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Old 11-12-2019, 03:03 PM
Lister Lister is offline
232 I6
 
Join Date: Mar 15, 2003
Location: Langford, BC Canada
Posts: 115
4.2L stright 6 puking Oil out dipstick

Picked up an 81 Laredo that has been sitting in a field for a number of years. PO said they ran the engine a year or so ago. What I did: New battery, new oil, cleaned and gapped spark plugs, bit of WD40 in each cylinder through the spark plug hole, new fueld filter, new gas.

Engine was started with the air filter off and the rear vent tube and plug from the air filter on the valve cover off.

When it started it sounded really rough like there was a hammer bouncing around inside. It was a regular interval sound. After several starts and running it at high RPMS for a bit, got out and there were several litres of my nice fresh oil which appeared to have come out the dip stick tube.

I did a compression test and front to back got 140, 140, 150, 160, 127, 117. Is the 117 bad enough that it would cause back pressure to push the oil out as it did?

I did not check the PCV as I figured with the above noted vent tube out of the valve coiver, it was not a cause.

Youtube for reference. Skip to 1:04 for when it first fired and 2:02 for the higher rev run.

https://youtu.be/aK056MjZHiI
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Last edited by Lister : 11-12-2019 at 03:17 PM.
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  #2  
Old 11-15-2019, 11:07 AM
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Mars Mars is offline
350 Buick
 
Join Date: Apr 24, 2010
Location: North Cincinnati
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if it's been sitting wouldn't hurt to put some marvel mystery oil in your cylinders let it soak a while, could have a stuck ring that could cause blow by. Also check your timing, backfiring through the carb is not bad gas. Great way to bork your power valve and maybe cause a fire. I've never seen one blow out out of the dipstick, is it like under actual pressure?

I'm far from an expert, perhaps someone with more experience could chime in.
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1981 J-10 Laredo.. mmmm bucket seats...
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Old 11-15-2019, 06:51 PM
Ristow Ristow is offline
 
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sounds like the firing order is off to me.
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Old 11-15-2019, 09:46 PM
Lister Lister is offline
232 I6
 
Join Date: Mar 15, 2003
Location: Langford, BC Canada
Posts: 115
Thanks. I'll try/check both of these things.
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  #5  
Old 11-16-2019, 06:13 PM
Lister Lister is offline
232 I6
 
Join Date: Mar 15, 2003
Location: Langford, BC Canada
Posts: 115
Thanks for the tips. Plug wiures were not correct on the distributor. Unforntunately there were some very bad noises internally. Engine is going to need to be pulled apart, or tossed aside for the Engine swap i was planning for the spring.
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  #6  
Old 11-18-2019, 08:34 AM
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tgreese tgreese is offline
 
Join Date: May 29, 2003
Location: Medford MA USA
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Which transmission do you have? Go 4.0L HO with MPI.
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Maine beekeeper's truck: '77 J10 LWB, 258/T15/D20/3.54 bone stock, low options (delete radio), PS, hubcaps.
Browless and proud: '82 J20 360/T18/NP208/3.73, Destination ATs, 7600 GVWR
Copper Polly: '75 CJ-6, 304/T15, PS, BFG KM2s, soft top
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Old 11-18-2019, 09:27 AM
Lister Lister is offline
232 I6
 
Join Date: Mar 15, 2003
Location: Langford, BC Canada
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It has the 4 speed, but I am already set on a V8. Need to have the rumble
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Old 11-18-2019, 10:35 AM
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tgreese tgreese is offline
 
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Location: Medford MA USA
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Quote:
Originally Posted by Lister
It has the 4 speed, but I am already set on a V8. Need to have the rumble
The factory 4-speed in that Jeep is barely adequate for V8 power, IMO. There were some 360 2V FSJs from this era with a variant of this 4-speed, but those transmissions have taller gearing than the sixes. And they are not plentiful. There are a lot of differences between inline 6 and V8 models of these Jeeps. Installing a V8 in a FSJ equipped with a 6 is not straightforward - using the existing transmission at its current location, a V8 will interfere with the firewall. Jeep used a different transmission for the V8 that moves the engine forward - search - lots of old posts about this.

The 4.0L HO can be a very tidy swap in a FSj that currently has a 258. The factory Mopar/Bosch multiport fuel injection is excellent, and you'll get significantly more power, better economy, and improved drivability with the factory MPI setup. No tuning, turnkey starting, outstanding reliability, excellent trail performance.
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Tim Reese
Maine beekeeper's truck: '77 J10 LWB, 258/T15/D20/3.54 bone stock, low options (delete radio), PS, hubcaps.
Browless and proud: '82 J20 360/T18/NP208/3.73, Destination ATs, 7600 GVWR
Copper Polly: '75 CJ-6, 304/T15, PS, BFG KM2s, soft top
GTI without the badges: '95 VW Golf Sport 2000cc 2D
ECO Green: '15 FCA Jeep Cherokee KL Trailhawk
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  #9  
Old 11-18-2019, 05:53 PM
Lister Lister is offline
232 I6
 
Join Date: Mar 15, 2003
Location: Langford, BC Canada
Posts: 115
Thansk Tgreese. Just at the preliminary research stage so this is good info!.
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  #10  
Old 11-18-2019, 09:29 PM
yossarian19 yossarian19 is offline
258 I6
 
Join Date: Nov 13, 2016
Location: Grass Valley, CA
Posts: 402
Also - power is not so limited as you might think with an I6.
You can use the 4.2 liter's crank & rods (if savable) and a 4.0 block, you get 4.5 liters stock bore or 4.6 / 4.7 with a 0.030 or 0.060" overbore.
There is also a guy, Boostwerks Engineering or similar, who is working on a turbo manifold for the 4.0
Then there are supercharger setups for the 4.0, too.

Don't be afraid of the 4.0 - wouldn't be hard to make one walk all over a stock 401
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