Jeep Manual. JP020 August 1, 2010 P.O. BOX 247 4320 Aerotech Center Way PASO ROBLES, CA 93447 This Twentieth edition of the Advance Adapters Jeep Conversion Guide is an accumulation of our experiences and knowledge in performing various types of conversions. The information and photos are directly related to the products offered by our company.
TABLE OF CONTENTS GENERAL JEEP INFORMATION: 1980-1986 JEEP VEHICLE INFO: Jeep Transfer Case Selection Chart ...................................... 4-5 Transmission Types ................................................................... 6 Transmission Bolt Pattern Chart ................................................. 7 Bellhousing Selection Chart ....................................................... 8 Chevy, Ford & AMC Bellhousings ..............................................
JEEP TRANSFER CASE ADAPTER SELECTION CHART JEEP TRANSFER CASE SELECTION CHART GM , FORD AND DODGE MANUAL TRANSMISSIONS GM SM420 4 SPEED 10.5" CASE LENGTH DANA 300 23 SPLINE 1980-86 NP T/C FLUSH 23 1987-06 (T14 3SP) NP208 T/C & (999/904 & (AX15) (AX4/AX5 PEUGEOT 10.5” long (84-86 downsize NV3550) 20.5” long UP TO 1996) (AX5 1997 & SOME AW4 NEWER) DANA 18/20 6 SPLINE 1941-79 DANA 18 10 SPLINE 1969-71 JEEP AND SCOUTS 10.
JEEP TRANSFER CASE ADAPTER SELECTION CHART JEEP TRANSFER CASE SELECTION CHART GM , FORD AUTOMATIC TRANSMISSIONS GM TH350 2WD TRANS. NOTE 12 21.5" CASE LENGTH NP T/C NP T/C NP T/C SCOUT DANA 18/20 DANA 18 DANA 300 NP T/C 6 SPLINE 10 SPLINE 23 SPLINE FLUSH 23 LONG 23 FLUSH 21 LONG 21 DANA 300 1969-71 1980-86 1987-06 1989-99 1987-02 1987-89 23 SPL. 1941-79 JEEP AND (T14 3SP) SCOUTS NP208 T/C (999/904 & 84-86 DOWNSIZE NV3550) NOTE 11 NOTE 11 CHEROKEE 50-3000 50-3100 50-6300 1.85" ADAP. 1.
TRANSMISSION TYPES: CAR-TYPE TRANSMISSIONS: The car-type transmissions can be easily adapted into most 4WD vehicles. The GM cartype transmissions would be the Saginaw, Muncie M21-M22, and Borg Warner T10. The Ford transmissions would be the 3 speed Top Loader, 4 speed 10-bolt top cover, and the Ford overdrive 10-bolt top cover. While these transmissions provide added strength and easy adaptability, they are not recommended for rugged offroad driving.
transmission bolt patterns 7
BELLHOUSING SELECTION CHART JEEP MANUAL TRANSMISSIONS GM V8 & V6 FORD 302 V8 BUICK V6 T-84 3 SPEED T-90 3 SPEED (REPLACING 4 CYL.) NOTE 1 T-90 3 SPEED (REPLACING 6 CYL.) T-89 3 SPEED T-86 3 SPEED T-14 3 SPEED (REPLACING V6) T-14 3 SPEED (REPLACING STRAIGHT 6) T-15 3 SPEED T-150 3 SPEED T-150 3 SPEED T-18 (STICKOUT 7.375") T-18 & T-98 (STICKOUT 7.750") T-18 (STICKOUT 9.375") T18 & T-98 (STICKOUT 10.
CHEVY, FORD & AMC BELLHOUSINGS There are several types and styles of bellhousings that can be used on Jeep engine conversions. The variations will limit you to different clutch sizes, starter motor configurations, release lever options, transmission index diameters, and bolt patterns. We have outlined some of the various available bellhousings that will be compatible with your Jeep engine conversion. A.
SPECIAL CONVERSION BELLHOUSINGS NV4500 BELLHOUSING ADAPTERS TO GM ENGINES: The NV4500 transmission has become a popular combination when installing a Chevy engine into a Jeep. Since the NV4500 is offered from General Motors or Dodge, the stock GM & Dodge bellhousing is not always compatible with the original Jeep clutch linkage. Depending on the model NV4500 you obtain, the full bellhousings we offer have provisions to utilize your stock hydraulic or mechanical clutch linkage.
NV4500 BELLHOUSING ADAPTERS TO FORD ENGINES: The NV4500 transmission has also become a popular combination when installing a Ford engine into a Jeep. The adapters listed below are necessary to perform this conversion. Both these adapter plates utilize a stock Ford bellhousing 4.848” index. We do not offer brackets to install either hydraulic or mechanical clutch linkages for these applications. Some fabrication on your part will be required. GM NV4500: P/N 712552 - Chevy NV4500 (1995 only) to Ford 4.
CLUTCH RELEASE ARMS & BEARINGS: On the Clutch Selection Chart, the Centerforce clutches we have listed are all high diaphragm pressure plates. By using these pressure plates, we can standardize on just a few release arms and bearings. RELEASE ARMS: The clutch throw-out levers are available in several sizes, materials, and configurations. They can be purchased at your local dealer or from us directly. The clutch release arms are not interchangeable between different manufacturers.
CLUTCH COMPONENTS: CLUTCHES: A clutch is made up of two major parts; the pressure plate and the clutch disc. Each has its own purpose. Clutch pressure plates come in two styles - 3 finger Borg & Beck or a multiple finger diaphragm type. When a hydraulic clutch system is going to be retained, it is critical that you use a pressure plate that is compatible with the existing hydraulic system.
CLUTCH SELECTION CHART The Centerforce clutches and flywheels listed below are recommended when using our conversion components. We design our adapter kits around the Centerforce clutch design. If clutch components from other manufacturers are used, we cannot guarantee proper clutch operation. Both the 10-1/2" and 11" clutch assemblies are available for most conversions, although there are several applications that only a 101/2" clutch assembly can be used.
JEEP RADIATORS When installing a larger engine into any Jeep vehicle, the radiator is normally an area that needs attention. We offer conversion radiators for just a few of the Jeep applications. For CJ7 models, we offer a Part No. 716685, which is a 3 row copper/brass radiator. It measures 24-3/4” wide, 20-1/2” high, and 3” thick. For YJ & TJWranglers, we offer P/N 716687. This is a 3 row copper/brass radiator that measure 20” wide, 22” high, and 2-1/2” thick.
