IMHO your a little off base on this one Baja.
They stopped putting
AMC 304 V8's in CJ's in 81'
I could easily see someone swapping in a 4.0 to gain more HP & fuel injection.
Also the
T-5 ,
T-4 &
T-176 were all factory options in 84' with a
AMC 258 i6 / 4.2l 6 cyl.
Now front & rear
Dana 44 's on the other hand were definitely not a factory option.
I'd be interested to know exactly what vehicle they came out of & how they were modified.
As far as Death wobble goes I've seen cases where every thing in the truck seems like it's coming apart.
How about some pictures of the tranny mount from different angles.
ok then, I usually use a book for source of engine and tranny options that I could not find yesterday, I used the history of CJ for the options and they did not list theT4/5 as options for 1980, and also
stated a 1980 would have a
AMC 304 , hummm somewhere I got crossed up. I have seen quite a few cases of DW that get violent also, but let me ask you do not flags go off all over the place about the conversion when he states shifter does not fit in hole, jeep was great off road, etc. stabilizer is loose.
Anyway Why I ask is that DW is 90 percent caused by bad geometry, and when you have that bump steer is an issue. it also usually has a speed that it occurs at besides when something sets it off, as well as shows up during braking, none of those are complained about here. So I want to check out a few issues first before moving onto the steering.
Stabilizers do not cure DW, just help mask it.
Violent DW can rip out badly fabbed mounts. I want to check this on this jeep first. I have seen a lot of scary stuff under a Jeep in the name of getting stuff to fit, one common thing is a steel plate used to extend or shorten tranny mounts. these things work great for a few trips but then start to flex and rip, also when the Tranny mount does not fir and they do something to get it to, they remove the anti torque rotation mount on the T case and do not replace it, thinking that the tranny mount will keep everything centered, Well that mount is not there to keep things in place, but to keep the T case from rotating in a circle and breaking mounting bolts till they separate. All these flags went up when he stated that the floor had not been modified, it told me the owner did not do the follow up correctly and just cut corners.
Now we can just deal with the DW, but then we would have this Laissez-Faire attitude toward crawling under there for checks once the DW issue is done. So I am concentrating on one issue at a time. Getting the Jeep sound before dealing with the death Wobble is important as we do not want to deal with the DW twice. So, where do we go?
If you are willing to take over, go for it, I will bow out, that way I will not have to deal with caster, camber angles. degree shims, pinion angle, pitman arms. degree of drop on draglink and other common geometry angles over over a online forum that takes way to long and will save me the coin of a few phone calls to answer a few questions that take several post here.
I leave the problem to you.