Why not bolt an A-518 od unit to an A-727 with the amc bolt pattern? The 4l80E needs a lot of computer and sensor inputs to work correctly. I am not sure an AW4 would be up to the task of a track car.

 

I'm asking about the AW4 because it's what I commonly see in the yards. I'm just not going to find a 727. If I knew more about the A-518, I would have bolted that up to the Eagle years ago instead of taking a 1000mi+ journey out to Chico last year to pull a T-5 out of a Eagle mislabeled with the 3spd auto. This stock car is oddly limited in choices. If I find a compatible 2WD transmission it's going to be another nightmare 904 out of a Concord or Spirit and they're junk. These are extremely rare drops that happen once every 5 or 6 months and the last one was loaded with broken glass. I'm pretty sure those cars didn't get any other automatic but they're also a ticking timebomb with me on consistent flat highway. I mean something is really wrong here. I'd just as soon replace my FMX with the AOD if I could do that.

I commonly look around on Jeeps and once found a 2WD AW4 variation last year but it's extremely uncommon in a Jeep. The last one listed in a RWD Cherokee within 100mi of me was in January, so they're definitely around but I don't know what to check when pulling it. I'm assuming it wasn't exclusively issued to the Cherokee and exists in Toyota pickups and various Lexus V8 models that are built to handle extra torque. From what I've seen all over Wiki, NAXJA, Supra forums and tons of broken links recovered by Wayback, it belongs to a family of 30-40LE Aisin Warner transmissions that exist as a A340/A341/A343 variant with either the E/F or another suffix that seems related to internal design. I don't know how to identify these. I'm thinking it makes sense to pick the AW-4 bell, pump, converter and flexplate from a yard Jeep then swap them onto a 2WD variation of this transmission to make a AMC compatible transmission. It is called AMC V8 pattern for a reason but I'm unfamiliar with the circle pattern, pilot size needed on a crank I don't have at the moment and the depth the torque converter sits in the bell housing. I need a LOT of information or this is going to get $$$$ and fast.

 

Yes the 2wd an AW4 unit is rare in areas that get snow. Down south they are more prevalent. It will also need the TCU to go with it transmission control unit. Didnt the 727 come in V8 Grand Cherokees during the 80s and 90s but only in 4WD.
Ron

 

The bolt pattern on the 6 bellhousing is the same as the 8. Check the Novak website to see if the snout of the converter is the same size. You would need the V8 flex plate. Have you looked at the AMC eagle website as it has some good swap info.

http://forums.amceaglesden.com/

Ron

 

The bolt pattern on the 6 bellhousing is the same as the 8. Check the Novak website to see if the snout of the converter is the same size. You would need the V8 flex plate.

I've assessed that the bolt and bell patterns are the same but I'm unsure about dimensioning because of input shaft length and how deep the converter is supposed to seat. The flexplate can go one of two ways: Either I reuse the 304/360 plate and use the appropriate torque converter that works with that bolt circle or I use a 4.0 flexplate, unbalance it for the crank and bolt that up. It depends on when I pull the crank.

Have you looked at the AMC eagle website as it has some good swap info.

No it doesn't. This isn't a 4x4 and the Eagle was never issued a V8. Some people on there know some things but it's not the right place for this question. I've already manual swapped an Eagle last year and the only reason that went flawless was because I picked the bell and NWC T-5 from a 1982 Eagle that immediately proved that specific combination of bell, input shaft and throwout was the defacto assembly for this car. Completely idiot-proof. It currently sits in my 1983 wagon with a Jeep 4.0 flywheel, 258 pilot, throwout and clutch, native 258 bell and the factory TF998 automatic crossmember.

I will most likely not be this lucky. In fact, last I checked, the American doesn't populate any yards and the swap I'm doing isn't factory. I want to keep this RWD and automatic. I'm looking at the A340/A341 but have no way of identifying them from one another and it looks like I'm not going to pick this from a Jeep. Radesigns has the electronic shifter thing figured out for me but I'm stuck on how to source the transmission itself. It's common on 4WD Jeeps and I need a RWD version preferably with a deep first gear and some way to swap in performance parts like additional clutches and maybe a billet planetary. So far every performance shop is telling me to avoid this transmission because it's electronic but the ones that see past that tell me of exploding planetaries, sprags and drums. Some of them put me into an endless calling circus with people that know nothing about this transmission and the ones that get to hear the transmission I have now wonder how the planetary hasn't grenaded. I just went over it. Looks great. These people are definitely not very smart.

When I open up the transmission diagram, the sprags definitely look like the weakest component and maybe I'll be able to engineer something better for it later on but this is a preemptive pick and rebuild so I'm not stuck with NOTHING after a $$$$ engine swap. For now, here's what I've got:
Rear: AM20-3.31
FMX: 2.40 1.45 1.00 -2.20
These are my options:
A340H: 2.80 1.53 1.00 0.71 -2.39
A340E: 2.53 1.53 1.00 0.70 -2.39
A341E: 2.53 1.53 1.00 0.70 -1.88

I need to avoid any chance of that super tall reverse. The slightly deeper 2.53 might be okay to launch a few dozen times but I want that 2.80 gear. Is there a Toyota or Lexus outfitted with this or any kind of case marking or tag that will indicate the gearing profile? Anything like that would be perfect. Of course I'm still going to be mocking up depth and dimensions for the bell swap, pump swap and maybe a deeper oil pan and filter...Gotta love shopping in the junkyard. :shhh: