:16 -0800 From: "Jim Blair" Subject: fsj: Re: thanks, Jim A: I started writing this earlier and my computer froze as I hit send, so hopefully it's not a duplicate. (I just got a new program called Registry Mechanic that seems to have stopped the sudden freeze ups I was having) My truck is under constant revisions, but is slowly coalescing into a grand finale. Getting a job 2 miles from home and restricted to 40 hours per week will be nice come summer. Almost always having the same 2 days off each week allows me to plan ahead what I'm going to do (and getting a few minor health issues out of the way will free up more time too. My less stressful job means I can lose weight more easily and not travelling 6 hours a day to and from work give me more FSJ time) I currently have 3 Jeeps of my own (4th coming soon! I'm waiting for a purchaser to take away my Montero project for $500 and then I'll have space) '87 Comanche 4.0L 5 speed lifted 6" on 33" tires with 3.73 gears (daily driver that is nearly 4x4. Just need time to swap in auto trans and tcase in and find driveshafts to fit as well as wire the shift computer in. Then my wife can drive it and we can sell off her '01 Subaru Legacy sedan and get rid of the monthly payment) '73 J4000 304/th400//QT with PT and 16% O/D (soon to be 727/Dodge NP208 RH drop or a Chev/Jeep NP208 hybrid RH drop setup) tow/work truck on 33" tires. May be for sale after I swap the front axle to a more modern and heavy duty 3/4 ton J20 D44 with disc brakes. IF the other rig I'm looking at has the longer rear frame to make a flatdeck towtruck out of, then this will be for sale (still haven't had energy to go down and check it out, Been sick the last 4 weeks straight on my days off. Felt crappy today and I'm off tomorrow, but have a chiro visit planned, which should help) Then there is the everlasting project '84 J10 (started in '01 when I bought it and sold the Mighty Elmo) I started out simply enough. I wanted a big all around kind of rig that could 4 wheel and cruise, plus haul a trailer and still not break the bank in fuel costs, but still be easy on the eyes. It started life as an '84 J10 Laredo in basic black with a 4.2L/727/NP208J and D44 front/M20 rear with 3.31 gears. Somewhere along the way, one of the PO's messed with the carb and backed the truck into something that dinged the rear cover (I figure it was the log hauler I got it from, because it also had splinters stuck between the leaf springs that made the truck lean to one side a bit) Interior was nice (black cloth/leather buckets with a center console that lost it's folding arm somewhere) but the motor ran poorly till I visited John Meister shortly after buying it and I took the carb apart, and rebuilt it while John shot pics (we were having an FSJ fest at the time) Luckily when I lost the checkball for the carb (I turned it over so John could shoot the bottom of it) John's son had a BB gun, and I used one of those instead. I had so much more power after being properly adjusted, that my 727 trans started to slip. It was heavily abused and unserviced from the fluid color/consistency. Even STP oil treatment only got it by for awhile. I had to shut the motor off if I wanted to shift the NP208 to hi or low range because of the clutches dragging, even in neutral. I had someone that wanted to buy the '83 Cherokee I had (Mighty Elmo) but the old motor was in sad shape, so I swapped in the 258 from the '84 J10, and pulled the trans to rebuild (but that's another story that involves UPS to Texas and a motor swap that killed 3 727s due to the *&^%$# TH400 pilot bushing!). I took the old motor apart and saved the crank and rods for a stroker buildup. (afterwards, I discovered that the motor was really a Mexican 282 that had been transplanted into the Eagle I bought, which I then transplanted into Elmo. Unfortunately, I didn't find out until after I had tossed the original block and pistons) That was when I came across the Strokers list on yahoogroups. A couple of the guys there had built their own hybrid setups and things were just getting interesting (we unfortunately lost a Member in Mexico who supplied us with the near holy grail 282 piston so we could compare to stock specs of the 4.0L pistons) I currently have a '90 4.0L block and head (3 angle grind with minor porting) that are machined and ready to assemble with the 4.2L (or 4.5L Mex motor) crank and rods with new 0.030 pistons, bearings, rings, etc with everything balanced and blueprinted. My motor is shooting for high compression because it will run LPG (and Hydrogen later) which is high octane and lower priced than gasoline (in the PNW and Canada). The high compression issue has been a problem for some stroker builders, but it's kind of coming to a point where (besides Accurate Power's excellent looking kits) pistons are available that will work with lower octane gas. I have spent a bit of time studying LPG injection (I was certified to do LPG and Nat Gas installs in Canada), which is my end plan for this setup, but currently have an LPG carb to install. 