Trail Maintenance and Building a new Trail

Building a New Trail

This weekend I decided to do some trail maintenance and build a new trail. The recent had blocked one trail and a couple have been blocked since last spring.

My chainsaw has a bad ignition module so I borrowed my Dad’s chainsaw. His starts and runs much better than mine.

We began by cutting down a tree that was leaning across the trial we call Wedgie. This trail drops into a huge V notch and then makes a steep climb. We also opened up the top of the trail so that the off camber turn over a tree root is optional.

This trail has given Jenny’s Jeep a challenge in the past but now on her new 33” tires she made it across the V notch easily. On the return trip dropping into the notch from the steep side, she did tag her bumper into the opposite bank but she pulled through easily.

Next we reopened the loop off the campsite that goes to the far corner of the property. This trail has been blocked by two fallen pine trees for a while. We sliced a couple of cuts in the logs wide enough to get the Jeep through.

Next we worked on a new trail. This one includes the steepest hill climb we could find. We call this trail Slickery because in the wet leaves it was very slick. On the opposite side of the hill there is a large tree root at the base that makes the beginning of the climb interesting. We left a small log across the trail for an additional challenge.

On Jenny’s first run back up the hill, she spun in the leaves and dug in. She got sideways enough that she could not back down due to a tree. So we used Scuffy’s winch to get her to the top of the hill. On her next run, she carried a bit more speed at the bottom of the hill and made it up easily.

Now we have to work on naming all the trails so we know where we are talking about. Then we will have to put a GPS in a Jeep and make an accurate map.

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How To Replace a Leaking Rear Wheel Cylinder in a Jeep Cherokee

How To Replace a Leaking Rear Wheel Cylinder in a Jeep Cherokee

The rear drum brakes on Jeep Cherokees are generally reliable and long lasting. While swapping to disk brakes is a popular modification, the rear drums do a fine job of stopping when they work properly.

One common problem as the brakes age is that the wheel cylinder leaks. The wheel cylinder has two pistons that press out on the brake shoes when the pedal is depressed. The two pistons have rubber cups on them that will wear with age. Also, water can contaminate the fluid and cause the lining of the cylinder to rust.

There are several different wheel cylinders used so make sure you get the proper replacement before disassembling the Jeep. The cylinder for the 9” brakes is different from the one for the 10” brakes and the one used for antilock brakes is different from the one used for non antilock.

Begin by lifting the Jeep and supporting the rear axle. Remove the wheel and tire.

Using a 3/8” line breaking wrench, loosen the brake line where it connects to the wheel cylinder. If the line is stuck, try tightening it a bit before loosening it. Heat can help if it is severely stuck. Use care not to damage the metal line. Use a pan or a rag to catch the brake fluid that drains out.

Remove the two 3/8 headed bolts that hold the cylinder to the backing plate. Remove the brake drum. Loosen the brake shoes slightly if necessary.

Using a brake spring tool, remove the two upper brake shoe springs. Pull the front shoe slightly forward and slip the wheel cylinder out around the axle flange. Clean up and fluid that had leaked into the brake drum.

Slip in the new wheel cylinder. Install the two retaining bolts. Reseat the front brake shoe. Replace the springs using the other end of the brake spring tool. Take care to ensure the cable for the automatic brake adjuster is routed correctly and has not fallen out of place while the tension was off.

Reconnect the brake line. Reinstall the brake drum and adjust the tension.

Add brake fluid to the master cylinder to replace what drained out. Bleed the brakes by having an assistant depress the brake pedal while you open and close the bleeder screw.

With the bleeder closed, have the assistant pump the pedal a few times and then hold it depressed. Open the screw and allow fluid to come out. Close the screw and have the assistant repeat the process. Repeat the process and have the assistant note the firmness of the brake pedal as you observe the amount of air in the expelled fluid.

Once the fluid runs clear with no air, tighten the bleeder screw and install the protective cap. Reinstall the wheel and tighten the lugs to the proper torque. Lower the Jeep and top off the master cylinder before driving.
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Forty Nine

Imagine cruising down the interstate enjoying the view through a big glass windshield. The stars are bright and your destination is miles away. You are driving along with out a care in the world. Everything is going well and you expect to arrive at your destination at exactly the scheduled time. Music plays softly in the background and the clatter of the engine combines with the roar of the tires on the pavement to allow you to settle deep into the warm comfortable driver’s seat.

Then suddenly your vision is blurred and glass shatters in front of you. A large lump of something lands in your lap as you try to control your bus and protect the precious cargo of passengers behind you. Someone has just gotten their jollies by dropping a large object from the bridge above you. You safely pull the bus to the side of the road and inspect the damage. Miraculously you are still alive. Just a few cuts and scrapes.

Glass is scattered through out your bus but none of the passengers are seriously injured. Everyone is OK but you will not make your destination on time. And your bus is going to need some serious repairs. It could have been worse. Like it was for a woman a few years ago who had a stone dropped through her from possibly the same bridge. She died from her injuries.

