Specifications

conversion application summary (1941-79)
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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. This arm will come in contact with the bellhousing, and the only solution
is to heat and bend the arm for the necessary clearance. An optional solution is to install the overhead dual swinging pedals, Part
No. 716117. These swinging pedals are available in double applications only.
G. Front Crossmember: We feel it is beneficial to remove the existing crossmember and replace it with a new support directly
underneath the grille. The stock bellcrank will need to be remounted onto the new crossmember support. By removing this
crossmember, you will find additional clearances necessary for the engine oil pan and larger radiator. The new crossmember can
be either structural tubing or angle iron. If Saginaw steering is going to be used, then the bellcrank located on the stock crossmember
can be eliminated. On certain models of military Jeeps, you will find the stock steering box to be slightly larger than one found on
the late model CJ5s. These boxes will create additional clearance problems and should be converted to either the later model CJ5
design or to a Saginaw steering conversion.
1972-1975 JEEP CJ5:
We offer a complete product line for Jeeps 1972-75, that are going to changed to either a Ford or Chevy V8 engine. If you are retaining
the stock transmission, the conversion is fairly simple since the transmission & transfer case can remain in the stock location. Both
the 3 and 4 speed transmissions can be used with the new engines. Before you purchase the conversion components, make sure
you identify which transmission your vehicle is equipped with. The T15A was used from 1972 to 1975. The 4 speed transmission
used with the straight 6 cylinder engine was referred to as the T18 transmission.
When using the T15A or the T18 transmission, a standard Chevy bellhousing can be used with this conversion. When selecting
your bellhousing, you must measure the inside diameter to determine what size of clutch can be used. In order to use an 11" clutch,
you must have an inside diameter of 14". The adapter index to the bellhousing is 4.686" (Chevy), and 4.848” (Ford). If a Chevy
bellhousing with a 5.125" is used, you can add our index spacer ring to the retainer P/N 716078.
A. Optional Transmissions: The stock transmission can easily be replaced by using various types of Ford or Chevy
transmissions. The adapters available for your transfer case are listed in the front section of this brochure. The transmission
selection includes truck 4 speeds, car 4 speeds, and various automatic transmission adapters.
B. Stock Transmissions: If you are retaining the stock 3 or 4 speed transmission, neither application will require disassembly.
The clutch spline on both transmissions is a 1-1/8” 10 spline. We recommend a new clutch disc when retaining your stock
transmission. DO NOT ATTEMPT TO REUSE THE ORIGINAL CLUTCH DISC.
C. Clutch Linkage: The stock clutch linkage on these vehicles can be easily adapted to the Chevy V8 engine by positioning
a clutch pivot location on the driver's side of the engine block. We offer P/N 716638, which is a plate that bolts to the engine block
directly above the oil filter and provides a multiple hole location necessary for remounting the stock clutch linkage. The new bracket
is supplied with a male ball stud and new nylon bushings for the original linkage. The stock linkage can also be completely replaced
by using chain controller P/N. 716639.
D. Exhaust: There are two Chevy V8 header systems that could be used on these conversions. Part No. 717011 offers the
exhaust system inside the frame rails, while P/N 717035 offers the exhaust system outside the frame rails. Outside-the-frame
rail headers will offer much more performance due to the length of the tubing used. These headers are not compatible with Nerf
bars. Only minor modifications are required to the fender skirting. It is a good idea to have these headers installed on the engine
prior to final engine positioning.
E. Radiator: The original radiator can be retained in the stock location. The inlet and outlet positions will need to be changed
to match the new engine. An optional electric fan could be installed on the front side of the radiator for additional cooling.
F. Driveshafts: On Chevy V8 engine conversions, the driveline lengths can be retained without modifications when retaining
the stock transmission. When upgrading to a new transmission, driveline modifications are normally required.
G. Engine Location: The main limiting factor when positioning the engine is firewall clearance. On Chevy engines, it is crucial
to allow proper clearance for the distributor cap. To locate your engine (retaining the stock transmission), leave the transfer case
in the original location and assemble the transmission, bellhousing, and engine forward from this location. When changing
transmissions, locate the engine and work towards the transfer case. Areas to keep under consideration are firewall, radiator, and
hood clearances. On some applications, additional clearance can be obtained with firewall modifications; or on Chevy blocks, using
a smaller distributor cap. When installing a new transmission & engine, most applications will require the engine to be offset 1”
to the driver’s side for front driveshaft clearance.