Here you will find out about what's inside the Big Scary Jeep.
It's not so scary after all, unless, of course, you're my dog.
I'll start with the basics. My goal was to keep the outside of the vehicle reasonably "stock" looking so that if I wanted to run it in parades or something like that, I could. With the installation of the roll cage and an electric winch purchased, the "stock" look may eventually fall by the wayside. Oh, and you can see the leather seats from the outside, too!
See the M715Zone for the stock configuration of these trucks.
The following details what was done before I bought the truck.
The previous owner had removed the stock I-6 motor, manual transmission and PTO gear driven transfer case. In went a mid 70's AMC 360, TH400 and a Quadra-trak. A custom crossmember was fabricated and bolted to one of the stock crossmember brackets underneath the truck. The whole assembly was connected by modified driveshafts to the stock axles.
The front header panel was replaced with a J truck header panel, allowing use of the civilian radiator that matches the AMC 360. As a result of the civvy radiator, the front angles on the frame had to be cut. (On a stock M715, there are small (about 1" wide) 45 degree angle braces on the front of the frame, running from the framerail to the front crossmember.)
The AMC 360 swap allowed an easy power steering conversion, using a matching power steering box that was originally designed for the 360's pump, the GM teardrop style.
The wiring from that same mid 70's engine donor was also installed and thus, the entire truck converted to 12 volt. An FSJ steering column (with tilt and cruise!) was also installed, allowing keyed ignition. The blackout lights were modified with LED lights to use as brake lights and front marker/turn signal lights.
Really sagging manual FSJ seats with the center arm rest/seat were installed in the cab and the top of the windshield was tinted with vinyl tint. Everything else was pretty much stock.
Current modifications:
Fall 2002:
One of the first things that needed to be done was the replacement of the seats. Not only were they old, they were also too low for me. Out with the manual seats, and in went maroon leather FSJ power seats. Yup, 6 way electric seats in an MV. Not exactly Kosher, but now I didn't have to look through the steering wheel while driving! I used the maroon seats because that was what I had, and it matched my civilian FSJ (SlushPuppy) so I only have to stock one color for replacement stuff.
Everything else was left along for a while. The carb was even in tune enough for me to get it passed for its one and only emission test! Since it qualified for "Collector" plates, under CO law it only has to pass ONCE, as long as I never sell it (or let the registration lapse!).
Since the fual filler hose was leaking, I ordered a new one (new production, I guess. Not really sure) from Memphis Equipment. Prompt service and it even came in a box with styrofoam peanuts. I thought it was kinda funny packing a rubber product in peanuts, but I guess they were just being thorough. Regardless, it fit as advertised and didn't leak.
Everything was great, but having to really STOMP on the brake pedal (even while sitting still!) started to get old REAL fast. I started poking around the Backyard Junkyard and came out with a FSJ brake booster off my 86 FSJ parts truck. I experimented with different master cylinders and ended up with a Corvette POWER cylinder, because I couldn't find a non-power cylinder. Regardless it worked.
With semi-useable brakes, the NEXT thing to demand attention was the alternator. This was made abunantly clear when the battery died while driving home from work one night. An externally regulated alternator was originally installed. I replaced it with the familiar Delco 2 wire alternator using a variety of resources found on the web. It was actually a VERY simple hookup. Good thing I had an Optima battery. After a charge (I stuck it in SlushPuppy!) it was up and running again.
Spring 2003:
After a brief period of calm, however, the transmission started to slip. OK, that usually means it needs more fluid. But, there came a time when no amount of added fluid would help things. So, after getting towed home by SlushPuppy, (being driven by a not-so-happy-wife), the transmission was pulled for a replacement. The CFSJA community pulled through (as usual) and I sourced another TH400 and a garage to install it. Trust me, typing the experience is a lot easier than actually DOING it. After quite a few weekends of work, the new transmission was in.
Summer 2003:
Because I liked the fuel injection so much on SlushPuppy, I decided to put it on the Big Scary Jeep, too. Not wanting to shell out another $1200 for a turnkey system, I decided to hack together my own. So far, so good. I did buy the wiring harness, but everything else is junkyard stuff. It runs a little rich, but otherwise it actually works.
