$1,389.00 and you get this new product! 258 or 4.0.

HEY!! Bolt this on with our Dual Headers and you will gain 120% Torque.

 

Fact: 1.94 Chevy Stainless, Rolled Intake a& 1.50 Exhaust Valves will add 60% power & torque to any 258 Cylinder Head.

Fact: Weber 38-38 Two brl carb will out perform any carb up to 500 CFM.

We have proven this again at the race track. We were winning by 2 laps in our 15 lap, 1/8 mile race with theHolley 500 CFM 2 brl carb. We switched to a Weber 38-38 two brl carb and now we win by 5 laps!

 

COMPARE STOCK CAM TO 6=8 CAM.

 STOCK CAM MAKES 20% TORQUE CURVE, OFF IDLE

6=8 CAM MAKES 80% OFF IDLE

STOCK CAM WILL PEAK TORQUE AT 1,800 RPMS

6=8 CAM WILL PEAK TORQUE AT 3,300 RPMS

STOCK CAM WILL PEAK HORSE POWER AT 2,000 RPMS

6=8 CAM WILL PEAK HORSE POWER AT 4,300 RPMS

STILL NEED A REASON FOR ADDING OUR 264 HYD CAM TO YOUR ORDER?

THIS IS THE REASON CLIFFORD PERFORMANCE IS STILL IN BUSINESS AFTER SENSE 1968..


Redline Throttle Body Fuel Management is the best upgrade we have ever seen for your Jeep 258 or 4.0.

Install, start the engine, hookup your laptop and tune air/fuel for a perfect running engine. It will run with any cam or compression ratio you can through at it.

 

1972-90 JEEP 258 Rebuild kit

Rebuild kit consists of;
1 Aluminum Alloy Pistons w/pins
2 Chrome Rings
3 Clevitte Main, Rod & Cam Bearings
4 Any Clifford Camshaft you want!
5 Clifford Springs
6 Chrome-moly Retainers
7 HD Valve Locks
8 Chrome-moly Pushrods
9 Complete Rebuild Gasket Set


The Pistons can be ordered in .030 & .060

We run a std dished piston so we can run 89 octaine fuel.


Bearings can be ordered in .010 or .020

*Note Howell TBI/ EFI systems will need 97-2021-EFI cam

-0- deck the block and mill .060 off the head.

You will gain up to 360 ft lbs of torque if you follow these simple machining instructions with the 264 hyd cam being the most important addition to your Jeep engine.

97-1972 is our double roller timing set. Please include it with your rebuild kit. $129.00 is a great price.

*BEFORE YOU GET INVOLVED WITH THE 4.0 HIGH PORT HEAD CONVERSION, WE CAN HELP YOU GAIN THE SAME AMOUNT OF TORQUE & HORSE POWER WITH YOUR 258 CYLINDER HEAD WITH SOME MODIFICATIONS.

There is an article online that says you can run your stock 258 intake and exhaust sytem with the 4.0 head.

This is very wrong because the high port head intake runners are 3/4 inch higher than your 258 and the bolt pattern is different as well.

If you use a 4.0 head conversion, use 47-4520wh intake and 57-2015 header. We like to run the WEBER 38-38 DEGES 2 BRL CARB..

This carb will run up to 6,000 rpm's and blow your mind all through the power ranges of our cams.

 

JEEP 4.0

Rebuild kit consists of;
1 Aluminum Alloy Pistons w/pins
2 Chrome Rings

3 Clevitte Main, Rod & Cam Bearings
4 Any Clifford Camshaft you want! EFI or carb.
5 Clifford high lift Springs
6 Chrome-moly Retainers
7 HD Valve Locks
8 Hardened Pushrods
9 Complete Rebuild Gasket Set


The Pistons can be ordered in .030 & .060
Bearings can be ordered in .010/.020 under

-0- deck the block and use 1.94 Chevy stainless intake and 1.50 stainless exhaust valves.

DO NOT PORT/POLISH, THE RUNNERS, THEY ARE BIG ENOUGH.

 

READ THIS: The 4.0 spring seats have to machined off completely to run our high lift springs.
*note Howell TBI/stock EFI systems will need 97-2021264-EFI cam

97-1972 is our double roller timing set. Please include it with your rebuild kit. $129.00 os a great price.

 




Here is a picture of the Aluminum Ram Flow Intake made for 2 or 4 brl carbs.

The part #’s are
1 47-4500WH, made to fit all AMC or Jeep 232-258 ever made.
2 47-4510WH, made to fit 1987-90 Straight Port 4.0 Liter Engines
3 47-4520WH, made to fit 1991-04 Hi Port 4.0 Engines & Heads.

Carb Adaptors are;
1 08-1013, made to fit all Holley, Demon or Weber Two Brl Carbs only.
2 08-1014, made to fit all Edelbrock, Holley, Demon Four Brl Carbs only.


WEBER Carburetor Bench Assembly

This applies to ALL Weber throttle shafts.

Bench assembly

Install the new REDLINE lever on the carburetor.

CAUTION: Do not over tighten throttle shaft nut.

Proper tightness can be achieved by installing nut just slightly more than finger-tight (finger tight then one more flat of the nut) and bend lock tab. After tightening, open choke and check for full throttle operation from idle stop to wide-open throttle. If any sticking or binding occurs, loosen nut and re-tighten with reduced torque. If excessive torque has been applied, re-centralization of the throttle plate may be necessary. This may require loosening nut and rapping on the end of the shaft with a small plastic mallet or a screwdriver handle (We are not driving nails here firm, but not abusive).  

