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Old 09-04-2011, 10:51 PM   #51 (permalink)
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Looks like it's coming along nicely!
P.S. I feel you on those driveshaft bolts, I've had to cut off a couple myself.
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Old 09-04-2011, 11:23 PM   #52 (permalink)
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Quote:
Originally Posted by Wookie View Post
Looks like it's coming along nicely!
P.S. I feel you on those driveshaft bolts, I've had to cut off a couple myself.
Ya, they can be a pain in the ass I vaguely remember rounding one off years ago when attempting to swap the engine or maybe I dreamedit who knows. Either way AMC used a goofy ass 6 pointed head like a reverse torx for some reason. Stupid assholes.

Did a little research back at home and figured out why my pilot bushing wouldn't fit. Since my 360 came out of a Wagoneer with an automatic it has a small sleeve installed in the rear of the crank. I'll try to remember to get a pic tomorrow. There are two different sizes depending on whether the vehicle was equipped with a Turbo 400 or a 727 tranny.

It looks like a freeze plug so I should have it mangled up nicely by the time it comes out.
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Old 09-05-2011, 05:00 PM   #53 (permalink)
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Got the sleeve out of the crank about as easy as I thought, mangled and ugly. Just grabbed it with a pair of pliers after this and it came right out.



Now the new one fits like a charm



About this time I was getting pretty excited. Since I had the shop to myself I planned on having the new engine and tranny swapped in by 3 o'clock and start on the next step.

Went to put the clutch on only to find that the clutch alignment tool sent with the clutch would not fit inside the pilot bushing. I should have took some pics of this part but I was getting seriously pissed off. Imagine someone trying to lineup the engine on chainfalls with the input shaft of the 250lb tranny while it sat on a bench. Talk about frustrating Finally said screw it and drove the 15 miles to O'reillys to look at their alignment tools. Found one with the correct size and spline count but the end that goes into the pilot was too small. Decided I'd just wrap it in tape to make up the difference. Problem solved.

Get back and install the clutch.


Next, I have to get the trans and transfer case out of the red one. Pull it in and start dissasembly.



One of the bolts that hold the clutch linkage to the bellhousing was broken off so I had to get out the drill. Centered the bit and drill it completely through to the other side. I do this every time I need to deal with a broken bolt ever since I broke an easy out off in another bellhousing just like this. Those easy outs are hard as hell and take forever to drill through. It came out easily though. Rusty is happy

Luckily someone down the line had changed the bolts to hex heads instead of those dumbass ones that AMC used, thank god. Here's the dirty bastard on the floor. This combo will be going back into the white one to make it driveable.



Only thing left to do was to put the throwout bearing on the transmission input shaft, install the clutch fork, bolt on the bellhousing, and bolt the engine to bellsousing.

Come to find out the factory jeep throwout won't fit over the input shaft on the Ford tranny. About this time I'm seriously cussing Novak. They made no mention of the bearing and when I asked which clutch and fork to use they said to just use the Jeep stuff. I run back to the O'reilly store for a Ford throwout. Over the phone their measurements seemed close enough but when I get back to the shop it's loose on the input and won't work with my clutch fork. Those mothereffers at Novak are gonna get belittled via phone call and email tomorrow. They're lucky they weren't working today because someones mother was going to be insulted.

Two 30 minute trips for nothing, numerous snags, and me being a greasy bastard by this time had taken the wind out of my sails. I cleaned up the shop, tucked my tail between my legs, and came home

I almost feel sorry for the guy that answers tomorrow at that place but not quite. They've single handedly taken at least a month away from this build with their ineptitude and ignorance. Between the tranny mistakes and now this bearing problem I'm gonna let them have it.

Thanks for reading and I hope to have another update in the next few days. Maybe have to move on to the power steering swap or the tilt column change in the mean time while I figure out the bearing situation.
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Old 10-10-2011, 08:55 PM   #54 (permalink)
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I'd forgot about this thread until the other day and didn't realize how much further along I was Turns out my ban happened right after the last update and after getting a little more work done I took a few weeks off from working on it. I'm a lazy bum

My buddy who owns the shop has been out of town the last few weekends so that slowed me down and I've decided to change directions on this build a little bit. I'll explain later.

After calling the Novak place complaining about their misinformation on my swap it turns out that I received the wrong throwout bearing with my clutch kit somehow. I felt bad about talking shit for a second at least.

They ship me a new throwout for no other reason than I needed one since I didn't buy the clutch from them, starting to like these guys btw

It worked perfectly and after mating the transmission to the engine we set it in the jeep. Something wasn't right, there was an inch gap between the mounts and the framerails for some reason even though I used everything off the old jeep. We fabbed up some spacers and got it set in there anyway. Forgot pics of this.

