Re: [AMC-List] 79 CJ7 Transmission ID ??

["Spro" <msproviero@xxxxxxxxxxx>]

Okay, keep track of the "'s.  Lol...


-----Original Message-----
From: amc-list-bounces@xxxxxxx [mailto:amc-list-bounces@xxxxxxx] On Behalf Of Sandwich Maker
Sent: Tuesday, January 02, 2007 6:19 PM
To: amc-list@xxxxxxxxxxxx
Subject: Re: [AMC-List] 79 CJ7 Transmission ID ??

" From: msproviero@xxxxxxxxxxx
" 
" A lot of factory parts?  How do you figure that?  Doesn't the CJ T-18 use the same crossmember and
already has the correct input shaft?  The only things that pop into my head that you'd probably have
to chase down are driveshafts and maybe the trans tunnel cover.  Are you thinking of a T-18 from a
full-size Jeep?  In that case I would agree with you due to the long input shaft.

""dunno if it shares crossmember; it'd be logical but amc didn't always
do the logical thing...  yes, afaik the late '70s cj t-18 has a ford
bolt pattern and input like the t150, but you do have to relocate the
crossmember and t/c as well as swap driveshafts because of the t-18's
greater length.  the aa np435 kit was engineered to be a straight
drop-in for the t150.

I believe they share the crossmember and the mount on the transfer case simply drops into a
different set of holes.  The "relocation" of the transfer case you mentioned is the different tunnel
cover (and boot) that I mentioned.  I think all you'd really be into is 2 driveshafts and a tunnel
cover.


" As for the np540, its probably a good setup based on the gear ratios and its about 40lbs ligther
than the Clarks, but I still don't think many Jeepers are going to go running after a manual trans
that weighs 160lbs by itself.

""doesn't the t-18 weigh in this range?  and [silly me] i assumed that
if the 435 and 540 were variations on a theme they'd have similar
weights.  surely the np435 kit would never have gotten off the ground
if the tranny were outlandishly heavy?

I looked it up on Novak's Knowledge Base and they say a T-18 is 145 lbs.  I guess I'm not a good
judge of weight, as they didn't seem that heavy to me when moving them around the garage.



" I can see it as more justifiable in a full-size Jeep, but if you're going to have the extra length
on hand anyway, I think most people that have the real estate in their rig may opt for more modern,
synchronized hardware with a bigger aftermarket like the NV4500.

but the whole point of the aa kit, and my question of usability in the
np540, was that it takes no more room than the t150 - a drop-in
upgrade for the cj.


" The other issue is transfer case compatibility.  Unless you're running a divorced transfer case,
this could be a bigger headache than mating it to the engine.

""again, the aa kit was engineered to be a drop-in.  the mainshaft has
dana 20 splines and the new extension case - t/c adapter has the dana
20 bolt pattern.

I've been trying to Google more info about it and seem to have found a couple diesel enthusiast
sites that talk more about the np540.  Its seeming to sound more practical so far.  They say the
input shaft is the weak point.



" And if you're building your rig for low-gear action, do you really intend for it to see enough
highway that you need an OD?  YMMV...

""but the 4 synchro gears add up to good on-road driving [comparable to
the close ratio t-18] and the extra-deep granny means good crawl with
axle gears that aren't quite so steep.

Yes, it can help you to avoid having to re-gear the axles.  This is actually a main point I make to
CJ owners that are considering ditching their entire AMC drivetrain (gasp!) in favor of some SBC
backed buy a SM465/205 or whatever.  Once they know there's a better way that won't cause them to
disturb their motor, they go for it.  I just can't picture people who do the "crawling" type of
wheeling driving on the highway with their "crawling" tires.  I mean, my 85 CJ-7 is still sporting
the T-5, but I don't take the TSL Boggers out on the Interstate just because I have an OD... 


" I'm running 1-ton gear under my CJ-8 and the current drivetrain is a wide T-18 mated to a 1980
Scout Dana 300.  The wide T-19 would be nice, but I might consider one of the big 5-speeds if there
was a decent transfercase to be used.  Its already going to be heavy with the V8 and D60/D70 +
armor, winch, etc.  I'll just leave the little lady at home and then the trans would only "weigh"
50lbs.  Lol...

""you're already more extreme than the aa np435 target market, i think.  how about a ford super duty
nv271 tc?

I'm already looking into the Dodge nv271 for my Ram:
http://www.greatlakes4x4.com/showthread.php?t=9846

Its certainly not as extreme as a lot of trucks out there, but its rapidly departing from its
tow-rig role.  Rumor has it on DiRT that the 271 is a direct swap for the 241HD I currently have,
for which there is no SYE kit.  Apparently someone on pavementsucks.com did it already.  I believe
the 241 carries the same old NP pattern as a lot of other transmissions, such as the Dana 300.  Now
I'm thinking AMC V8/tf727/nv271...


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