So it could be worse, but still it is pretty bad. What fun it must have been for the hoodlums who tossed the weight into the bus wind shield? Did they even get to see the crash in the darkness? A whole bus load of students returning from a trip are jolted from their peaceful ride by a senseless act.

This story is from this week’s news. A bus load of Lee University students was attacked as it cruised home on I 75 this week.

I read somewhere that life goes through seven year cycles. If so, then this is the end of my seventh cycle. Tomorrow I will be fifty.

I feel like this cycle of my life began with something crashing through the windshield of my life. I was comfortably cruising along in my career as an engineer for Westvaco Corporation. I had comfortable pay. I was good at what I did. People respected me and I was surrounded by friends. While there were many things I did not like about corporate life, I was very comfortable. I had challenges to keep my mind occupied and a comfortable office to go to each day. I was ready to cruise on auto pilot to retirement.

Then, suddenly, my dream was shattered. The plant I worked at was closed. There was some fall out but I was not really injured. Just a few scrapes. The impact reverberated through the other parts of my life.

Suddenly, I was faced with struggling for finances and not feeling very useful. Much of my self worth was wrapped up in being an engineer for Westvaco. When I was not that anymore, I felt like I was nothing.

I tried a few other jobs but none of them gave me any satisfaction. I was not good at them so my self worth went down even more.

My old friends drifted away as they moved on to other jobs. I found my self in a very bad spot. I was alone and felt pretty useless.

In the process of rebuilding myself, I discovered the new thought movement. I discovered it entirely by accident. Or so it seemed.

I began reading books about how to make money and I discovered that there was a common theme in all of them. The idea was that we each create the circumstances that surround us rather than being manipulated by them.

As I studied concepts that were foreign to me such as the law of attraction and the law of mind action, I began to see evidence of their truths. I remembered times when I worked at Westvaco when I had observed this very phenomenon. But not having any basis for causal relationship, I dismissed it like any good engineer would.

I had once made the statement that Westvaco should pay me to be in a good mood because when I was, the presses ran better and if I was in a really good mood, we would set production records. If I came to work in a bad mood, then we had nothing but trouble.

But even after reading the Tao of Psychology, I refused to acknowledge the relationship between my moods and the circumstances. There was no way my emotions could cause outside circumstances was there?

During the last few months at Westvaco, I met a faith healer. The stories he told and the things I observed caused me to believe that there really was more to the universe than what I had learned in school. But I still but my faith in science. But to the true science of mind, just the traditional observational science.

As I studied more and read books by Deepak Chopra, Wayne Dyer, Charles Filmore and others I began to realize that there was something to this science of mind. I began to see that everything I observe is first created in my mind. I also began to understand what Wallace Waddles meant when he said that controlling the mind is the hardest and most import work any man can do.

I am still working on learning to control my thoughts. I often don’t feel that I have the freedom to create with my thoughts. My upbringing in a guilt based religion pops up often causing me to feel that I don’t have the right to even want certain things.

So as I begin my fiftieth year tomorrow, I am moving forward with excitement and wonder. I wonder what will happen next. I have moved way out of my comfort zone and most of my life lines are gone. I will be on my own to create the life that I desire. I can’t rely on anyone to do it for me. I am excited and scared at the same time.

I feel like I have wasted a lot of years getting to this point in life. I have always prided myself on being a fast learner, but in this most important area of life, I feel like I have been very slow on the uptake. Hopefully the pace will pick up and I will learn to release the old constrictions and begin to create a truly happy life that I want.

But first I have to feel like I deserve it.

Torque Converter Lockup troubleshooting – The Red Jeep Saga

Torque Converter Lockup troubleshooting – The Red Jeep Saga

Scott’s almost has the red Jeep ready for paint. But there has been one nagging problem that he wanted to resolve before he put in the effort to paint the truck – the transmission seemed to refuse overdrive and the torque converter refused to stay locked up.

At first the trouble was intermittent. It was especially frustrating that when I drove the Jeep, it shifted fine but when Scott drove it, it would refuse to stay in forth and the converter would not stay locked.

For those of you new to this story, this is a 1989 Jeep XJ Cherokee. It was bought for parts with a burned up wiring harness. Scott has put it back together and it runs and drives better than any other Jeep in our fleet – except for its weird electrical problems that occur from time to time.

Scott first tried swapping the throttle position sensor. No change. Next he tried swapping the whole transmission computer. No change.

We tested the resistance across all the transmission control solenoids. All were within spec.

Next we decided to use the diagnostic procedure for the later model Jeeps even though this is a Renix Jeep and uses a different transmission computer. It does however have the same model of transmission, the reliable Asin AW4.

We test-drove the Jeep with the transmission computer unplugged. It worked exalt as expected with first gear only in the 1-2 position, 3rd only in 3 position and OD only in D position. Of course no converter lockup is expected with the computer disconnected.

Next, I rigged up a jumper wire to test the converter lockup. I probed the white wire to the solenoid and the yellow power wire to the computer and made a jumper and had Scott drive us down the road. As I connected and disconnected the jumper we watched the rpms jump and we could feel the converter locking up. So it worked mechanically. Just the computer was telling it not to lock.

