Power Play
Q I want to swap a V-8 in my Jeep. Will I need to modify the firewall?
A This one always cracks me up because a V-8 swap involves so much other work that modifying the firewall seems simple in comparison. Regardless, swapping a V-8 can generally be done in any Jeep without firewall modifications.
About the tightest and most common swap is sticking a small block Chevy into a flatfender. The two biggest factors in fitting everything are the large distributor cap on the factory Chevy HEI distributor and the more common long water pump assembly. Swapping to a short water pump and accessory package and swapping out to an aftermarket small cap electronic ignition distributor will allow you to just squeak a SBC under the factory flattie hood.
For an even cleaner swap, I'd consider a small-block Ford, a Buick V-6 or V-8, or even an AMC engine. All of these designs have front-mounted distributors that will allow the engine to mount a little farther back without firewall interference.
Tread Troubles
Q I use my Jeep mostly for commuting, but hit the trails about one weekend every month. Should I buy an all terrain or mud terrain tire?
A There's really too much personal preference involved in a loaded question like this. However, although you'll almost always get more mileage out of a set of all terrain tires, manufacturers nowadays are employing some pretty advanced computer designs to create moderately aggressive mud tires that are quiet and that roll smoothly on the street. While you won't get the animal traction of a gnarly Interco Swamper or BFG Krawler, a mild mud tire such as the Toyo Open Country MT or the Pro Comp Xtreme Mud Terrain will get the job done off-road without wiping out your ear drums on the street.
Ho-Hum Drum
Q What do I need to convert my early Jeep from drum brakes to disc?
A No matter how much I cover this question in the magazine and on our Web site, I always to get questions about converting drum brake axles to disc. For starters, visit jpmagazine.com and check out the story "Early Jeep Disc Brake Conversion-Timeless Tech Drum to Disc" by former Jp staffer Verne Simons.
Early Jeep Dana 25, Dana 27, Dana 30, and Dana 44 axles originally equipped with drum brakes share the same round 6-bolt spindle and backing plate bolt pattern as later GM, Ford, and Dodge Dana 44 disc brake axles. So, it stands to reason that you can use some combination of these parts to convert to disc brakes. For the story, Simons used the following: calipers from a '71-'78 Chevy 1/2-ton or light-duty 3/4-ton 4x4 with a Dana 44, caliper mounting brackets from a '73-'91 1/2-ton Chevy 4x4, Rotors from a '77-'78 CJ (These rotors are 11/8-inch thick), ten longer wheel studs (he used Dorman PN 610106), Chevy 1/2-ton brake lines (Pro Comp PN 7220), a grinder, standard hand tools, brake fluid, new hard brake line, banjo bolts, and a bleeder kit.
You may be able to do the same swap on the rear Dana axle providing it has the same round 6-bolt backing plate pattern as the front.
Shackle Swap
Q I've been considering performing a shackle reversal for a better on road ride. Is it really worth it?
A The on-road ride comparison between a shackle reversal suspension and the standard factory shackle-forward design is night and day. But that's not to say either are without their own set of advantages and disadvantages.
Although positioning the shackles at the rear of the spring pack in a shackle reversal allows for a more natural compression of the spring as the front axle travels upward and back, it can be argued that it doesn't offer as much traction to the front tires when off-road. In the standard shackle-forward configuration as the tire starts to climb an obstacle and the springs compress, the tire is forced forward into the obstacle, increasing bite. However, having driven both suspension types off-road, I'd say I haven't really noticed any measurable difference in off-road performance. But the on-road ride is way better with the reversal.