1980 CJ7 AMC V8 transplant - JeepForum.com
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post #1 of 74 Old 05-18-2020, 09:55 PM Thread Starter
cjoffroad
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1980 CJ7 AMC V8 transplant

Well Gents just as the title suggests,

This process actually started a good few months back before the pandemic crisis threw a wrench in the plan and has made things a little slow but I figured I'd better get a thread started as things are slowly coming together.

There's plenty of info here on the Jeepforum for doing a V8 swap so I won't go into too much detail on the swap aspect of the transplant. There's also a lot of good AMC V8 build threads on here as well. I will be rebuilding an AMC 360 for the repower and will reference those threads as my engine building experience is limited to a couple of stock Ford FE motors.

My Jeep sits currently with the I6, T5/D300 combo, D44 axles front and back. I've owned it since 2000 and in 2006 it underwent a frame off restomod so it's very solid. Its never had a top on it since I've owned it and about the only thing original still left on it is the front clip, skid plate and d300.

The engine and components were dropped off at the machine shop a week or so ago, and parts ordered have been slowly trickling in so I got started pulling the straight 6 out.

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post #2 of 74 Old 05-31-2020, 06:30 AM Thread Starter
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I Got the engine back from the machine shop this week. Everything cleaned up nice.
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After doing some block cleaning, check fit the Howards Cam, installed the core plugs

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With the RMS and Crank installed, and oil clearances checked I got started on installing the pistons
Going with some Wiseco pistons.

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These ring compressors make it easy

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post #3 of 74 Old 05-31-2020, 07:07 AM
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post #4 of 74 Old 06-01-2020, 07:44 PM Thread Starter
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I went ahead and installed the Rollmaster timing gear set.
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Put it on dot to dot not really thinking about it but when I went to degree it I was like huh? I would have thought when ordering a custom grind cam that it would be straight up with no need to advance or retard? Took a while but I figured it out being 4 advanced. First time actually doing this so not sure if this is to be expected.
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After spending the better part of the morning figuring that out it actually degreed right on with the cam card.
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post #5 of 74 Old 06-01-2020, 08:11 PM
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hello

there is a modification that you can do to the oil system. the part that does the most is opening up a hole in the front cover for the oil pump. there was someone else here who just built i believe a 304 that did it. i dont remember who it was though. here is a link amx site that has them.
http://www.planethoustonamx.com/main...on%20setup.htm

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post #6 of 74 Old 06-02-2020, 02:58 PM
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HI?? Why do you have the old crank gear over the front of the new gear?? can't tell where you have the new gear set at??
good luck
tim
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post #7 of 74 Old 06-02-2020, 03:38 PM Thread Starter
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Quote:
Originally Posted by pedal2themetai View Post
HI?? Why do you have the old crank gear over the front of the new gear?? can't tell where you have the new gear set at??
good luck
tim
Just realized that. I had it on there so I could rotate the crank with the degree wheel on there. forgot to take it off before taking the picture. To get the valve timing to match the cam card I have the crank gear on at the - 4 key slot position, with the - 4 tooth lined up to the dot on the cam gear. I can get a picture but it'll be tomorrow.


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post #8 of 74 Old 06-03-2020, 12:38 PM Thread Starter
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Additional photos of the timing set and also going to use the MSD distributor drive gear set. MSD #8005 & #8007
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post #9 of 74 Old 06-03-2020, 01:14 PM
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Do you plan to keep the T5 with a healthy 360 in place of the 6cyl?

When passion and skill work together, the end result is often a masterpiece. - John Ruskin
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post #10 of 74 Old 06-03-2020, 02:19 PM Thread Starter
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Do you plan to keep the T5 with a healthy 360 in place of the 6cyl?
I thought about it, just to make it easy and see how it turns out, but my luck it wouldn't work out too well. I'll be adapting a NV3550 to the D300 using an Advanced Adapters kit. I'll have to make some drive shaft modifications as the Nv3550 is just a little longer than the T5.


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post #11 of 74 Old 06-04-2020, 03:31 PM
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Quote:
Originally Posted by cjoffroad View Post
I thought about it, just to make it easy and see how it turns out, but my luck it wouldn't work out too well. I'll be adapting a NV3550 to the D300 using an Advanced Adapters kit. I'll have to make some drive shaft modifications as the Nv3550 is just a little longer than the T5.
Good choice for a 5 speed. I think I going with the SM465 since I run a SBC already and the length with the adapter is basically the same as the T5.

When passion and skill work together, the end result is often a masterpiece. - John Ruskin
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post #12 of 74 Old 06-04-2020, 07:20 PM Thread Starter
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Originally Posted by Supraquick View Post
Good choice for a 5 speed. I think I going with the SM465 since I run a SBC already and the length with the adapter is basically the same as the T5.
Nice!

I wanted to stay with a 5 speed running 4.10 gears. I lucked out in that the '78 project I picked up last year included a rebuilt NV3550 in the deal. I'm using the AA kit that keeps the mechanical clutch. I contemplated going to hydraulic clutch but I think this will work for now.
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post #13 of 74 Old 06-05-2020, 08:06 AM
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Quote:
Originally Posted by cjoffroad View Post
Nice!

I wanted to stay with a 5 speed running 4.10 gears. I lucked out in that the '78 project I picked up last year included a rebuilt NV3550 in the deal. I'm using the AA kit that keeps the mechanical clutch. I contemplated going to hydraulic clutch but I think this will work for now.
That's sweet and the adapters are nice and compact with some rotation ability. I like the mechanical clutch direction too, hydraulic replacement is just a lot of work to replace down the road.

When passion and skill work together, the end result is often a masterpiece. - John Ruskin
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post #14 of 74 Old 06-06-2020, 07:58 PM Thread Starter
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RPM heads, timing cover with oil pump, and water pump bolted on.
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In case anyone is wondering....
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post #15 of 74 Old 06-08-2020, 08:05 PM Thread Starter
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I got the valve train geometry figured out using an adjustable pushrod checker. Ended up with a 8.050" pushrod which seems to be the norm with these RPM heads. Crane roller rockers and polylocks installed.
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