Spal Fan Kits: The Spal fans we offer are the high performance, curved bladed pusher or puller fans. These 16” fans are 16.3” tall, 15.75” wide, and 3.39” deep at the fan motor. The fans are rated at 2360 CFM and being that they are pre-shrouded, they are ideal for cooling larger engines. Our fan kits come complete with the needed wiring harness, which is compatible with both positive and negative ground vehicles.
OIL SYSTEMS Depending on which type of vehicle you are converting will determine if a remote oil filter is going to be required. If your front driveshaft is located on the passenger side, then the stock oil filter can be retained. Vehicles 1987 & newer (with the driveline on the driver’s side) may require the use of a remote oil filter on Chevy V6 & V8 installations, depending on the suspension travel.
VEHICLE SPEED SENSOR INFORMATION Computer Controlled engines and/or transmissions require a Vehicle Speed Sensor (VSS). Although there are a couple of different styles of sensors, they all perform the same type of purpose - to tell the computer (or PCM) how fast the vehicle is traveling. Using this data, the computer can determine how to adjust for freeway driving, fuel economy, transmission shift points (automatic only), and how to get the best performance at any given moment.
ENGINE INFORMATION Being a manufacturer of engine and transmission conversion components, we receive numerous questions regarding engine specifications. We are not experts with the internal workings of these engines; however, we are very familiar with the bolt patterns, motor mounts, flywheels, etc. This section is intended to help identify engine use and interchangeability. CHEVY V8: When it comes to bellhousing bolt patterns, the small & big block Chevys are the same.
DRIVELINE MODIFICATIONS On all 4WD vehicles, you will find a front and rear driveline. Whenever possible, we design the conversion components to eliminate the need for driveshaft modifications. However, several conversions will still need to have both front and rear drivelines modified to accommodate the new engine location. We recommend that driveshaft modification requirements be determined after the engine and transfer case locations have been finalized.
FREQUENTLY ASKED QUESTIONS (Questions & Answers) Over the years, customers have asked various questions pertaining to the durability of their vehicle, and whether or not additional modifications should be made in making them more durable. Below, we have listed some of the most commonly asked questions when performing a conversion, or preparing the vehicle for offroad use.
1941-79 JEEP & SCOUT TRANSFER CASES Dana Spicer 18 & 20 T/C and SCOUTS (1980 Dana 300): This section of the Jeep manual deals with the 1941-1979 Jeep vehicles and Scouts. The purpose of this manual is to provide the needed information to help you with stock part identification, conversion parts needed, and general information on what to expect when dealing with drivetrain components.
A. MB Jeep Universals 1941-1945: The Dana Spicer transfer case, Model MB dual lever shift control, can be identified by the small intermediate gear idler shaft that is only .750" in diameter. This MB transfer case is marginal for V8 power, so we suggest that you limit your engine size to a V6 or change the transfer case to the later model Dana 18. This transfer case uses an input gear with 1-3/8" 6 spline. We offer a special Saturn overdrive unit for use with this transfer case.
Dana 20 transfer case Dana 18 transfer case The two transfer cases to the right illustrate the power distribution flow of both the Dana 20 and that of the Dana 18. FRONT YOKE & DRIVESHAFT CLEARANCE: On most transmission swaps, we try to allow for proper front yoke clearance. However, the early Dana 18 transfer cases can present a problem. The Dana 18 transfer front yoke protrudes out further than that of a Dana 20.
JEEP DANA 18 & 20 T/C UPGRADE COMPONENTS: JEEP DANA 20, 32 SPLINE OUTPUT SHAFT KIT: The Dana 20 transfer case is a good, strong cast iron transfer case; however, with the introduction of the various low gear options for this unit and the popularity of rock crawling, a growing concern for drivetrain reliability has materialized.
ADAPTER CROSSMEMBER SUPPORT: The early Jeep vehicles were equipped with a single channel-type crossmember that mounted directly to the frame rail with two bolts on each side. The mount had approximately a 4" drop from the bottom of the frame rail and provided a pad for positioning the transfer case support donut. The donut gave the transfer case additional support and flexibility which prevents it from splitting. It is important that you retain this donut location with the same type of support.
of the original transmission for installation into the new adapter. The original T90 or T86 bearing must be reinstalled back into this retainer for use with the new transmission. An optional sealed bearing, P/N 716302, or a non-sealed replacement bearing, P/N 716312, can be used. When replacing a Jeep T14, T15, T18, T150 or T98 transmission, you will need to purchase a new bearing retainer, P/N 716001, or Jeep No. 928477.
Saginaw (Car) 3 & 4 speed: Used in cars 1966 to 1982, these transmissions measure 9-5/8” long. The 1st gear of the 4 speed is 2.20:1; 2nd 1.64:1; 3rd 1.47:1, and a 4th gear ratio of 1:1. The 3 speed has a 1st gear ratio of 2.54:1; 2nd 1.88:1, and a 3rd gear ratio of 1:1. These transmissions are externally shifted and will require shifter components. This adapter kit includes a new main shaft, a .715” adapter plate, and the necessary seals and hardware.
SM465 Truck 4SP: Used from 1968 to 1988, this transmission replaced the SM420. It has an overall length of 12”. The 1st gear ratio is 6.58:1; 2nd 3.58:1; 3rd 1.57:1, and 4th gear ratio of 1:1. This transmission was used in both the 2WD & 4WD vehicles. Throughout its 20 years, the transmission case never changed; however, we have seen three different output shafts. The 1968-79 4WD transmission used a 10 spline output shaft, which is easily adapted to. The 1968-88 2WD version used a 35 spline output shaft.
T19 Ford Truck 4SP: This transmission looks identical to the Ford T18, and the case length is the same. The 1st gear ratio is 5.11:1 1st; 2nd 3.03:1; 3rd 1.79:1, and 1:1 4th gear ratio. These transmissions were used in Ford pickups 1974-88. The first gear on this transmission is synchronized, which is the biggest advantage over the T18. The adapter kits we manufacture for this transmission require a new main shaft.
AUTOMATIC TRANSMISSION ADAPTERS: We now offer rebuilt automatic transmissions with our adapter kits installed. To stand up to the stress & strain put on most 4WD vehicles, these transmissions are built with the best heavy-duty components available. We offer most makes and models for GM, Ford, and Jeep vehicles. These transmissions are all dyno tested and come with a 2 year or 24,000 mile warranty. Call for applications and pricing.