This test confirmed my earlier suspicions that the Transmission was actually shifting into over drive and the converter was locking for a second and then as if commanded by the computer it was unlocking and sometimes shifting back to third gear.

Next we brainstormed things that would cause the converter to unlock and read more in the manual about how the converter worked. We found that pressing down on the accelerator should unlock the converter as well as stepping on the brake.

As these two circuits are very different we had to resort back to the older manual with its less specific wiring diagram. We saw that a blue and yellow wire was supposed to carry the brake signal trigger. Having already changed the throttle position sensor we decided to work on the brake circuit first. Inspection of the brake light switch showed only pink and black wires. We took another test run and found that if the brake input wire was grounded, the torque converter would indeed lock up. This test confirmed our theory of the brake input being the trouble.

The wiring diagram was less than helpful has it simply showed the bleu/yellow wire going through a switch to ground. It gave no clue as to the physical location of this switch.

Scott crawled under the dash again and searched until he found the blue/ yellow wire. There was a second switch on the brake pedal above the brake light switch.

We probed the switch and found there was no change in it as the brake pedal was depressed. The switch indicated that the pedal was down all the time.

He pulled the switch out and we found that it would work intermittently out of the Jeep. So I took the switch apart and cleaned it with contact cleaner. Once back together, it worked reliably.

Scott reinstalled the switch and adjusted it to properly indicate when the pedal was depressed. We reattached the original transmission computer and buttoned everything back up.

A tryst drive showed that it work just as it was supposed to. So far the transmission continues to operate properly. A simple solution to a problem that had frustrated Scott for a couple of months now.

How to make your Jeep Last while enjoying it off road

How to make your Jeep Last while enjoying it off road

Jeeps are huge fun to play with. And the best place to enjoy a Jeep is in the dirt mud and rocks. However use in these environments can take a toll on the Jeep if it is not properly prepared and maintained.

Proper preparation is essential to making a Jeep last off road. While Trail rated Jeep vehicles like the XJ Cherokee and Wrangler are very capable off roaders in stock form, there are some simple modifications that will help them last even longer.

One of the most important preparations is to have the proper tires for the environment. It you are going to be in mud, rocks or dirt, you need a strong tire with deep tread. Having a tie with high void area like a Mud Terrain tire helps get even more traction in all off road conditions.


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By having good tires, you will be able to approach obstacles with less momentum and reduce stress on the suspension and body work. Having the right tire and not getting stuck go a long way to improving the overall reliability of the Jeep.

Using lower air pressure in the tires when off road will also improve reliability and longevity. Reduced air pressure will allow the tire to conform to the terrain aiding in traction. Lower air pressure will also allow the tire to flex more over obstacles that might otherwise puncture the tire.

The next area to consider is the armor. Rocker rail protection is critical on Jeep Cherokees. The pinch seam on the bottom of the Cherokee is easily susceptible to damage by rocks and other off road obstacles. If the pink seam is damaged, the overall body structure can be weakened. Rocker protection can be simple or elaborate. There are many styles available for sale or they can be easily fabricated with minimal welding skills.

Protecting the under carriage is helpful as well. Factory skid plates were available and provide adequate protection for most off roading. There are also many versions of skid plates available in the aftermarket as well as self fabricated options.

Lifting the vehicle will also allow more clearance between obstacles and the bottom of the Jeep. Lifting also allows larger tires to be fitted so that both traction and clearance are enhanced at the same time. Being able to drive over more obstacles will help your Jeep last longer in off road service.


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Even when your Jeep is properly prepared, proper maintenance is important to its long life. The front suspension and steering joints are fitted with grease points so that dirt and water can be flushed out after off road adventures. Use a standard automotive grease gun to force fresh grease in to the joints and to flush out contaminants that may have collected there after each trip off road.

Also, if there is a chance that water could have contaminated the differential fluid or transmission fluid, change these fluids as well. At minimum, follow the recommended change intervals in the owner’s manual.

Keeping the seals in good shape will help keep vital fluids in and water and dust out. Replace oil and grease seals when there is any evidence of leakage.


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Despite your beset efforts to keep parts lubricated, moving parts such as universal joints and tire rod ends will wear out. Inspect these parts frequently and replace them when they show signs of wear. If these parts fail, they can take out other expensive parts or leave you in a very dangerous position off road. Inspect and maintain these joints before and after each off road trip.

Dirt is very abrasive and will be the most damaging element of off roading. Therefore after each trip off road, thoroughly clean the Jeep including the under carriage. Remove dirt and mud that accumulates on the suspension parts to keep them moving freely. Keeping the parts clean will also aid in inspection so that wear can be noticed more easily.

Driving style is also a factor in how long a Jeep will last off road. Knowing how and when to use momentum to get over obstacles is critical to safe and damage free off road driving. Learning from more experienced drivers and practicing on smaller obstacles will help you gain the skills needed to safely drive your Jeep through any conditions.