Dropped the the pan and its hung up on the front axle. My floor jack decided it wanted to retire. So it's stuck till payday. But I can say there's not a sliver of metal in the oil. When u spin the crankshaft it does make a weird clicking noise though. Any ideas?

 

Did you ever hear it run? If so did it knock?

 

Unfortunately no. I did contact PO and he did say she started. Just was extremely rough and no power.

 

I would probably bolt the pan back on and seeif I could get it to run. It may be something simple. I wouldnt even waist a gasket just slap a little silicone and bolt it up.

 

The block will be the same I would keep the old one if you need any more parts off of it. Plus a newer block with noise and vibration improvements.but it should be the same. I had a 95 zj the I pull the 4.0 it of and put it in a 89 cj the blocks are the same.

 

I also found this I hope it helps.




1987-1990 had a boss drilled and tapped to accept the knock sensor (deleted for 1991,) and while 1991-2006 retained the boss, it went unmachined.

There may have been differences in the mount pads between the YJ/TJ and the XJ/MJ/ZJ/WJ, I've not yet confirmed this.

The 1999/2000 split (distributor ignition to COP/DIS) was a change in the cylinder head and had nothing to do with the block. This head may be retrofitted to any 242ci block, but the 1999-2001.5 heads should be avoided (apparently, the presence of a "TUPY" casting ID is a useful clue to avoiding membership in the "0331 Club" - but I don't know if that's 100%, either.)

The 242ci also saw the addition of a main cap brace for 1996 - this may be safely deleted (if you prefer,) or retrofitted to an earlier block (using the brace with associated main screws/studs and retaining nuts.)

There was some variation in cylinder wall thickness over the production life of the 242ci, as it got gradually lighter (eventually shedding a total of about 70-75#.) The earliest (1987-1988, AMC production RENIX) blocks are generally held to have the thickest walls going, and can usually support an overbore to 4.000" after ultrasonic inspection (that's boring an additional .125" - the typical max is .060" - and retaining a wall thickness of at least .100" all around, with any bias toward the major thrust side.)

It should be noted that any 242ci head will bolt to any 242ci block - but the head should be moved as part of a "top end assembly" when going back and forth across the 1990/1991 line (and note that the 0331 exhaust ports are smaller than the 0630 and 7120 ports.) The 242ci head will also swap onto the later (1975 or so on up) 258ci block, as I recall - make sure it uses head screws that are threaded 1/2"-13 (and not 7/16"-14.) NB: The manifolds will not swap between the 258ci and 242ci heads! The 0630 or 7120 head may be swapped in place of the 0331 head, while using the later exhaust manifold, if you fabricate an adapter plate to ensure sealing of the larger exhaust ports to the smaller manifold primaries (you can go the other way without incident - the 7120 and 0630 manifolds will bolt right up to the 0331 head without incident.)

All HO intakes will readily swap between HO heads, with later intakes being regarded as having better airflow (although you'll want to open up your exhaust to complement increased intake airflow.) There will be some accessory and bracketry changes needed to get the later intakes on the earlier engines (mostly the power steering pump.)

Anything else you'd like to know? I don't have Swappology anywhere near finished yet, so I've got to answer this stuff off the top of my head still...

 

Thanks very much for the info