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Unread 06-17-2013, 08:25 AM   #1
warthog312
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V8 swap transmission choices.

Ok, here's the blueprint: YJ getting a 302 Ford small block, keeping 4.11 axle set, and transmission....????

35" AT's for the street, 33" MT's offroad.

My options are the bulletproof Borg Warner T-18 trans, which is awesome but lacks an overdrive 5th gear.

OR

The significantly less strong AX-15, which most sources insist will fair just fine under 302 duty, but has the addition of an overdrive.

Online RPM calculators aside, how would you approach this? I can get either trans readily through my sources, albeit the AX-15 being more expensive, and then having to deal with mating the trans to the Ford motor, which isn't the easiest thing in the world.

With the T18 there is significantly less headache in adapting drivetrain components but I feel as though I would sorely miss overdrive. This isn't my daily driver in the summer, but come snow and salt my 1978 Cadillac is retired every autumn, leaving the Jeep to haul me around from say November through April. Chicagoland highways are a bit of a dichotomy, you're either going 25 or 75 mph based on traffic, there isn't much middle ground.

So what do you all say, AX15 or T18 and why??

Thanks!

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Unread 06-17-2013, 09:08 AM   #2
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AX15 will be fine, you'll find many are using it behind their V8's just fine.

BTW, I hope you don't mean you are using the stock axles......
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Unread 06-17-2013, 09:25 AM   #3
warthog312
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Quote:
Originally Posted by Xpress
AX15 will be fine, you'll find many are using it behind their V8's just fine.

BTW, I hope you don't mean you are using the stock axles......
Yeah, it was more a cost vs driveability question.

Rear is a Super 88 front is 30 with 1 piece chromos. S'all good brother, I'm not that foolish!
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Unread 06-17-2013, 10:22 AM   #4
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i and going with a c6 on mine. not one you listed though
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Unread 06-17-2013, 11:03 AM   #5
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i and going with a c6 on mine. not one you listed though
Nope, I'm not even considering an automatic. The decrease in difficulty in the swap process will be offsed one thousand times by how much less fun it is to drive daily and on the trails. I'm a banger guy, always have been, life's more fun that way.
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Unread 06-17-2013, 04:51 PM   #6
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With the T18 you will require an adapter to the NP231. With the AX-15 you will require adapter to the 302. Pick your poison, look at cost of each. I am going down this road but with 351W, T19 and NP231. I choose the T19 for the 4.0 first gear and all gears synchronized. For my use I don't need the 7.xx , or is it 6.xx 1st gear of the T18. In any case enjoy putting it together.
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Unread 06-18-2013, 12:56 PM   #7
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I have the ax-15 behind a 302. You need 1 adapter plate and you get over drive. I've been really happy with mine.
Each has its good points.
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Unread 06-18-2013, 01:05 PM   #8
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I have the ax-15 behind a 302. You need 1 adapter plate and you get over drive. I've been really happy with mine.
Each has its good points.
Tell me more. I've heard stories about GM clutch discs and pressure plates being necessary, mixing and matching things like throwouts and pressure plates. I've seen some nightmate stories on various forums, mostly the consensus is to keep the motor and trans from the same source and deal with adapting the transfer case.
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Unread 06-18-2013, 02:16 PM   #9
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Quote:
Originally Posted by warthog312 View Post

Tell me more. I've heard stories about GM clutch discs and pressure plates being necessary, mixing and matching things like throwouts and pressure plates. I've seen some nightmate stories on various forums, mostly the consensus is to keep the motor and trans from the same source and deal with adapting the transfer case.
Novak and advance adapters both sell an adaptor. You need a Ford bellhousing though. I'm in the middle of researching this option as well so I'd like to hear more info.
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Unread 06-18-2013, 02:21 PM   #10
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Originally Posted by warthog312 View Post
Nope, I'm not even considering an automatic. The decrease in difficulty in the swap process will be offsed one thousand times by how much less fun it is to drive daily and on the trails. I'm a banger guy, always have been, life's more fun that way.
For me, the traffic when I do drive my jeep to work makes me hate a standard. I totally understand though, if I wasn't dealing with the traffic (when I drive) I think a stick would be the best choice
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Unread 06-18-2013, 02:26 PM   #11
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I'm currently gathering parts to do this as well. From the research I've done so far it appears as though everything between the motor and trans is from a ford truck except the clutch disc. Has to be Chevy to match the splines on the tranny ( AA or Novak does mention on their site that a jeep disc can be used).
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Unread 06-18-2013, 11:59 PM   #12
warthog312
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Quote:
Originally Posted by superj

For me, the traffic when I do drive my jeep to work makes me hate a standard. I totally understand though, if I wasn't dealing with the traffic (when I drive) I think a stick would be the best choice
Dude I live in Chicago and sit in 45 minutes of stop and go gridlock every day at least twice a day on my way to and from work. I know all about traffic. It still doesn't sway me against manuals, been doing it my entire life.
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Unread 06-19-2013, 07:48 AM   #13
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I have a list of the parts at home I will work on getting the parts listed. I got the bell housing off a 1987 ford truck with a 6cyl. I will tell you that a 5.0 with gt40p heads is a little tougher when doing headers but it is a great swaap. RJM injection technologies has alot of info and a great wiring harness for the 5.0. Advance has the adaptor plate #712543 $278 I'll list the other parts soon!
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Unread 06-19-2013, 10:18 AM   #14
warthog312
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Originally Posted by spark plug View Post
I have a list of the parts at home I will work on getting the parts listed. I got the bell housing off a 1987 ford truck with a 6cyl. I will tell you that a 5.0 with gt40p heads is a little tougher when doing headers but it is a great swaap. RJM injection technologies has alot of info and a great wiring harness for the 5.0. Advance has the adaptor plate #712543 $278 I'll list the other parts soon!
Awesome, thank you man.

As far as the motor goes... my original plans were to get the P heads, port and polish, valve job. .600 springs, B cam, 1.7's, etc.... but with an AX15 I become concerned with putting that power down without shattering the internals. At least with the T18 I KNOW that sucker will hold some wild power in stock form, but the driveability issue is a glaring one. What's the point of a 400 horse SBF if it still only goes 60mph??

I'm familiar with the RJM stuff, and I'm still on the fence whether or not to go with it or just bite the bullet and hack up my own... money doesn't grow on trees and 6 bills is a lot for a harness.

I appreciate all the insight and help tremendously. I'm very open to suggestions and advice, especially from those whom have gone through this themselves. I'm still working on repairing all the frame rot, so I've got a little time before I have to pull the trigger on a transmission.

Thanks again!


EDIT: re: bellhousing - did you go with a hydraulic slave? Convert to linkage? Have driveshaft clearance issues?
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Unread 06-19-2013, 08:34 PM   #15
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I used the A9P mustang ECM
Throw out bearing S614014 Advance auto
Pressure plate CF360049 Centerforce
Clutch plate chevy 11" CF383735
M.O.R.E bushing kit BA-200 to make motor mounts
Tellico 4x4 ax-15 adaptor plate $252
Ford truck bell housing 81-93 f series 4.9, 5.0 or 5.8 the same
fly wheel 302 84 or newer balance external 164 T 50 oz
summit racing radiator 22"x19" $159
and a few pics
motor-mount-2.jpg   000_0064.jpg-jeep-motor-1.jpg  
motor-mount-1.jpg

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