TH400: This transmission is known as the Heavy Duty version of the TH350. We manufacture a full line of adapters to utilize this transmission. The O.A.L. is 24-1/4” long. It has a 1st gear ratio of 2.48:1; 2nd 1.48:1, and a 3rd gear ratio of 1:1. Caution should be used when converting this transmission into short wheel based vehicles because of the overall length. The adapters for the TH400 all come with a new output shaft that is manufactured with a 27 output spline. All kits use a 2.
IDENTIFYING THE STOCK TRANSMISSION: Over the past 60 years, Jeep vehicles have been equipped with over 25 different transmissions. Listed in this section are the stock 1941-79 Jeep transmissions. It is difficult to identify the specific transmission by the year of the vehicle, so we will detail specific information that applies to both the identification and application for Jeep transmission conversions.
T90 (1946-72) (Jeep & Scout) - This 3 speed transmission has a case length of 8.000”. T90 will normally be stamped on the case. This transmission was used in various models of Jeep military vehicles, Universal Jeeps, utility trucks, and Scouts (1961-73). It was used with both the 4 & 6 cylinder applications.
JEEP T18 (1965-79) - This 4 speed transmission has a case length of 11.875”. The casting number is T18, 1301, or shifter top cover casting T98. There are over 14 variations of this 4 speed transmission. These transmissions can have either a 4:1 or 6.32:1 1st gear ratio. This transmission is an excellent choice for Chevy and Ford conversions. The biggest problem that we have with this transmission is the various lengths of the front input shaft.
Chevy Engine to T98 & T18 713001 Motor Mounts Ford Engine to T98 & T18 713002 Motor Mounts Buick V6 Engine to T98 & T18 713011 Motor Mounts Optional Items: 716640 Clutch Linkage (up to 1971) 716639 Clutch Linkage (1972 & up) *716638 Stock Linkage (1972 & up) 716640 Clutch Linkage (up to 1971) 716639 Clutch Linkage (1972 & up) 716640 Clutch Linkage (up to 1971) 716639 Clutch Linkage (1972 & up) *Part No. 716640 & 716639 are chain linkages. Part No.
T14A (1968-75) - This 3 speed transmission has a case length of 8.75”. T14A or 1302 is normally cast on the side of the case. This transmission was used up against two different engines, with two different input shaft lengths. It is very important that you identify your transmission prior to ordering an adapter. The input shaft lengths are different, depending on the stock engine your vehicle was equipped with.
T15A (1972-75) - This 3 speed transmission can be identified by a case length of 10.000”. T15 or 1307 is normally cast on the side of the case, and 8 bolts hold the shift cover to the top of the case. This is probably one of the strongest of the 3 speed transmissions. We manufacture adapters to fit both Chevy & Ford blocks. The adapter length is a 1-5/8”. The input shaft has an O.A.L. of 10-7/8”, and is a 1-1/8" 10 spline.
Using the full bellhousing kit with the T150: Chevy Engine to T150 Ford Engine to T150 712548 Bellhousing Kit No adapter required 713007 Motor Mounts 713002 Motor Mounts Buick V6 Engine to T150 712583 Bellhousing Kit 713011 Motor Mounts Optional Items: 716639 Clutch Linkage (Chain) 716639 Clutch Linkage (Chain) 716639 Clutch Linkage (Chain) 716334 Jeep Release Arm CF360030 10” Pressure Plate CF360056 10-1/2” P.P.
SCOUT TRANSMISSIONS: The Scout transmissions are very similar to the Jeep transmissions. The similarities include the same transfer cases, the transfer case bolt pattern, and the transmission identification numbers. However, the International Scouts used different engines than Jeep, thus requiring different bellhousing adapters. We offer bellhousing adapters for both the Scout manual and automatic transmissions. Both Scout and International Carryall vehicles can be treated the same.
Between the years of 1961 & 1973, Warner Gear made several variations in the design of the input shaft in relation to the length and tooth count. When adapting this transmission to a V6 or V8 engine, it is critical that your transmission be equipped with the correct length of input shaft. The only vehicles that would have the correct input shaft length would be Scouts equipped with a 6 cylinder engine. The stickout length of this input shaft from the face of the transmission should be 9 to 9-1/2".
1941-79 JEEP TRANNY RETROFITS (JEEPS RETAINING STOCK AMC ENGINE & STOCK TRANSFER CASE) On many of the late model Jeeps, the stock engines that were used were adequate for horsepower and torque. An example of these engines include the 4.0L, 4.2L, 258 6 cyl., 304, 360, and 401. The weak link is normally the stock transmission up against these power plants. We also have many customers who wish to retain their 4 cylinder, but change their transmission for better gearing.
GM TH350, TH400 & 700R: This adapter kit was designed to allow the use of a GM TH350, TH400 or 700R transmission to the stock AMC straight 6 cylinder & V8s. This 5/8” thick steel plate allows you to couple to any one of these transmissions, utilizing a modified flexplate (listed below), and retain the stock GM torque converter. The kit comes with the necessary hardware, crank bushing, and flexplate spacers. Flexplates are sold separately.
When using one of our Chevy conversion bellhousings, the stock bracket can be retained. If you are using a GM bellhousing, we offer P/N 716638 which will provide you with an adjustable pivot location on the Chevy bellhousing. This bracket kit is furnished with a male ball stud and multiple hole location that permits the use of all the original Jeep clutch linkage components. This multiple hole location will provide positioning for various engine locations.
ENGINE LOCATION: Many people become overly concerned about moving the transmission, resulting in driveshaft modifications. The value of a good engine location requiring driveshaft modifications will far exceed the expenses of an installation requiring special cooling due to poor engine location. We design most transfer case adapters to eliminate driveshaft modifications (whenever possible). This normally pertains to the newer type Jeeps with the longer wheel base.
I. Oil Filters: Oil filters can be a real problem especially on Ford conversions. The filter on Ford engines is locate up front on the driver's side, and this can interfere with the stock steering or suspension components. If additional clearance is needed, we suggest a remote oil filter. We offer remote oil filter kits for most engines. J. Motor Mount Installation: The motor mounts we manufacture are designed for specific applications, along with some universal applications.
