Jeep 4.0 Rear Main Seal Part 2
Just showing some basics of what's involved in changing the rear main seal on a Jeep 4.0 motor. Part 2 is where I show a neat tip for installing the new upper seal. I am in no way a pro, and I'm sure there are 100 guys who can do this 100x's better than me, but this is what I did.
89 Cherokee Rear Main Seal Replacment
1989 Jeep Cherokee Pioneer 6cyl 4.0 4X4 Link to the Tutorial I used: http://youtu.be/f5o5sZbCEsw When I got the jeep the previous owner said there might have been an oil leak from the rear main seal or oil pan. I didn't notice anything but I was doing a good part of a full engine rebuild and I know how prone these are to failing so I figured I'd give it a whack. A lot of whacks to be precise. For removal, you're going to want a dedicated punch, a nice hammer, and the strength to not want to set it all on fire afterwards. I also used a pick and slid that between the seal and the block to try and break some of the seal loose. It seemed to work. Just keep hitting it, It moves eventually, just depends on how long you stay at it. Take frequent breaks. When Installing, you want to really soap up the crank area and take it real slow with the seal. If you find that it takes a lot of force then stop and look at where the seal meets the outer edge of the engine. Make sure you don't skin the seal forcing it in too hard. You'll have to start over with a new seal and that isn't fun. Once it slides in most of the way, you can try use the punch to gently knock it in the rest of the way. The bottom half is much easier in comparison. Rtv on the side tabs, then torque it down to 80ft-lbs and add sealant to the chamfered edges as well. The end. Parts used: Fel-Pro Rear Main Seal - $14.99
Jeep rear main oil seal and oil pan gasket
1994 Jeep Wrangler rear main oil seal and oil pan seal. We give you a step by step look at how we replace them. We are not certified mechanics.
How To Rebuild a Jeep Engine part 1
The Jeep 4.0 liter six-cylinder engine provided exciting acceleration in Jeep Wranglers for years, with excellent torque. Based on the old 199 cubic inch Typhoon Six introduced in 1964 (via the tall-deck 232), the AMC-engineered engine used a shallow-skirt cast-iron block with evenly spaced cylinder bores, loop-flow combustion chambers, in-line valves, and a seven-main-bearing crankshaft. According to AMC historian Frank Swygert, the 4.0 block is around 1/8" wider, due to the 0.10" larger bore, and the lack of mechanical fuel pump support; 4.0 heads can be bolted to the earlier 232 and 258 I-6 blocks (the ports on the right edge have to be sealed when this is done, to avoid seeping coolant). To create the 4.0, the older engines' bore and stroke were also changed, but engineers tried to preserve parts and dimensions to reduce the need for new tooling and inventory; all internal parts interchange, according to Swygert, among the late-1964 and newer sixes in the 232/258/4.0 family. He wrote that it's "relatively common to put a 258 crank and rods in a 4.0L to make a 280 inch six. This can be done with all stock parts (258 crank/rods, 4.0L block/pistons), but most often a special piston is used along with the slightly longer 4.0L rods. When the 4.0 first came out, AMC was using two six cylinder engines, a troublesome 2.8 liter V6 from General Motors (with a similarly troublesome Ford carburetor) and AMC's 258 CID (4.2 liter) straight-six, which had been derived from the 232 cubic inch six. The 4.2 was used in the CJ7, Concord, Spirit, and Eagle, after having debuted as the sole Eagle engine and an optional Wrangler motor. A related engine, the 2.5 liter four-cylinder, was based on the same basic architecture, and appeared in 1983; Frank Swygert wrote that it was essentially the 258 with the center two cylinders removed and a new head. The 2.5 was engineered by AMC to be "part of a two-engine set," according to Willem Weertman; the other engine would be the 4.0 liter six. The four-cylinder produced 125 horsepower in its final years, and replaced a 2.5 liter GM engine; to confuse matters, Chrysler made a 2.5 liter four as well, producing a meager 100 hp with throttle-body fuel injection. The YJ gave way to the TJ for the 1997 model year (note that there was no 1996 model year; the 1997 TJ was released in Spring 1996). This updated Wrangler featured a coil-spring suspension (based on that of the Jeep Grand Cherokee) for better ride and handling, and a return to the classic CJ's round headlamps. The engine is the same 4.0 L AMC 242 Straight-6 used in the Cherokee and Grand Cherokee. A 2.5 L AMC 150 Inline-4 motor was available on entry-level models until 2003 when the 2.4 L DOHC 4-cylinder engine previously used on the Chrysler PT Cruiser replaced it. A right hand drive version of the TJ was available for export markets, and was also offered for sale to US rural route postal carriers. The version offered to US postal carriers was only available with an automatic transmission. A modified 98 TJ offroading in Alaska In 1999, the fuel tank became standard at 19 U.S. gallons (72 L; 16 imp gal) capacity. There were some changes that occurred between the 2002 and 2003 years that made some parts difficult to directly swap back and forth, but also made it easy to identify certain years. From 1997 to 2002, the side door mirrors were black metal framed mirrors; and from 2003 to 2006 they were plastic molded mirrors. The fit of hard and soft tops is slightly different, and the fabric and colors available changed from 2002 to 2003. In 2003, the 3-speed automatic transmission was replaced with a 4-speed automatic with overdrive. It has the standard option of turning off overdrive with a dash switch if desired. The radio bezels went from a rectangle in 2002 to a rounded edged rectangle in 2003, so swapping these also required the console to either be swapped out or modified. The sound bar inside was changed to sound pods. The interior seats also changed design from 2002 to 2003, going from a rounder model to one with a distinct separation between back and headrest areas. The standard skid plate was also revised for 2003 to make room for the Rubicon's bigger NV241OR transfer case. The change from the 30/32RH to the 42RLE also gained an additional skid plate. This version of the Wrangler is also notable for being the last production vehicle to use AMC-related parts. The AMC Straight-4 engine was retired after the 2002 model year, and both the AMC Straight-6 engine and the door handles (the latter of which first appeared on AMC vehicles in the late 1960s) were retired along with this generation in 2006. Like the YJ Wrangler, the TJ Wrangler used both the AMC passenger car door handles as well as the larger door handles off the AMC-built Jeep CJ for higher-end models.