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Ole Blue’s motor just doesn’t sound right.  We have valve noise, white smoke, and low compression in the #4 cylinder.  Before we do much highway driving we need to do some major motor work.  While we would have the winter to do the engine work, Barry decided it might be worthwhile to find a newer engine.  So he began to search e-Bay and Craig’s List and also called some jeep parts suppliers looking for an engine.

An ad appeared on Craig’s List for a engine from a 46 CJ2a.  It was mounted on a custom built engine stand so that the motor could be started and run.  It had been completely rebuilt and sounded like a good replacement (even if temporary) motor.  To make it more interesting, the seller also listed a second disassembled engine too. 

Readers might remember that we did a JRT (jeep retrieval trip) for both jeeps.  The motors were located about two and a half hours from home, so this called for a JPRT (jeep parts retrieval trip).  Unfortunately, Evan couldn’t make the trip, so Barry started out early on the adventure.  JRTs and JPRTs are adventures and it is always fun to meet the people and to learn the stories and histories associated with whatever we are trying to buy.

The trip to north central Indiana was uneventful and the GPS took Barry right to Randy’s (the seller’s) house.  Randy started the engine and the deal was made right then.  It was the sweetest sounding little L-134 Barry had ever heard.  As Randy said, it is highly unusual to be able to hear a motor that is out of the vehicle before you buy it. 

While Barry hadn’t really intended to buy yet a third engine, he couldn’t resist what he saw stored in a large metal box.  There were lots of parts, many new and the engine appeared to be complete except for the connecting rods.

Randy had purchased and rebuilt the one motor for use in a custom garden tractor.  The project was never completed, but he had taken the motor to some antique tractor shows.  He loved to just hear the motor run and is looking forward to seeing it returned to a jeep.

Randy had a tractor with a loader that made it easy to place the motor and stand in the truck bed.  After an hour of talking and loading, Barry headed south.  The return trip was also uneventful, except for some totally unexpected rain showers north of Indianapolis.

Two and a half hours later the motors were home.  With some help from Paula, Barry used his loader forks to get the motors in the garage.

 
The next step is to do some identification of what motors we now have.  External signs indicate that the engine on the stand might have a chain for timing (thus an early engine) while the “parts” engine has gears on the crank and cam.  But a very successful JPRT!

Getting the cable disconnected was much more challenging. By all appearance, it was the original cable installed at the factory. The cable cover (metal) was attached with clips at two points on the engine/transfer case and to the firewall. The cable was attached to the brake lever and to the “cane” handle under the dash. The adjustment clevis had been coated with leaking fluid over the years, so the nuts turned easily, but required some time since there was limited space for turning a wrench and ratchet.

Separating the cable from the handle took a hammer and chisel. Evan managed to get the clip off the firewall and Barry was able to get the clip out of the engine block. The last clip was on the transfer case and covered by the transmission/transfer case skid plate. As we took a look at removing it, it was clear that the PO had bend it on rocks or stumps or something. The easiest way to reach the clip was to drop the skid plate. However, there appears to be a rivet in one corner and 3 bolts in the other 3 holes. Our second option is to drop the cross member, but that would be a major undertaking.
 

The big wrench extension

 The only other option was to reach in on top of the skid plate with a long wrench and use a socket through a hole in the skid plate. Luckily, Evan has long arms and by stretching could reach the top nut. Even luckier was the bolt breaking after a couple of turns.

At some point during this process, Evan asked if we should check and see if the e-brake was still operational. Barry had assumed that the frozen cable was the issue, but had no idea if the e-brake itself would still function. So Barry crawled under the jeep and activated the brake lever while Evan rocked the jeep. With both relief and surprise, the brake stopped the drive shaft from moving! If we could get the new cable installed, we could have a working e-brake.

The reinstall was much less dramatic. Evan noted that the install of the cable to the handle in the dashboard was much simpler that on the 3a. That was due to the hole in the dash were the PO had installed a radio. He could see what he was doing, With the handle reattached and the clips bolted back in place, Barry reattached the cable to the brake lever and hooked up the screen door spring. Evan pulled on the handle and we had a working e-brake! 

Access hole to right of the e-brake handle

 A test drive proved that we did have a working e-brake. It did require a hard pull on the handle on the steepest part of the jeep trail in the woods, but it did hold. We may do an adjustment, but for now we will enjoy our new safety feature.