[moonshinefuel]

The 96-98 Dakota 4 cylinder AX15's were 2 wheel drive, and the spline count was higher than the 4WD jeep AX15's. I believe 14. If you pulled the entire clutch from the Dakota, from my research, everything would work except the disc due to the spline count difference. The tooth count, thickness, and crank sensor notches on the dakota flywheel are the same as the ax5 flywheel. However, the ax5 pressure plate will not mount to the dakota flywheel, the pattern is different. The pilot is different too, the style pilot bearing. You will need to order a new bronze' bushing from advance adapters as well if you are going to retain your ax5 clutch system. 20 bucks, and also elongate the clutch rod for the slave cylinder. There are other things as well. You will not have a problem retaining the ax5 clutch parts as most do it that way. Switching to the dakota clutch system, minus the 14 spline disc, is a more expensive way to do the conversion as you have to buy the dakota clutch, which is more expensive than the ax5 clutch, and buy the dakota flywheel. However, in return, you probably get a better suited clutch system for the application. The dakota bell housing is deeper than the ax5 bell housing, therefore the clutch slave pin has to be longer as well.

[YJake]

Originally Posted by moonshinefuel

and also elongate the clutch rod for the slave cylinder...

...The dakota bell housing is deeper than the ax5 bell housing, therefore the clutch slave pin has to be longer as well.

Did you or somebody else here experience this very issue?

CZJeeper made no comment of this with his conversion and Ultimate only shimmed his shift fork because he was trouble shooting a pressure plate problem.

I'm just asking because of how close I am to having everything I need for this to work is all.

Jake

[moonshinefuel]

I did all the calculations on my AX5 to NV3550 thread in the frequently asked questions section. The measurements regarding the two conversions in this area are the same. If some are getting away with not elongating the slave pin, then that is a testament to the slaves range. However, I have read more than one thread where the clutch had problems due to this. Feel free to take another look at the thread and all the calculations, etc.

[UltimatE]

I am using a stock '94 wrangler AX-5 clutch system, all the way down to the clutch pin. Works perfectly. The slave cylinder is very flexible in it's abilities. I also used an elongated clutch pin, but there was no need after I figured out the pressure plate was the problem. (1.125" longer IIRC)

[YJake]

Elongated clutch pin? I'm probably just misunderstanding your lingo.

Jake

[UltimatE]

Sorry, the slave cylinder rod.

[moonshinefuel]

The external slave cylinder pin or rod. Not sure what else to call it. UltimatE is not having a problem, so that's good. It is a matter of the range of the slave cylinder. I would not worry about it, worse case scenerio, just address the throw. No big deal.

[YJ Ynot]

Ok need a little more help.My pilot bearing is to small in my 93 2.5 for my 94 ax15 what can I use?

[UltimatE]

(P/N 716167) Pilot Bushing .750 ID X 1.090 OD | Engine & Transmission Conversion Adapters - Advance Adapters

There you go. This has worked flawlessly for me since I installed it last October. 0.75" ID pilot bushing size for the later AX-15's. Early AX-15s have a 0.59" pilot.

[moonshinefuel]

^Yes. I may as well add in my images as I took some time to find them. UltimatE is quick. Just one second here.. There. Top image is receipt. You do not need the slave cylinder, disregard that. Bottom image comparison of the NV4500 bushing and the ax5 .590 bushing.

[YJ Ynot]

Awesome,thanks for the help.

[95jeeperyj]

I used a 99 dakota bell housing,99 cherokee ax 15 and slave cylinder, 4cyl. 78 chevy monza clutch disk when I did my GM d44 and d300 swap in my 95.