Specifications

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conversion application summary (1980-86)
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. Optional Transmissions: Most of these stock transmissions are marginal for use with a Chevy V8 engine. The stock
transmission can be easily replaced by using various types of Ford or Chevy transmissions.
The transmission selections include truck 4 speeds, car 4 speeds, and automatics. When
changing transmissions, most cases may require the relocation of the transfer case further
back to accommodate the new transmission length. The adapters available for your transfer
case (Dana 300) are listed in the Transfer Case section of this brochure.
B. Stock Transmissions: If you have decided to retain your stock transmission, please
refer back to the 1980-86 Stock Transmission & Bellhousing Adapters section for the
necessary conversion components. (Iron Duke bellhousing modifications are also found
this Bellhousing Adapter section).
C. Exhaust: There is ample room to use stock cast iron manifolds. We offer two header
systems that could be used on these conversions. For Chevy V8 conversions, P/N 717011
headers offer the exhaust system inside the frame rails, while P/N 717038 offer exhaust
systems outside the frame rails. On Ford V8 conversions, you can use P/N 717012 inside-
the-frame rail headers, or P/N 717034 outside-the-frame rail headers. The outside-the-
frame rail headers will offer much more performance due to the length of the tubing used.
D. Clutch Linkage: Both Jeep 4 cylinder engines have been equipped with hydraulic clutch controls. When converting to a Chevy
small block and using our full bellhousing, we utilize the Iron Duke slave cylinder. This slave cylinder mounts directly to our conversion
bellhousing.
On 6 cylinder applications, Jeep used a mechanical linkage that pivots off of the stock bellhousing. When using our full conversion
bellhousing with a Chevy engine, this pivot can be retained. If you have decided to use one of our adapter plates in conjunction with
a Chevy bellhousing, then P/N 716638 can assist you in obtaining this clutch pivot mount. On Ford conversions, we do not offer
any brackets. Fabrication will be required.
On both Ford & Chevy engine conversions with the mechanical linkage, we offer a chain linkage to replace the stock Jeep clutch
linkage, P/N 716639. This system retains the stock rod that comes through the firewall and replaces all other stock components.
E. Radiator: The stock radiator is not normally sufficient to cool the newer engine. One option is to have a custom radiator built.
We offer some custom radiators for Chevy applications. If you are planning on performing an automatic transmission swap, thought
should be put into proper cooling for the transmission.
F. Driveshafts: On V8 engine conversions retaining the stock transmissions, the driveshafts should not require modifications.
When upgrading the vehicle with a new engine & transmission, driveline modifications should be expected.
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.