 

 

38DGAS Tuning

CARBURETOR SET UP AND LEAN BEST IDLE ADJUSTMENT

Base line Settings

Speed Screw 1/2 turn in

Mixture Screws 1 turn out

Final Settings Engine Running

Mix______

Speed_____

*NOTE

Set float bowls at 17.5mm from the gasket mating surface to the upper tip of the float.

 

It is important to verify all linkage and levers are installed without binding and the linkage opens to full throttle and closes to the Idle Speed Screw. The number one and two reasons for tuning errors are improper linkage installations and over tightened linkage nut, causing a binding in linkage assembly.

CALIBRATIONS MAY VARY DUE TO REGIONAL FUELS AND STATE OF ENGINE TUNE AND PERFORMANCE. POOR RUNNING DOES NOT ALWAYS MEAN A BAD OR POORLY ADJUSTED CARBURETOR. AN ADVANTAGE OF THE WEBER CARBURETOR IS ITS EASE OF ADJUSTMENT AND TUNING.

SET UP ADJUSTMENTS

1.      Start set up by confirming carb base line settings. Do not depend on the existing settings.

2.      All settings are done with choke disengaged or warmed up so that the choke is fully opened and disengaged. This is done on automatic choke carburetors by first opening the choke butterfly by hand and inserting a wood block or wedge of some kind to hold open while the linkage is cycled (linkage operated through its full movement ) to clear the choke cam. (You will hear a metallic click as the choke cam is released. You can check the choke fast Idle screw under the choke assembly to confirm that it is not in contact with the choke fast idle cam.)

3.      Set the Idle Speed Screw by backing out the Idle Speed Screw until it is not in contact with the throttle stop lever. Cycle or Snap the linkage again to be sure that the linkage comes to close without any assistance. (Checking for linkage bind)  Now bring screw back into contact with the lever and continue to open or screwing in, no more than 1/2 turn in, maximum.

4.      Set the mixture screws by turning each screw in until it lightly seats. DO NOT FORCE OR BIND AS THIS WILL CAUSE DAMAGE TO THE SCREW AND IT’S SEAT IN THE BODY OF CARBURETOR.  Back out the screw 1 full turn.

TUNING:

1.      BE SURE TO FOLLOW THE NEXT INSTRUCTIONS IN THE PROPER SEQUENCE, DEVIATION WILL CAUSE THE CARBURETOR TO NOT FUNCTION TO ITS IDEAL SPECIFICATIONS AND MAY NOT PROVIDE THE PERFORMANCE AND FUEL ECONOMY AS DESIGNED.

2.      Start the engine, the engine will run very slowly more like a tractor. As long as the engine stays running idle speed is not important at this point.

3.      The first thing, do not set “up” the idle speed, set the Idle mixture screw to lean best idle setting. First, turn in the mixture screw until the engine dies or runs worse, then back out the screw (recommend turning ¼ at a time). The engine should pick up speed and begin to smooth out. Back out 1/4 turn more, or until the screw does nothing or runs worse then turn back to the point where it ran its best.

4.      Use your ear, not a scope or tuning instruments at this point. You want to tune the engine by sound. Adjust to best, fastest and smoothest running point.

5.      Now that the mixture screw is at its best running location, you can adjust the Idle speed the screw. The idle speed screw will be sensitive and should only take ¼ turn to achieve the idle speed you like.

6.      Check and set idle to your driving preference. Put the car in gear and  apply slight load, (AC on) and set the Idle as you like it. Don’t set it too high, as this will cause causes excessive clutch and brake  wear. The Idle only needs to be 650 to 800 RPM with light load or AC on.

7.      Recheck timing and vacuum hook ups. Recheck mixture screw to lean best idle again. If all is still best and smoothest idle then confirm and note the final settings.

8.      To confirm settings with the engine running. Start by screwing in the mixture screw and count the number of turns it takes to bottom out and note if the engine dies. If Idle Mixture screws are with in ½ turn of base line setting then all is well. Also check the speed screw and note how many total turns from initial contact. You may have opened (turned in) the speed screw. Your final setting should be under 3/4 turn in. Reset the screws (back in) to the best final settings (Per your notes) and go on a test drive. If the settings are other than described then you may want to recalibrate the Idle circuit (low speed circuit) to your engines needs. This is done by following the rule of thumb BELOW.

  Simple Rules for low speed calibration

If the mixture screw is more than 11/2  turns out turns then the Idle jet is too lean (too small). When the mixture screw is ½ turn or less, then the Idle jet is too rich (too large). These assumptions are based on the fact that the speed screw setting is not opened more than 1/2 turn in. If the speed screw has to be opened1/2 or more turns then this is also an indication of a lean condition usually requiring greater change. At times it may appear to be showing signs of richness or flooding it is really a lean condition. Please understand the need to keep throttle plate as near to closed as possible so as not to prematurely expose the transition holes. This is what causes the visible rich condition, and confirms the need to increase the jet size. JET KITS are available if needed.

EXAMPLE     With the idle speed screw set at no more than 1/2 turn in after contact with the stop lever; and the best idle occurring with the idle mixture screw set at 1 1/2 turns from lightly seating, indicates the need for a larger Idle jet. Achieving the best idle at less than 1/2 turn indicates the need for a smaller idle jet.