Stock Rubber Support Motor Mounts: We also offer motor mounts designed to utilize the stock engine rubber mounts. These type of engine mounts are a good alternative to the universal type if you need to replace a rubber support. Most auto parts stores can supply you with a stock rubber support. We offer only three mounting systems this way; one for P/N 713089 the Chevy block, one for the Buick and one for the AMC V8 engines.
1941-79 JEEP EXHAUST We design & manufacture our own header systems to complement the engine conversion business. We started manufacturing custom headers about the same time we started manufacturing adapters. There was a definite need for headers that would fit the various engine conversions. Through the years, our designs have evolved into header applications that were most typical. Our header systems are for non-pollution control, engine converted vehicles.
HEADERS: Our header flanges are 3/8”” thick and all of our primary tubes are constructed with 16 gauge tubing with a 2-1/2” 3 bolt collector ring. Each design is available in either a commercial chrome finish or a non-plated version, ready for your painting or custom coating. NOTE: Our headers are not designed to fit Chevy small blocks with angle port heads. Our written guarantee states that if the headers do not fit your engine conversion exactly as you see fit, then simply return them for a full refund.
CONVERSION APPLICATION SUMMARY JEEPS 1941-79 This section reviews some of the most common conversions that we deal with. The information is comprised from 34 years of conversion experience, along with the valuable input we received from our customers. If you find any of this information outdated or incorrect, please let us know. The information you provide may be useful in assisting others in the future. 1946-64 JEEP UNIVERSALS: A.
rail will need to be modified, since the transfer case is now closer to the frame rail. The linkage rod between the torque tube and the release arm will also need to be modified due to the new transfer case position. When using our chain clutch controller, all of these modifications are eliminated. F. Brake Pedal Modifications: When offsetting the engine towards the driver's side more than 1", you may be required to modify the break pedal arm that extends through the floorboard.
1976-79 JEEP CJ5 & CJ7: When retaining the stock transmission with either a Ford or Chevy engine, the conversion is fairly simple. The transmission and transfer case can remain assembled and in the stock location. The 3 speed transmission used in these vehicles was referred to as a T150. Before you purchase the adapter plate, you should verify if your vehicle is equipped with the T150 3 speed transmission. The 4 speed transmission used was referred to as the Jeep T18 transmission.
1974-79 JEEPS WITH TH400s: In the early 1970s, Jeep started to use the AMC TH400 automatic transmission. The transmission case was first used with a circular bolt pattern that was equipped with a cast iron spacer ring. The spacer ring was approximately 2" wide and was used to adapt the special AMC TH400 case to two different types of V8 engines; the 304 V8 and the Buick 350 V8. In 1974, AMC redesigned the transmission case to eliminate the special adapter ring. The case simply bolted direct to the 304 V8.
AMC 401 ENGINE SWAPS: The 401 AMC engine swap is an easy alternative to the Chevy & Ford engine conversions. Between the years of 1972 and 1979, Jeep used the 304 V8 engine and the 258 6 cylinder engine as standard equipment. The engine block bolt pattern on both of these engines is identical to the 401 AMC V8. The 401 V8 conversion can be performed with off-the-shelf parts.
SAGINAW STEERING CONVERSIONS The Saginaw steering conversions for these vehicles is a proven advantage simply because they allow you to have better control of your vehicle both on and off the highway. The problem with stock steering on these vehicles is excessive play or backlash. In addition to offering a sound positive means of controlling your vehicle, it can be performed at a reasonable cost. Additional advantages include exhaust clearance, engine positioning, and custom steering columns.
BORGESON / FLAMING RIVER: These kits are the newest and most recommended style that we manufacture. The steering shaft assembly connects directly to our steering spud shaft. This collapsible slip steering shaft extends to the firewall and can be adjusted to any length. With a 3/4” DD connection (round shaft having 2 flat surfaces), it is easily coupled to any of the yokes supplied in the kit or listed under the Custom Steering Column subheading.
CUSTOM STEERING COLUMNS: Custom columns offer several distinct advantages. The advantages include locks, tilts, flashers, and custom vehicle appearance. However, they do create some problems and require careful consideration when mounting them to the floorboard and universal joint connection. Borgeson / Flaming River: Universal joints are available to match nearly every style steering column available. The special spline size on some of the custom columns will require a new U-joint.
FRONT CROSSMEMBER: The early Jeeps used a bell crank mounted on the front crossmember, and this crossmember was originally located in the engine compartment. If an engine swap has been performed, we recommend installing a new crossmember located further forward, directly in line with the front grill. When installing the Saginaw conversion, this new crossmember will require an access hole that is roughly 2-1/2” in diameter to provide clearance for the steering spud shaft clamp.
The manual steering boxes must be secured with a minimum of three socket head cap screws with high collar lock washers. The threads in the manual steering box must be drilled out for clearance of the 7/16" socket head cap screws so that the bolts can be installed through the steering box into the mounting plate. TIE RODS: Each of our kits include the necessary long & short tie rods for your conversion.
STEERING COMPONENTS: Although P/N P/N P/N P/N P/N P/N P/N P/N P/N P/N P/N P/N P/N we manufacture and sell complete kits for Saginaw steering conversions, we do offer the individual components.
T his all-range overdrive is a great addition to any of the early model Jeeps from 1940 to 1971, and I.H. Scouts 1961-65 with the Model 18 transfer case. The addition of this 25% overdrive unit offers you the needed gearing the early Jeeps were lacking. The Saturn overdrive is a fully synchronized unit that can be shifted-on-the-fly. When installing the unit, only minor modifications are required to the floorboard for the shifter. The Saturn is built to handle up to 300 ft./lbs.
saturn overdrive * INCREASES ENGINE & DRIVETRAIN LIFE * REDUCES ENGINE RPM’s BY 25% * IMPROVES GAS MILEAGE * NO DRIVELINE MODIFICATIONS * CAN BE USED IN OVERDRIVE OR DIRECT * ONE (1) YEAR WARRANTY Benefits of the Saturn Overdrive:
SATURN OVERDRIVE PARTS LIST PART NO. QTY DESCRIPTION REQ.
SATURN INSTALLATION PROCEDURES 1. Drain and flush transfer case before starting with installation. 2. Put transmission into reverse gear and set hand brake. Remove shift knob, floor mat, and transmission floor plate. 3. Clean the transfer case and P.T.O. unit (if installed). Remove the rear cover plate or P.T.O. unit and clean all surfaces of gasket material and burrs. Using a socket wrench, remove the retaining nut that holds the stock drive gear in place.
