Would this be worth doing?
Does anyone have any idea what's in it?
5.2, 44re, t-case?
http://stlouis.craigslist.org/pts/1734947264.html
Looks vaguely like the V8, which would be an LA-block 318 (the V8-281 didn't show up until 1999 or so, and the LA-block 360 was only in 1998.)
The 42RE was only used behind the AMC 6-242, and the AW4 was used in the very earliest iterations (1993 and maybe some early 1994 with the 6-242. The AW4 in the ZJ is slightly more common than the AX-15 in the ZJ - that was only the first part of 1993 with the 6-242, and there's no such thing as a factory ZJ/WJ/WK with a V8 and manual.)
I believe the slushbox behind the V8-318 was the 45RE or 46RE (I don't recall the "relative strength index" of the box offhand - that's the second numerical digit,) and the transfer case was probably the NP242, NP247 or NP249.
The ZJ has the transfer case "clocked" the same as the XJ, so it's going to hang down a bit under a YJ. I don't know if the YJ ever had the box that was used in the V8-318 ZJ - but I somehow doubt it (so you'd have to figure out a clocking adapter for yourself, if you want to regain the ground clearance.)
If you're going to upgrade power - especially with upgrading the engine before it goes in (no particular reason not to - and you're already there with pulling the thing out,) you'll definitely want to upgrade the rear axle to a D44. The D35 is the "stuff of legend" - but not any particular legend I want to be a part of. You may have an easier time finding a Ford 8.8" - which is comparable - but suffers from the handicap of having C-clips. However, there are C-clip eliminator kits on the market that will solve that little issue - start by looking at Moser and Strange Engineering for those.
The LA-block family is actually fairly decent for engines (I've built a number of them for high-endurance and/or high-power applications,) but the consensus that you could do better is entirely accurate - the SBChevvy is probably the best bet overall, simply due to the extensive aftermarket (you can thank Vic Edelbrock, Sr. for that - he was the first to break 1bhp/ci, and did it with an early SBChevvy in the 1950's The popularity of the family became
sealed after that day at Bonneville...) and it can be adapted to damned near
anything. The Chevvy V6-262 can be said to be part of the SBChevvy family as well - it's largely derived from the Buick V6-231, which was itself derived from the Buick V8-350 (which is itself now considered a part of the "SBChevvy family," and uses the same bellhousing pattern as the rest of the GM V8 engines.)
You can source V6-262 drivetrains from the S10/S15 series or the K10/1500 pickups (and some Suburbans,) and SBChevvy drivetrains can be had from anything in the K-series (pickup or Suburban) if you want to get the whole setup in one shot. If you have to piece it together, you can also check the F-body for later engines - Camaro and Firebird - or any other RWD pax car (if you find it in FWD versions, the starter motor mounting will be on the wrong side.)
NB: AWD V6-262 drivetrains can also be found in the Astro/Safari minivans, which started out as RWD minis in the first place. That would give you a chance to light up all four tyres if you prefer - the V6-262 was often paired with the THM700R4/4L60(E) in this applications, which is a decent four-speed box (avoid 1987 and earlier versions of this - they're best used for boat anchors and scrap metal. The later 4L60E is electronically-controlled, and would require the transplant of a transmission controller as well. Doable.)
If you go with the full-size drivetrain, look for a set with the 4L80E - the 4L80E is derived from the 3L80, which is itself the modernisation of the THM400 - which is legendary as well (in a positive manner.) I've put 1000+ hp engines in front of the THM400 without any trouble. It's one of the "slushbox gods," and is often mentioned in hushed tones along with the Chrysler A727, Ford C6, and early Chevvy cast iron Powerglide... You could try to find a 5L80E (five-speed automatic,) but they are still relatively new, and I'm not sure if they've made it into the Light Truck market yet.
The NP231C transfer case has a wider chain than the NP231J/NP231AMC, which makes it incrementally tougher. You can also sometimes find the NP241C - which is awfully strong - and would be an improvement overall.
Even with the price, I'd give it a miss - lower potential. Going with a V6-262 or SBChevvy V8 would be an easier swap overall, more productive, and give you more options for "cranking things up" as you're doing it!