Fall 2003:
The brakes worked OK, but not well when wet and I didn't care for the whole pedal-almost-to-the-floor-when-I-want-to-stop feeling. So I pulled off the wheels and ran smack into three very large and rusted flat head SCREWS that held on the brake drums. Fortunately, they had been previously removed and some even had anti-seize on them. But for the others, it took a week of soaking with WD-40, a broken impact driver and my electric impact wrench to break free all the screws. And after the drums came off, I found that it was impossible to find exact replacement shoes. The ones available locally would have had to have been cut with a sawsall to fit properly. I tried a modification of my own, but it didn't work out. So the truck sat. For almost a year. An entire season of four wheeling was missed. :-(
Fall 2004:
I finally got off my rear and a CFSJA member found a place in Denver to reline my shoes.I had the brake shoes relined by American Industrial Brake and Supply in Arvada, CO. Great service and great people. Always nice to find and be able to promote a good business.
I am now in the process of bleeding the brakes and getting the truck back on the road. The last two remaining projects are to replace the PS pump and re-seal the QT/TH400 mating surface. I tried to use liquid gasket stuff instead of the actual gasket and it leaked. I guess there's a reason they use a gasket there!
Dec 2004:
The brakes are bled, the shoes adjusted, and Honda Civics no longer have to fear being rear-ended! I went back to another style MC, but the main problem was a leak at the MC from using adapters without thread sealant. Once sealed, the pedal was much better and once the shoes were all adjusted, the response was amazing.
I met some fellow "Zoners" from the M715 Zone. We met in Cheyenne, WY, where one of them so graciously transported a metal hard top for me from New York state, courtesy of another member who so graciously gave it to me and even stored it until I was able to arrange for "shipping." I now have a spring/warmer weather project that I can work on and not worry about it taking the truck out of service, since the canvas top is still serviceable.
The PS pump still hasn't been replaced, yet, But I was able to slide the t-case back and slather more gasket sealant on the QT/TH400 mating surface. And despite my best efforts, it sealed. No more red leaks. The reason it leaked B4 was because of a weird design that has a "channel" running on one of the mating surfaces from the output shaft bearing to about 1/4" away from the end of the mating surface. Thusly, that entire surface must be sealed in order for it not to leak. Who came up with THAT design???
Once the weather warms up on a free weekend, I'm off to the parts store for a new PS pump and pressure hose. Then, it'll be time for a true trial run. Maybe I'll drive for an hour, come back, run the truck around in the mine for a bit, and then go drive for another hour, come home and see what else needs to be fixed B4 wheelin' season really starts!
December 20, 2004
After finding out that the parts store didn't have a pump and reservoir assembly for the year I thought I needed, I went back home to pull the pump off the truck and make SURE of the type of pump I needed. In fiddling around, I found that it is VERY easy to remove the reservoir. So, with a $16 seal kit and a few hours of my time, I was back in business, since all I had to do was replace the reservoir seals. I didn't open up the pump assembly itself. Interestingly, the pressure hose seems exactly like the one for my 88 FSJ. Supposedly they were supposed to be different, as the FSJ steering box in the 715 was rumored to be a mid 70's box.
After fixing the PS pump and taking it for a spin, I discovered Quadra-Trak fluid spewing out my vent hose. YIKES! I pulled the fill plugs and fluid poured out. Hmmm... I did some research and also queried the CFSJA and IFSJA lists. It turned out that the case had been overfilled. It had leaked before, but this was the first time I had the vent hoses connected and could see it leaking. After draining 2 1/2 mason jars worth of fluid, the t-case is running just fine. I also went out and bought a black steering wheel cover to hide the hideous tan/yellow color that always stuck out in photos of the truck. This was the first accessory that I've bought for the truck in a LONG, LONG time. Yeehaw!
January 2, 2005: It's 2005 and a whole new year. So here we go with a new block of "How-To's" and hopefully some trail runs this summer.