Next problem was the crossmember. Because the tranny I bought from Novak was originally a 2wd the mount that was on the tailhousing wasn't there anymore. That put the mount location about a foot further back since the adapter from the transfer case has the mount on it. With my fabrication skills being very limited I was lucky to have a couple friends that were skilled at it

They used some 1x2 metal on the ends and a small pice of channel to house the mount.

This pic shows the pieces used on the ends and the tabs that the yellow pieces will be bolted to. Jeff welded the tabs to the frame. Note the angle of the ends of the yellow pieces to have it lign up square with the frame.



This pic shows the c channel that will house the mount.



I wish I'd have taken a pic of the factory skid/crossmember to show how far it rests below the frame because I gained 3-4 inches of ground clearance with the fabbed one. We put a level on the carburetor base to make sure every thing was level before we did this too. I have no ideea why jeep ran that low hanging, anchor of a crossmember on a 4x4
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Old 10-10-2011, 09:06 PM   #55 (permalink)
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During the offtime of this build I did some serious research on how to stretch the wheelbase, axle strength required for successful rock crawling, and basically just observing what other gentleman had done to become avid crawlers. My project did not fit the bill basically.

The rear axle on mine will be an AMC model 20 with replacement of the two piece axle shafts which is their main weakness aside from bending the axle housing. Basically a beefed up half ton

The front axle is a dana 30 with a puny ring gear that has the lowest gear ratio possible, 4.88. Even with the chrome moly shafts and bigger axle u joints the high number of gear teeth mean that they are smaller which is not good. Fine for trail riding but not for the rocks.

I have since abandoned the wheelbase stretch that I was planning. It will not get the comp cut on the rear quarter panels turns out.



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Old 10-10-2011, 09:25 PM   #56 (permalink)
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I still plan to stretch the wheelbase a little but not to the degree that I was wanting. Maybe 2-3 inches in the back and a 3-4 inch stretch in the front at most.

Stupidly I had abandoned the idea of competing in the stock class during mudraces in hopes of conquering the rocks but have since came to my senses. Mud racing is a load of fun unless you're getting you're ass kicked every time Being in the unlimited class due to wheelbase alterations would have killed the fun.

The new plan is to use this rig for nothing other than trails and the occasional mud pit while I build a dedicated rock crawler. I actually regret putting all this money into a lesser vehicle but I should be able to ring on it hard on the trails, steer deftly around obstacles, and occasionally best the big rigs on certain areas of our favorite wheeling spot without worry of breaking it. This is one of the most overbuilt trail rigs ever.

The most pressing issues while moving forward with this are a 4:1 lowrange kit for the Dana 300 transfer case and the need for new driveshafts. The rear driveshaft letting go the last time out makes me think I need new outputs for the transfer case that house bigger joints and different style caps for more rigidity. New outputs and custom length, heavy duty drivshafts will be about 400 a pair. I also need a new set of headers because the fenderwell exit ones will be smashed eventually and the spare set I had have rust holes in the tubes somehow. I made the mistake of buying cheap headers once and it never happened again. Every pair since has been at least 350 bucks and have very thick mounting surfaces as well as sturdy exhaust flanges. It's always worth it.

Not sure when the next update will come but hopefully sooner rather than later. If I can get excited about it again the whole swap could be done in a weekend since the big stretch is no longer needed. This thread will give me motivation though so I'll probably be back at it tomorrow. Once the power steering is swapped, the seats, steering column, and console are the only thing left aside from the axles and tires. The winch will need swapped too I guess along with the front bumper but it'll be much less troublesome than what I had planned.

Hope someone enjoys the read and maybe the updates will start coming more often
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Old 10-13-2011, 08:46 PM   #57 (permalink)
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I want to marry your jeep
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Old 10-13-2011, 08:54 PM   #58 (permalink)
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I'm glad you like it, thanks

Went by the shop the last two nights but my friend had some family crap yesterday so I left and today his wife came by raising hell about some nonsense so I hightailed it outta there. Probably the same shit as the day before

I'm hoping to start back on it Saturday morning and get as much done as possible. Power steering, steering column, seats, and some other small things would be a good day. Especially since I've made no progress in a month

Wish me luck, Rusty
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Old 10-18-2011, 10:31 PM   #59 (permalink)
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This is all work done before I went camping on Saturday. It's a pain to email pics and then have to upload them to the photobucket so I procrastinate

I got started around nine o'clock in the a.m. Pushed the jeep in and started pulling the engine. I've decided to use my old headers since I won't be rock crawling and the mufflers won't be in danger. Unfortunately I had to steal the motor mounts off the old jeep so it was resting on the headers I needed. Out comes the engine.


And the winch and bumper.


I'll need the old steering gear and pump to change to power steering.
Ordered a seal kit today for it. It's greasy as fawk so it's probably leaking.

Went ahead and installed the pump on the new jeep before I forget how it mounts.

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Old 10-19-2011, 09:07 AM   #60 (permalink)
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Rusty What Is Your Profession! Mechanic And Hunter Sir!
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