300 HP and 350 ft lbs of torque -at-2100 RPM is what I'm shooting for conservatively. Next was the trans I was going to run. AW4 should last (but it can be beefed up later if need be. There is even a 6 speed version out in the Lexus SUVs with V8s) and since mine is newer than '91, it's 23 spline. (they are 21 spline before that) The wiring harness for the EFI system from a '90 XJ I parted will be operating the LPG-EFI and transmission controls. My transfercase is a NV241OR Rock Lok case with 4:1 low range (same as is used in the Jeep Rubicon and available aftermarket through http://www.jbconversions.com ) The axles are from a J20 (rear with new 7" lift custom built springs) and '76 Ford F350 (D44 SOA that bolted in, then I converted the brakes and spindles to the ones from the '76 J20 I got the rear axle for my '73 J4000 from) 4.10 ratio, LH drop. I had custom high steer arms made (http://ottindustries.com ) and had the flat top knuckles drilled for them. My original J10 tierods and drag link bolted right to it, but they may need to be longer because the Ford axle is a little wider. It steers great this way now. I had high steer arms made before by someone else, but the tierods hit my springs, so my truck couldn't go to the Ouray Invasion of '02 (Speaking of, who's going to the one this summer? I hope to get time off to go in August) so I took my '86 Comanche (previous one) and converted it to 4x4 to go. I have the assemblies to put all the 4.0L goodies into my truck ('93 Wrangler waterpump and fan, PS hoses hooked right up and minor swaps were needed for wiring) I have a GM Hydroboost brake setup to clear the EFI intake (which works better with LPG than a carb one) but may have been able to just put in a 2-3" bodylift to clear it instead. So the way it sits now, the body is waiting for the drivetrain, and I'll have to finish the rear shackle flip (it's not as easy as the J4000. I had to do some cutting and welding, grinding and re-engineering to make my new springs work right) I have 36" tires to put on, but REALLY would rather have 40". (My axles may not handle them though) My estimated MPG will be about 20 per gallon (same as I got with a carbed 4.2L and 999 auto and the same as my XJ with EFI gets with 33" tires and taller gears) Sure I'm pushing a brick, but I have some aerodynamic ideas to put into effect yet too. (It helps to be an ex-military aircraft and truck mechanic who was trained by the line mechanic that worked for Ford back when they built Model As) Now it's just a matter of time and a little better health till I can finish assembling it (did I mention I needed to empty my garage to do it? I bought a Ford delivery van to do just that!) My current 36" tires are Les Schwabs, but I'd rather have a set of Avons for all around driving. I have the 33/10.50/16 Interco TRXUS tires on my Comanche and now they are wearing in, so they work quite well. Suited more for heavier rigs than my MJ though. Super Swampers are offroad only and tire shops sell them because they wear out fast on the road and you'll be back sooner. (the radial versions are better, but still not long life expectancy) The old BFGs were too tough and slid too much on my previous MJ in the rain, but newer patterns and materials seem better. I found one kind online that I would liked to have seen up close (Trailmasters) From: "bmax65" Subject: thanks, Jim Jim, Thanks agin for comments and advice, it's appreciated. Yeah, that would be no good, having front/rear in different ratios! Since I'm not a hardcore guy climbing rocks or something, I'll just stick with one stick. Sounds like you got a pretty fixed up FSJ. Do you drive it often, or is is just a toy? Hey, in your experience, what have you found to be a good all around tire? I have been reading lots of online reviews, trying to get educated, but man, there sure are some sharp differences of opinion. My Jeep has 30 x 9.5x 15's. That's ok with me, as I don't plan on any huge lifts, SOA conversions, etc. I guess the "requirements" would be: Long lasting Does not require rebalancing every 3000 miles Good compromise between NW onroad slop conditions, and the occasional logging/fire/access road, and maybe some Eastern Washington desert bombing in the summer. A few local shops seem to steer any Jeep guy into those "super swampers", "thornbirds", etc. I keep telling them I am NOT into mud bogging, rocks, stumps, etc...and they have a hard time believing I don't want to lift my Jeep. It's my only car, not a $$$ toy. Maybe what I am looking for does not exist...just thought I'd ask. Thanks again for your time. Brian ------------------------------ End of fsj-digest V1 #2353 **************************