Dialing in a carb is a lot of fun...
until the weather changes and you have to start over.
All kidding aside, I finished the carburetor and have moved back to the problem I discovered the first time my Scout moved under its own power. The first time I drove Baby Blue, I felt like the engine's torque was losing patience with 2nd and 3rd., I estimated it's remaining useful service life at somewhere between 'maybe' and 'probably not, man'.
The Borg Warner T-18, untouched since 1972 finally gave me a warning 'CLUNK!' one night and I decided right then and there, "A year is probably long enough to ignore a problem like this."
So I made some calls and scored some IH parts off of an old friend who needed space. A B/W T-19 close ratio full synchro four speed from a 79 scout, complete with bellhousing, throwout, and a Dana 20 T-Case with the later style rear facing fill plug. Having never before replaced or rebuilt a transmission, I naively thought "How heavy can they be?".
Long story short, I swapped the bearing retainers, cleaned and did new gaskets for the T-19 & BOTH D20 cases (Think: Crud of the Ages). I didn't think I'd use the newer one, but...
It was only after bench-pressing the 80 lbs transfer case every fifteen minutes or so, for about a day that I figured it out.
I was also after I dropped the stupid thing onto my chest, thusly pinning myself between my own car and a jack handle that I wish I could operate with my knee.
Does anyone want to guess why a 1972 Dana 20 transfer case from behind a Borg Warner T-18 four speed equipped Scout won't mount up to a 1979 model Borg Warner T-19 four speed equipped Scout?
Hints:
1) has nothing to do with spline count
2) has nothing to do with bearing retainers / transfer case adapter plates
3) has everything to do with 0.125
PS: 'Way Cool Bruise' is still 3 or more colors.