6. Install the oil scoop into the case assembly (Fig. 4). NOTE: Be sure the oil scoop 7. Before assembly, you must verify the proper location of the gear assembly. This measurement of .677" is taken from the case to the top of the planetary. (See Fig. 5). is in place. Failure to install this scoop will cause lack of proper oiling and eventual overdrive failure. (Fig. 4) (Fig. 5) 8.
SATURN BREAKDOWN & ASSEMBLY INSTRUCTIONS Planetary & Case Assembly The overdrive has two basic parts which include the planetary gear assembly & case assembly. Step P3 Remove the thrust bearing sets. Take note that the thickest race is next to the gear housing. DISASSEMBLY OF THE PLANATARY GEAR ASSY. Step P4 Remove the thrust washers & bearing. Take note that the thin race is next to the spider assembly.
Step 6 Planetary gears & bearings may be replaced by driving out the pins. (On some early model units, these pins were held in place by a small roll pin). By pushing the planetary pins out with a 5/16” drift punch, the roll pins will shear. Inspect the thrush washers, needle bearings, planetary pins and gears for wear. Units produced today do not use the planetary pins retained by a roll pin. To keep these planetary pins in place we use a snap ring retainer that fits underneath the synchro-teeth.
Step C5 Thoroughly clean and inspect all parts. Replace any if necessary. Reassemble the case assembly in the reverse order. Step C6 Be certain that the notches in the rear synchro-rings are aligned with the shifter dogs when assembling. To properly retain the outer brass synchro-ring during assembly, we recommend using a quality grease to hold this ring in position. All internal components should be lubricated during reassembly using SAE 90w gear oil.
SATURN SHIFTER LINKAGE ASSEMBLY There are 4 linkages available for the Saturn overdrive. Illustrated below is the linkage for a T90 dual lever transfer case. The pivot bracket on most linkages bolts to the 2 front top cover bolts of the transmission. The universal Saturn shifter bolts to the top 2 holes of the Dana 18 transfer case. Little or no modifications will be necessary for linkages offered for the stock transmission assemblies. On the universal shifter application, some fabrication may be required.
1980-86 JEEPS (Dana 300): In 1980, the Jeep Universal changed to the Dana 300 transfer case. This was a great improvement over the Dana 20, and it seems to handle V8 horsepower without any problems. We manufacture several adapters that will bolt different transmissions to this stock transfer case. These adapters are manufactured to fit a 23 spline input sleeve in Dana 300 transfer cases. These adapters should be used when replacing the SR4, T4, T5, T176, and Torqueflite transmissions.
TRANSMISSION & TRANSFER CASE SUPPORT PLATE: All of the adapters we manufacture offer a support pad machined on the casting. In most cases, this pad will not line up with your original skid plate mounting slots. Jeep vehicles 1980-86, have a boxed-in frame that has the skid plate mounting holes embedded into the bottom of the frame rail. It makes it difficult to move the crossmember due to this enclosed frame.
TRANSFER CASE SHIFTERS: The Dana 300 shifters are always supported off the front of the stock transfer case. On some of the truck 4 speed and NV4500 adapters, the shifter support and pivot shaft may need to be modified to fit to these transmissions. Most applications will not require any modifications. Another option for the Dana 300 transfer case is a twin stick shifter. Our twin stick application requires the installation of two new shift rails.
ATLAS TRANSFER CASE/DANA 300 REPLACEMENT: The Atlas has been designed to fit as a universal transfer case. When replacing a Dana 300 and retaining your stock transmission, the Atlas will bolt directly to the stock transmission adapter. The crossmember mount is always located on this adapter housing. No other adapters will be necessary. When replacing a Dana 300 and changing the transmission, we offer numerous transmission-to-transfer case adapters to mate these units.
TRANSMISSION TYPES & TRANSFER CASE ADAPTERS When considering an aftermarket transmission, it is important to determine what type of transmission you will require for your driving habits. The three transmission types listed in this section will help you to determine the type of transmission best suited for your particular style of driving. CAR-TYPE TRANSMISSIONS: Muncie (Car) 4 speed (M21/M22): Used in cars 1964 to 1974, this aluminum case transmission measures 10-1/2” long. The 1st gear ratio is 2.
spline output shaft. We do not offer any adapters that couple to this output shaft because of its length. If you have this SM465 version, you can change the output shaft to the 10 or 35 spline output. We offer adapter two kits each for both the 10 & 35 spline SM465 transmissions. The adapters for these kits are either 3.50” or 7.00” long and are supplied with the proper gaskets and bolting hardware. Both of the 3.50” kits are supplied with a new Dana 300 input shaft. The longer kits are a spud shaft design.
T19 Ford Truck 4SP: This transmission looks identical to the Ford T18, and the case length is the same. The 1st gear ratio is 5.11:1 1st; 2nd 3.03:1; 3rd 1.79:1, and 1:1 4th gear ratio. These transmissions were used in Ford pickups 1974-88. The first gear on this transmission is synchronized, which is the biggest advantage over the T18. The adapter kits we manufacture for this transmission requires a new main shaft.
Jeep NV3550 Transmissions: The NV3550 transmission is an ideal transmission swap for the early Jeeps. This 5 speed is rated at 300 ft./lbs. at 7200 GVW. The weight of this 5 speed is 97 lbs. The gearing of this 5 speed is as follows: 1st 4.01:1; 2nd 2.32:1; 3rd 1.40:1; 4th 1.00:1; 5th 0.78:1, and Reverse 3.57:1. The NV3550 transmission works well as a replacement transmission for the CJ7s or as a great transmission when performing an engine swap.
a new TH350 4WD output shaft. If you obtain the 4WD transmission, select the kit that excludes the output shaft. All kits use a 3.65” aluminum adapter housing. The kits use a spud shaft that is pressed on to a roller bearing and then pressed into the adapter housing. TH350 to Dana 300 700R: This is the first automatic overdrive that GM produced. Introduced in 1982, this transmission was offered in two different bellhousing / case designs (60 & 90 degree bolt patterns).
TH400: This transmission is known as the heavy duty version of the TH350. We manufacture a full line of adapters to utilize this transmission. The O.A.L. is 24-1/4” long. It has a 1st gear ratio of 2.48:1; 2nd 1.48:1, and a 3rd gear ratio of 1:1. We offer two kit styles for the TH400 transmissions. Both kits use a 4.25” aluminum adapter housing. The first kit comes with a new TH400 output shaft. It couples to the Dana 300 using a spud shaft that is supported by a roller bearing located in the adapter.