May 1, 2005: New pix posted of Rescue Jeep. Enjoy.
September 17, 2005: New tires and wheels! Yipeee! Goodbye split rims and HELLOOOO BIG TIRES. Link is below, to the right of the Rescue Jeep link.
Novemer 2005: The QuadraTrac transfer case comes out and is rebuilt with donor parts to replace worm splines on the friction cones. Click on the link at the top of the page and follow along on the adventure!
December 2005: Another FSJ was spotted in a Capital One credit card commercial. I actually think the guy shooting the lit-up reindeer is funnier than the FSJ segment. Note the car alarm that goes off after the "glass" breaks. Links to the commercial are PENDING.
January 2006: Learn how to modify your Upper Radiator Hose to prevent rubbing on the horizontally mounted York AC compressor. Click on the Rad Hose Link.
March 2006: Click on the WINCH link to check out the pictures of a Ramsey Hidden Winch Mounting Kit installed on the BigScaryJeep. My Harbor Freight winch finally has a home!
MAY 2006: The Big Scary Jeep finally HIT THE TRAILS!!! Three other Jeeps and I went up Poudre Canyon and ran Seven Mile. Pix are PENDING
In an even more unusal departure from the norm, no problems were encountered on the trail run, which was intended as a "shake-down" run, to see what else needed attention. I discovered that my motor mounts need to be replaced and I need to bolt/tie down the stuff in the bed better. Both issues are not a big problem. The truck did fine on the way to and from the trail. I'm sure that the fact that the roads were mostly 40-45 mph roads also helped. There was one short section that was 65 mph, but the traffic was light so that was not an issue. Performance on the trail was fantastic. It was almost like point-and-shoot driving, The truck went where I pointed the wheels. No questions asked. The large tires seemed to swallow up the smaller rocks and even some of the larger ones. Despite the stiff heavy duty springs, the truck seemed to soak up a lot of the bumps from the rocks on the trail. In short, I'm quite thrilled with the truck's performance.
JUNE 2006: The Big Scary Jeep hits the trails AGAIN! This time, we head up a local favorite, Moody Hill and the bottom part of Crystal Mountain. PIX PENDING. We had more time on this trail t o get out and take pictures, hence more action shots. We met a large group of "other" Jeeps <g> and watched them play on the obstacles as well. It was a fun day of wheeling.
JULY 2006: I know, July has barely started as I write this.... The Big Scary Jeep is down temporarily while I figure out why I don't have brake lights. I'm hoping it's just a fuse. I replaced the front fenders and part of the header panel on SlushPuppy and have not had time to dig into the fuse box. SlushPuppy no longer has a boogered up header panel or rusting/bondo'ed fenders. Most people wouldn't notice the difference, but of course I do. <g> I also acquired a cherry picker so I will be bringing the 401 into the garage and will start the process or tearing it down and evaluating it for future usage.
AUGUST 2006: The brake light failure was due to a blown fuse. Now, as we all know, when a fuse blows, you must of course REPLACE it, but also find the CAUSE of the blown fuse, too. It turned out that the cruise control wiring was disconnected and one of the wires was shorting to ground. With that taken care of, I now have brake lights!
MAY 2007: Finally, another update.... The beginning of 2007 saw the arrival of a disc brake conversion kit. (See M715 Disc Brakes link at the top). The end of April saw the final completion of the installation of said kit. The kit is very well made and easy to install. The length of time was due to me only spending weekends on it and messing around with master cylinders and finally finding that the brake booster was faulty. A dual diaphragm booster from an 1986 FSJ solved the problem and I now have front disc brakes on the Big Scary Jeep.
MAY 2007 (Part II): I completed the disc brake install and of course something ELSE had to go “kabloey”! One of the bolts holding the differential together inside my QT transfer case decided to back out. It ended up breaking off and chewing a hole in the side of the case. Once more, the Big Scary Jeep is non-operational. Once my new seal kit from BJ’s Off-Road arrives, I’ll put together another t-case from my spares stash and hopefully get some 4 wheeling in this year!