LukeWilson
Veteran Member
They won't ship the radiator, or do you just want to confirm it will fit?
When is the estimated maiden voyage?
When is the estimated maiden voyage?
I know it will fit. Costs about $70 to ship a rad. With a used one where I'm not sure it isn't going to leak, I'd like to buy it somewhere where it is easy to return it.They won't ship the radiator, or do you just want to confirm it will fit?
Depends on when I get the rad. I'm hopeing to test drive it before Christmas, but once I have it running, I want to do the timing belt and water pump before I start driving it regularly. It will still need a safety and plates too, and I got a notice the upper ball joints are on recall from Chrysler so I want to get that done too. So for those of you waiting, fuel economy numbers are a ways off still...When is the estimated maiden voyage?
Nah, it will be 25-36. You can quote me on that.So for those of you waiting, fuel economy numbers are a ways off still...
Well I definately won't be happy with 25. I'd like to be in the 35+ range. I can't see being able to hit 40 in a lifted almost 4000lb Jeep but I'm going to try.Nah, it will be 25-36. You can quote me on that.
can you post a short video?It runs!
Lots of little things still left to do before a test drive but at least the wiring is good.
can you post a short video?
this has been like the progression of a great story!
It's... so.... beautiful... I just shed exactly one tear.And finally:
LMAO!! ...your tear is not alone my friendIt's... so.... beautiful... I just shed exactly one tear.
It wasn't just the rad, it was the rad/intercooler combo. The intercooler fits in front of the rad and the outlets have to squeeze around it. I could have done something different, but the space in the frount of the Jeep for rads is a unusual size, it's a 24x24" square. I might have got away with a little tiny Honda rad and a TDI intercooler beside that, but that would have been pretty small. I just couldn't find a better rad/intercooler combo than the stock Liberty diesel setup. It's too bad they are so rare and expensive. Cost $800 for the rad and intercooler - that really ups the total cost of this install.so reddok, why was this rad so particular?
Wow, thanks! Although I'm not sure it's the best... I've seen some really detailed work from some of the other members. Anyway, off to the parts store for some supplies...Cant wait for the ending! This is by far the best build I have seen thus far!
Still a ways off on that.Awsome! lets see some driving!
I'm running the stock Liberty instrument cluster. The gauges are not working. Like the TDI, the Libertys gauges are driven through the ECUs bus. The TDI uses a CAN bus to communicate and the Jeep uses a J1850 PCI bus. I thought there might have been a gateway module that would allow the CAN ECU to talk to the J1850 ECU as Jeep used a EDC15 ECU in their export Libertys with the VM2.5 diesel but it turns out they made the Bosch ECU output J1850.Also, what are you running for an instrument cluster? Are all the gauges working?
No, but after I read that I ran out and tested it. Works exactly the same as with the 3.7 in front of it.Did you test the clutch when you started it?
I did have access to a CMM, but my work would probably have frowned upon me trying to drag an engine block in to work. The information for the bellhousing pattern and flywheel pattern for the TDI is available on the web. I managed to find information on the Chrysler small block pattern as well (Same as the 3.7 Powertech engine). Having those measurements, I just drew up the pattern in autocad, aligned the crank centerlines of each and then rotated the engine pattern to the angle I required.EDIT - backing up a little bit - two of the critical components - the flywheel adapter and the bellhousing adapter - how did you measure those in order to get the tanny centered just right on the engine? Did you have access to a leser measuring system or some really accurate measuring trammels?
Couldn't help you there. The Libertys use a 45RFE.Looking good, Reddok.
Can you answer some 42RLE questions for me?
Actually, I could use size & weight for the 45RFE too. I'm considering an trans swap for a TJ, and I'm trying to figure out what my options are.Couldn't help you there. The Libertys use a 45RFE.
I tossed out the 45RFE, but you won't have any luck putting anything from a Liberty into a TJ. The TJ has the CPK to be mounted in the transmission bellhousing and the Liberty has it located in the side of the engine block.Actually, I could use size & weight for the 45RFE too. I'm considering an trans swap for a TJ, and I'm trying to figure out what my options are.
Check out Dakota Digital for their speedometer and tachometer signal converters; I used these to get the gauges in my Saturn TDI to work with the TDI VSS and tach signal output.
The speedo won't be an issue. The Jeep VSS is located in the rear differential and will function the same. The tach is a different story. I've been able to spoof a CPK signal using a 555 timer circuit which will keep my fuel pump running but wouldn't trigger ignition events hence drive the tach. By pulsing a signal down the CMK line I got it to sync which started triggering ignition events and gave me a steady tach signal. This also enabled the Jeep ecu controlled cooling fan and allows me to eliminate the TDI fan module and a lot of redundant wiring. Now I just need to replace the 555 circuit with something that will translate the TDI CPK sensor to something the Jeep can understand. It's probably going to end up being a ATTiny microcontroller or something similar - I just don't have any experience programming them so it's going to be a bit of a learning curve.I dig the glow fix....can't wait to see how you surmount the tach/speedo issue...love this stage of a swap!!