IDENTIFYING THE STOCK TRANSMISSION: Over the past 60 years, Jeep vehicles have been equipped with over 25 different transmissions. Listed in this section are the stock 1980-86 Jeep transmissions. It is difficult to identify the specific transmission by the year of the vehicle, so we will detail specific information that applies to both the identification and application for Jeep transmission conversions.
JEEP TRANSMISSIONS 1980-86: Between 1980-86, Jeep transmissions underwent some changes. The clutch input shaft was shorter than the earlier year transmissions, which presented a problem with clutch & pilot bushing engagement when trying to use an adapter plate. We offer adapter plates for these transmissions; however, we recommend a full bellhousing kit to avoid these problems. These bellhousings are designed to bolt directly to the stock 4 or 5 speed transmission and retain the stock clutch linkage.
SR4, T4 & T5 (1980-86) Found in Jeep models CJ5, CJ7 & Scramblers, these transmissions can be identified by an overall case length of 15.187”. These transmissions were used with the AMC 258 6 cylinder, AMC 150 4 cylinder, and the GM 151 Iron Duke 4 cylinder. The SR4 models were only used in 1980-81, while the T4 & T5 models were used from 1982-86.
904 Torqueflite (1984-86) This transmission has a case length of 16”. This transmission is mainly found in down-sized Cherokees, coupled to either a 2.8L V6 or AMC 4 cylinder. The bolt pattern on this transmission is different than the bolt pattern on a Torqueflite found in 6 cylinder Jeep applications. Our kits will adapt the stock transmission directly to the GM 4.3 V6. The Torqueflite 904 seems adequate enough for the V6 engine.
1980-86 JEEP TRANNY RETROFITS (JEEPS RETAINING STOCK AMC ENGINE & STOCK TRANSFER CASE) On many of the late model Jeeps, the stock engines that were used were adequate for horsepower and torque. An example of these engines include the 4.0L, 4.2L, 258 6 cyl., 304, 360, and 401. The weak link is normally the stock transmission up against these power plants. We also have many customers who wish to retain their 4 cylinder, but change their transmission for better gearing.
AX15 transmissions must use our adapter 50-8603 which includes a new front retainer for the Dana 300 transfer case. This adapter requires the Dana 300 to be installed nearly flat when using the stock transfer case shifter. For other rotation options, which this adapter offers, you must install our deluxe twin stick shifter P/N 403300 that allows more transfer case clearance along side the AX15 transmission.
We offer an upgrade kit for your clutch linkage. This chain-operated clutch linkage kit, P/N 716639, connects to the original push rod that extends out of the firewall and mounts to the stock Jeep driver’s side body mount. This kit also uses a sprocket & chain that parallels the inside of the frame rail. Unlike the stock linkage pushing the release lever, this chain controller uses a pulling motion. On serious offroad use, the chain linkage will allow for twisting of the frame and the torque of the engine.
ENGINE LOCATION: Many people become overly concerned about moving the transmission, resulting in driveshaft modifications. The value of a good engine location requiring driveshaft modifications will far exceed the expenses of an installation requiring special cooling due to poor engine location. We design most transfer case adapters to eliminate driveshaft modifications (whenever possible).
Once the engine has been selected, you will now need engine mounts. We offer several combinations that will fit Ford, Chevy, Dodge, and Buick blocks. On most Ford and Chevy applications, we standardize our mounts by using a special dual rubber donut, locked together with special hardened bolts. This combination offers a positive means of securing the engine for the most severe offroad conditions.
ADDITIONAL JEEP MOUNTS Stock Rubber Support Motor Mounts: We also offer motor mounts designed to utilize the stock engine rubber mounts. These type of engine mounts are a good alternative to the universal type if you need to replace a rubber support. Most auto parts stores can supply you with a stock rubber support. We offer only two mounting systems this way; one for the Chevy block and one for the AMC V8 engines.
Universal Chevy mount final installation. Universal Chevy mount being installed. When mounting the block into a Jeep, it is recommended to remove the grille and fenders for ease of installation. 1980-86 JEEP EXHAUST We design & manufacture our own header systems to complement the engine conversion business. We started manufacturing custom headers about the same time we started manufacturing adapters. There was a definite need for headers that would fit the various engine conversions.
STOCK MANIFOLDS: If stock manifolds are being used on a Chevy small block, a rear dump, close-fitting manifold off of a 1982 & newer low performance car is a good option. On vehicles that are smog exempt (depending on your vehicle year or state laws), the early Chevy ram horn (centerdump) manifolds are great for most conversions. Chevy V6 applications can use manifolds off of a 1978 Malibu Classic. For non-smog legal vehicles, manifolds off of a 1980 Monte Carlo fit the best.
CONVERSION APPLICATION SUMMARY JEEPS 1980-86 1980-86 JEEP CJ5 & CJ7 (Manual Transmissions): Between these years, Jeep used 3 different engines: from 1980-86, the 258 6 cylinder; from 1980-83, a GM 4 cylinder 151 Iron Duke engine; and from 1983-86, an AMC 151 4 cylinder. These engines were equipped with both hydraulic & mechanical clutch control systems. The stock manual transmissions used could be one of four types: T5, T4, SR4 or T176. A.
1980-86 JEEP CJ5 & CJ7 (Automatic Transmissions): Between these years, Jeep used 3 different engines: from 1980-86, the 258 6 cylinder; from 1980-83, a GM 4 cylinder 151 Iron Duke engine; and from 1983-86, an AMC 151 4 cylinder. These engines were mated to the Torqueflite 904 & 999 automatic transmissions. A. Optional Transmissions: Vehicles equipped with the Torqueflite 904 transmission usually had a AMC 4 cylinder engine. This transmission is marginal when used up to a V8 engine.
1987 & NEwER JEEPS (JEEP NP200 Series Transfer Cases): The New Process transfer cases used in late model Jeeps are always a left-hand drop configuration and have the same circular bolt pattern as the Dana 300. One of the differences between the Dana 300 and New Process transfer case is the rotation. The stock rotation on the New Process transfer case depends on the year of the vehicle and the stock transmission used. The rotations are approximately 13 or 23 degrees.
