T-15a/ AMC 360 CJ7 Swap

[WV 77Cj7]

I'm interested in converting my CJ7 from the current online 6 setup to the above mentioned. I've read a t-15a will bolt up to a Dana 20 Transfer Case without any issues. Would the t15a mount to the stock crossmember, and pull I be able to use the stock front and rear driveshafts? I couldn't locate any solid threads on the topic.

 

[Hedgehog]

You will very likely need driveshaft work. You probably have a local shop that can do the work. Driveshaft length questions are difficult to answer. There are simply to many variables, mostly involving different kinds of possible lifts and of course the type of axle you have. So, you would need to install the engine/Transmission /Transfer Case and take actual measurements of what you've got. Then bring your drives hafts and dimensions to your local Drive Shaft Specialist.

 

[WV 77Cj7]

You will very likely need driveshaft work. You probably have a local shop that can do the work. Driveshaft length questions are difficult to answer. There are simply to many variables, mostly involving different kinds of possible lifts and of course the type of axle you have. So, you would need to install the engine/Transmission /Transfer Case and take actual measurements of what you've got. Then bring your drives hafts and dimensions to your local Drive Shaft Specialist.

Ahh gotcha. Everything else should be a fairly straight forward bolt up however right? I read somewhere the holes for the crossmember may need to be moved?

 

[Saddle Tramp]

I am a little confused, please clarify- Does your 1977 CJ have a T-15 or do you mean a T-18 ? (T-18 – 4 speed with granny low in either 4.01 or 6.32) The T-18 with the coveted 6.32 low was a factory option for 1977 in a CJ behind the AMC I-6. (The only year that the T-18 was offered as a factory option behind the AMC 304 was in 1979; all other years it was only available behind the I-6.) The T-15 was an upgrade to the T-14 behind the AMC 304 in a CJ between 1972 & 1975.

The bell housing bolt pattern on all AMC V-8s and I-6 are the same and interchangeable between the two so to drop in the 360 will be a no brainer. The only change needed other than some minor hook up work will be to the passenger side motor mount; leave the driver side mount where it is. If the passenger side mount is removed with care it can be reused. If you have a T-18 no change to the location of the Transmission will be required so no drive line work will be needed either. The 1977 CJ skid plate is of course the cross member and is set up for either the T-150 or the T-18 , front holes to front holes for the T-150 . Use the back holes in the frame and the back holes in the skid plate for the T-18 . Also the flywheel you use on your 360 must be balanced for an AMC 360; flywheels are not interchangable between the V-8 engines sizes. Oh, and by the way the drive train in your CJ is not perfectly square to the frame rails, it sits about 3 degrees off center.

 

[WV 77Cj7]

I am a little confused, please clarify- Does your 1977 CJ have a T-15 or do you mean a T-18 ? (T-18 – 4 speed with granny low in either 4.01 or 6.32) The T-18 with the coveted 6.32 low was a factory option for 1977 in a CJ behind the AMC I-6. (The only year that the T-18 was offered as a factory option behind the AMC 304 was in 1979; all other years it was only available behind the I-6.) The T-15 was an upgrade to the T-14 behind the AMC 304 in a CJ between 1972 & 1975.

The bell housing bolt pattern on all AMC V-8s and I-6 are the same and interchangeable between the two so to drop in the 360 will be a no brainer. The only change needed other than some minor hook up work will be to the passenger side motor mount; leave the driver side mount where it is. If the passenger side mount is removed with care it can be reused. If you have a T-18 no change to the location of the Transmission will be required so no drive line work will be needed either. The 1977 CJ skid plate is of course the cross member and is set up for either the T-150 or the T-18 , front holes to front holes for the T-150 . Use the back holes in the frame and the back holes in the skid plate for the T-18 . Also the flywheel you use on your 360 must be balanced for an AMC 360; flywheels are not interchangable between the V-8 engines sizes. Oh, and by the way the drive train in your CJ is not perfectly square to the frame rails, it sits about 3 degrees off center.

Not sure why I typed T-15 . Meant T-18 ! I've got the engine mounts from the 6 cylinder off in good shape. What is required to modify the passenger side to fit a v8? Moving frame holes or reselling holes on the mount?

 

[Petescj]

Not sure why I typed T-15 . Meant T-18 ! I've got the engine mounts from the 6 cylinder off in good shape. What is required to modify the passenger side to fit a v8? Moving frame holes or reselling holes on the mount?

Convienently this was just posted:

http://www.jeep-cj.com/forums/f2/84-cj7-v8-swap-24069/

 

[WV 77Cj7]

Out of curiosity- would any T-18 work, or do i need a certain year/ from jeep line?

 

[Saddle Tramp]

Out of curiosity- would any T-18 work, or do i need a certain year/ from jeep line?

Not just any T-18 will work. The Jeep CJ T-18 from 1977 to 1979 is the most desirable swap but often the hardest to find and possibly the more expensive way to go. These years CJ T-18 are also the deep, wide ratio 6.31 low gear. Not all T18s are geared that low with the close ratio 4:01 low being the other most common. Jeep used about 15-16 different combos of T-18 , maybe more with the primary difference being the stick out length of the front shaft and adaptor bolt pattern. The Ford T-18 is also a common swap but the 2 WD versions are used as there are easier to adapt to the Dana 20 or 300 than the 4 WD ones. Forget the IH T-18 & T19 as they can be expensive to adapt to the back of the motor. Try this:

http://www.novak-adapt.com/knowledge/t18_t19.htm

 

[IOPort51]

http://www.jeep-cj.com/forums/f2/i-become-intimate-jeep-t-18-a-23509/

my $.02