In article <email@example.com>, Thomas
Cameron <firstname.lastname@example.org> wrote:
> On Thu, 31 Mar 2005 16:01:26 -0700, CobraJet wrote:
> > In article <0UY2e.14683$1H3.email@example.com>, Thomas Cameron
> > The trick here is to make sure *all* the parts are actually CJ
> > pieces. Crank, rods, piston type, heads, block, oil filter adapter are
> > all CJ-specific. See the details here, and then cross-examine the shop.
> > http://www.428cobrajet.com/id-main.html
> Wow, very good information, thanks. So it is possible that they used a CJ
> block then cheap crank, rods, pistons, etc., and I might really not see
> any benefit, huh?
Well it gets involved, and it depends on what you are going to do
with the car. However, what makes power in the CJ is the head design.
The block and rods were designed to take more of a beating than regular
parts. The stock compression ratio is 10.65:1, so you need to know if
exact replacements were used, or something more pump gas friendly. If
it is stock compression, then you need to tailor the cam to run pump
gas. You need to find out what cam and valve spring setup is in that
I suggest getting all the specs you can, including casting numbers,
and take it from there. You are going to need the oil pan off to check
the crank, rods and block.
> >> Thanks for dealing with all the newbie questions...
> > You need to budget out the rest of the parts involved in a BB swap,
> > as they can add up in a hurry.
> Yeah, I'm noticing that... I actually have a decent pile (not
> outrageous, but decent) set aside for this car, so I want to do it right.
What do you have so far?