REAR DRIVESHAFT: When converting to a new transmission, driveshaft modifications are normally necessary. Jeeps with the NP231 now have the advantage of gaining needed length for suspension travel. We offer a new short shaft “Fixed Yoke” kit, P/N 50-7906, that will add 4” of rear driveshaft length on a YJ, and up to 6” on a TJ. This kit has the provision for the vacuum shift control located on the stock tailhousing (mainly found in Cherokees). This kit comes with a new 1310 C.V. yoke.
The Atlas has the standard New Process rotation, but also offers 3 other rotation options. Depending on the rotation you choose, some body and crossmember modifications may be necessary. We offer the twin stick shifter in different configurations to fit the different years & models of vehicles. These configurations are designed to fit with only minor modifications to your vehicle. The Atlas has provisions for the vacuum actuated front differentials and most dash board indicator lights.
NEW PROCESS TRANSFER CASE SHIFTERS: There are several configurations used on the New Process transfer cases. We manufacture several brackets to assist you in retaining your stock shifter; however, some applications are not available. You may be required to fabricate your own brackets to work with our adapters. The stock brackets pictured below are the most common brackets we have found on New Process series transfer cases.
TRANSMISSION-to- TRANFER CASE ADAPTERS Most of the transmissions listed below offer several adapter options. These adapters are all similar in length; however, the shaft lengths and spline counts vary. Identifying what transmission your vehicle was originally equipped with will aid in obtaining the right kit to maximize the spline engagement and avoid timely part exchanging. Flush 23 kits fit transfer cases originally coupled to a NV3550, Torqueflite 999 & 904.
T98 Truck 4SP: This transmission, found in 1960 to 1971 Ford pickups & Jeeps, is identified by a case length of 11.875”. The 1st gear ratio is 6.39:1; 2nd 3.09:1; 3rd 1.68:1, and a 1:1 4th gear ratio. The adapters we manufacture for this transmission come with a new main shaft. This will usually allow the overall length of this transmission to remain ideal for most short wheel based vehicles. Ford was not the only manufacturer who used the T98 transmission.
Dodge NV4500 (1993-1998): This transmission is the same as the 1996-99 Chevy version; however, the only differences are the transmission input shaft lengths (Dodge 7.5” & Chevy 6.5”), output shaft splines (Dodge 23 & Chevy 32), and the tailhousing lengths and bolt patterns. Dodge NV4500 29 SPL.(1999-2005): For the transmissions in these years, Dodge changed the shifter stud on the top cover to a threaded stud, requiring a different shifter handle.
OPTION 1: These adapters work best for the 2WD TH350 transmission but can also be used with a 4WD transmission. This adapter is 1.50” long and comes with a new 23 or 21 spline output shaft. The transmission will need to be torn down to install this output shaft. This kit comes with a new seal, gaskets, and hardware for coupling the TH350 the New Process transfer case. TH350 to New Process T/Cs 50-6802 Flush & long 23 spl. 1.5” long adapter kit 50-6801 Flush & long 21 spl. 1.
4L60E: This transmission is identical to the 700R/4L60 except that it is an electronically controlled transmission. GM manufactures this transmission in two versions. Both these transmissions use a reluctor ring connected to the GM engine computer for proper shifting points. The first version is a mirror image of the 700R/4L60, but it requires the reluctor ring. The second version is found in most of the 1997 & newer vehicles.
IDENTIFYING THE STOCK TRANSMISSION: Over the past 60 years, Jeep vehicles have been equipped with over 25 different transmissions. Listed in this section are the stock 1987 & Newer Jeep transmissions. It is difficult to identify the specific transmission by the year of the vehicle, so we will detail specific information that applies to both the identification and application for Jeep transmission conversions. (Note: The engine blocks referenced are as follows: Chevy includes all V8s, 229 & 4.3 V6.
These transmissions have used both internal and external slave cylinders. When these transmissions were used in Cherokees (1985-86), the slave cylinder was mounted on the backside of bellhousing and parallel to the transmission. In 1987, Jeep incorporated the use of an internal release bearing. The 1994 & newer versions of the AX5 moved the slave cylinder back to an externally mounted unit. The conversion bellhousing we manufacture requires a new slave cylinder, P/N 716213, which is mounted externally.
AX15 (1989-99) - The overall transmission case length is 24.000”. The output shaft on this transmission is 23 spline and protrudes approximately .400”. This transmission is normally found coupled to the AMC 4.0L 6 cylinder engine. Transmissions from 1989-93 used an internal release bearing, while 1997-99 transmissions were switched to the external slave cylinder. We have seen both internal & external release bearings used between 1994-96; therefore we suggest that you verify what you have.
Optional Items: CF360056 10-1/2” Pressure Plate CF260000 11” Pressure Plate 383271 10-1/2” Clutch Disc CF360049 11” P.P. 716213 Slave Cylinder 383735 11” Clutch Disc N1430 Release Bearing 716130 YJ Hydraulic Fitting 716130 YJ Hydraulic Fitting 716130TJ TJ Hydraulic Fitting 716130TJ TJ Hydraulic Fitting 716130H 42” Stainless Steel Hose 716130H 42” Stainless Steel Hose CF165552 11” Pressure Plate 383735 11” Clutch Disc 22-0001 Hi torque V6 & V8 168T flywheel 22-0002 Hi torque Vortec Gen.
1987 & Newer JEEP TRANNY RETROFITS (JEEPS RETAINING STOCK AMC ENGINE & STOCK TRANSFER CASE) On many of the late model Jeeps, the stock engines that were used were adequate for horsepower and torque. An example of these engines include the 4.0L, 4.2L, 258 6 cyl., 304, 360, and 401. The weak link is normally the stock transmission up against these power plants. We also have many customers who wish to retain their 4 cylinder, but change their transmission for better gearing.
If the overall length is not a concern or you’re looking for the easiest adaptation, we also offer a complete line of adapter plates for these transmissions. The adapters are all based around the Dodge transmission and the length of the Dodge input shaft. The Dodge transmission input shaft has a stickout length of 7-1/2”. This allows us to use an adapter plate and then couple it to the stock AMC bellhousing. NV4500 to Jeep 6 cylinder and V8 adapter plates P/N 712553 - AMC engines (using Jeep bhsg.
JEEP AX15 replacing the AX5: Tired of replacing your worn out AX5 transmission with another AX5? We have a solution to your dilemma. The AX15 transmission has long been touted as a good, reliable 5 speed transmission. We now offer a kit that will allow you the opportunity to upgrade rather than replace. This kit is designed to fit the 1995 & newer AX15 transmission. Earlier model transmissions can be used, but a stock pilot bushing with a .590" I.D. is required.
