The Square Deal

Well this is all back together except for the distributor cap and spark plug wires. No leaks, at least in the present static state. With an interesting mix of apprehension, anxiety, and a tinge of elderly excitement, I'm going to turn this thing over tomorrow. Just going to leave the distributor cap off until the oil pressure comes up. I'll be a bit amazed if everything actually works. The only untouched mechanical/suspension component left from the previous version is the transmission and there is a lot of new wiring.

 

Fingers crossed here.

 

I mean the way you just threw it together. I’m not holding my breath.

Kidding of course. It’s a thing of beauty. Work of art. Good luck. I’m sure you’ll be fine.

 

Nice seeing new activity on this thread again. Hoping everything goes well. Burn-out can get to you.

 

OK, that went as well as the rest of this latest episode. When I hooked the battery ground up, two things happened: 1) a significant spark with EVERYTHING turned off, and 2) the horn was blaring. Pulled the horn relay, the spark remained, and then on to the fuse pull scenario, all 35 of them, along with 10 relays. No change. Then I started disconnecting the three positive battery leads (starter, winch, and everything else). When I disconnected the starter lead, the problem disappeared. As, spanky new McLeod mini starter. Testing the three solenoid leads, continuity between all 3 with no power to it. Connecting the field lead only it runs but the solenoid is apparently stuck partially on but without sufficient contact to actually engage the pinion. And whatever locker they used on those solenoid mounting screws is apparently vaccinated against heat. I ordered a Powermaster replacement but will likely drill the heads off those screws to make a postmortem. sigh. And I used to think McLeod marketed quality products. But between this, the clutch, and my previous experience with their integral clutch slave cylinder, I may have to reevaluate that.

The horn problem appears to be a short to ground someplace between the horn button and the firewall plug. I though maybe I wired the relay wrong as it is activated the opposite of all the other power relays but it was good.

 

Thats irritating. Dont burn it down before we get to hear this thing run.

 

After most of a decade, the B moved under its own power today. Not far, but moved. I still have some timing issues that need worked out but in the context of running it out of the garage and back, the brakes and steering appear to be doing what they should. Put it back on the insurance policy this afternoon.

 

Whoohoo!

I'm hoping to go for a ride in it in a couple weeks.

 

I took the time to set the 3B on the wheel scales this morning. A bit portly even on its diet of aluminum and fiberglass.

Conditions:
Full fuel tank (24.5 gal), shovel, ax, bucket, jerry can spout, jack, lug wrench, air hose, air chucks, inflators and miscellaneous hand tools. Major accessories include the York OBA system, Premier Power Welder, 8274 winch with synthetic rope, rear tire carrier, and roll bar. Drivetrain consists of aluminum small block Chevy, 25 lb steel flywheel, dual disc clutch, stock GM aluminum bellhousing, Auto Gear Equipment 4 speed transmission, Dana 18 transfercase, and Dana 44 axles. Aluminum hood, grill, radiator/shroud, and skid plates. Fiberglass tub and fenders. 33-12.5 KM1's on MT Classic II 8" aluminum wheels. Scale accuracy is plus or minus 2%.


Front Left: 969 lbs, Rear Left: 970 lbs, Front Right: 952 lbs, and Rear Right: 984 lbs. Total 3875 lbs

I was a little surprised to see all four corners relatively close in weight.

 

Thats pretty interesting, for some reason I was thinking it would weigh closer to maybe 3,400 lbs. I think back in the day when I was at Wagners I put my jeep on the scale and it was around 2,400. Can't remember if I was on the scale as well or not.

 

You can set your Willys on my scales anytime you want.

 

I’m surprised how heavy your Jeep is. Back in the late-70’s/early 80’s, I focused on getting my Jeep as light as possible as beach driving was my primary use. A light vehicle does much better in deep, soft sand.
I had an all steel M38a1 body on my Tux with a 215 Buick alloy V8/T90/D18. No roll bar either. The heavy items were my 10” steel wagon wheels. Leaving the spare tire off and a few gallons of gas, I was able to sneak under the 2000 lb mark, (something like 1989 lbs). This was on certified DOT scales.
-Donny

 

Lightweight!

 

?? My CJ weighed 3175 on a certified scale.