Harmonic Balancer Kit: We offer a harmonic balancer kit for the Jeep 4.0L engines. Our kits mount to the oil pan bolts on the passenger side of the block. Jeeps 1991-1995 may require the drive belt to be rerouted and/or a new drive belt may need to be purchased. Our kits is designed to use a stock two-bolt sensor. The kits includes a modified harmonic balancer, sensor support bracket, and a new sensor. P/N 716012 Fits 1997-2004 4.0L blocks (5 volt system) P/N 716012-C - Fits 1991-1996 4.
CLUTCH LINKAGE (Manual Transmissions Only): Jeep has used both hydraulic and mechanical clutch linkages over the years. When doing an engine conversion, it is not uncommon to have clutch linkage changes. Many of these stock linkages can be retained with only a few modifications. However, if you would like to improve you clutch linkage, we offer many upgrades from these stock linkages.
ENGINE CONVERSION GENERAL INFORMATION: Engine conversions for offroad vehicles are popular with both old & new models. We have been involved with engine and transmission conversions for more than 30 years and are not surprised when we see a new vehicle with less than 10,000 miles having an engine swapped. Since you are venturing out beyond the boundary of the corner gas station and local repair shop, you should be aware that offroad driving is quite different than street driving.
E. Radiator Clearances: Proper spacing and centering of the fan with the radiator is necessary for optimum cooling. If you are having a problem in this area, an alternative is an electric cooling fan. These fans are popular for engine conversions, since they can be mounted on the front or backside of the radiator and don’t require engine placement considerations when using an engine-driven fan. F.
Universal Motor Mounts Jeep YJs: The universal mounts we manufacture are a high quality mounting system. The “L” brackets in these kits are made out of 3/8” material and designed to handle any style of driving. These universal mounts allow for lateral and vertical placement in the frame rail to maximize you drivetrain fit. The installation of these mounts will require the removal of you stock engine mounts.
Ford 302 Bolt-in Mounts for CJ7 & YJ Wranglers: This cradle motor mount bolts directly to your CJ7 & YJ Jeep. By simply removing your stock motor mounts, this mount will properly position your 302 for header, fan & radiator clearance. No welding is required on P/N 713131. Part No. 713130 requires the frame brackets to be welded to the frame. Most applications will not require driveline modifications. Note: We do not offer any conversion headers to fit with these motor mounts.
JEEP EXHAUST We design & manufacture our own header systems to complement the engine conversion business. We started manufacturing custom headers about the same time we started manufacturing adapters. There was a definite need for headers that would fit the various engine conversions. Through the years, our designs have evolved into header applications that were most typical. Our header systems are for non-pollution control, engine converted vehicles.
CONVERSION APPLICATION SUMMARY JEEPS 1987 & Newer 1987-99 JEEPS CHEROKEES (4WD): The Chevy V6 & V8s are very popular engines to swap into 4WD Cherokees 1987-99. We do not offer any conversion components if your vehicle was originally equipped with a Chrysler V8. The conversion kits we offer are for replacing the 4 cylinder, 2.8 V6, and the in-line 6 cylinder engines. We have a complete line of bellhousing adapters to retain any of the original stock automatic or manual transmissions.
V8. The Jeep we purchased was a 1988 YJ Wrangler equipped with a 6 cylinder, Torqueflite automatic transmission, air conditioning, power steering, and power brakes. The transfer case this Jeep was equipped with was a New Process 231 with a vacuum shift control that actuated the front differential. As we began to research this application, we also decided to upgrade the transmission to a TH350 automatic. The new engine that we selected for the conversion was a new 1986 Chevy 350 V8.
F. Fuel System: The existing fuel system has two metal lines that come from the gas tank up the driver's side of the vehicle. One goes to the fuel pump and the second goes into the smog system. The fuel system line will need to be rerouted across to the passenger side of the engine compartment to couple to the Chevy V8 fuel pump. The vent line will be installed into the charcoal cannister. 1997-05 JEEP WRANGLERS (Gen III V8): The information that follows is base on Vortec engines that we sell.
system. Do not take short cuts on fuel systems. The new Vortec Gen. III fuel rails have anywhere between 50-60 pounds of fuel pressure! Only approved high pressure hose and fittings should be used. Take care when routing fuel lines, and make sure all fittings are secure. The new Vortecs need a minimum diameter of 3/8” line on the pressure side, and a minimum of 5/16” on the return (3/8” is best for the return line). The stock Jeep fuel pump comes close to feeding the new block, but falls short.
1997-2005 JEEP TJ WRANGLERS: Engine conversions in these years, replacing the 4 cylinder and in-line 6 cylinder engines, are becoming very popular. We have a complete line of bellhousing adapters to use any one of the original stock transmissions. We also offer a full complement of transfer case adapters, adapting to many of the Ford & Chevy transmissions. A. Stock Manual Transmissions: The information listed on the previous page is the same as for the TJs. B.
by Rob Hall ............ T he humble beginnings of Advance Adapter s traces back to 1971. A small garage in Downey, CA was the site for the fir st Jeep adapter. Since then, the product line has changed and grown, but the loyalty to Jeep has been at the forefront of designing since day one. Over the year s the Jeep CJ also underwent growth spur ts.
that was purchased to prototype the Atlas II transfer case. Once the bugs were wor ked out, the YJ became the platfor m for an extreme trail rig. The cradle is designed to be used when replacing the stock Jeep transmission with a GM TH350 or 700R4. Driveshaft modifications are not usually necessar y when completely replacing a 999 automatic, AX15 or Peugeot using the adapter s and the stock transfer case.
10 Here the rolling chassis patiently awaits the body to return from the paint shop. 11 Now with the body installed, Project YJ is ready for the final touches. 12 The donor motor from the Chevy truck included all of the wiring and computer to ease the grafting into the YJ. 13 The motor fits so perfectly you have to wonder if the factory ever saw this coming.
15 We’ve found that using a deep sump oil pan will cause interference with the crossmember mount; however, a stock oil pan works well. 16 This is the correct boot position for the twin sticks. When installing, be sure they do not hit the floor when in full movement. nies offer disc brake conversions for stock axles so check around before you order your Atlas II. We marked the firewall location and removed the body for easier access.
