Ryand,
If possible, buy a pre-1967 vehicle - no emissions required.

Tony

 

https://www.dieseltruckresource.com/...2A#post2164996


I considered the NV3550, but chose the AX15. After reading all the complaints of grinding & synchro failures with the NV3550 coupled with the fact that I drove a 1995 4.0L/AX15 XJ to 280k miles without a single transmission related issue, I decided on the AX15. On paper, the NV3550 has a higher torque rating than the AX15, but in reality the AX15 seems to be a more rugged and reliable transmission. A guy on www.4btswaps.com swapped a Cummins 4BT into a TJ and retained the AX15. He has several thousand miles and a few rock crawling expeditions on the conversion and the AX15 is still intact.

http://web.mac.com/my96z28ss/Jeep/Welcome.html

http://www.4btswaps.com/forum/showthread.php?t=447

http://www.youtube.com/watch?v=NwTF01PK1iE

I think Phoenix Castings now sells an adapter set to bolt the AMC patterened AX15 bellhousing to the B3.3T. The adapter set uses the stock 10.4" 4.0L Jeep clutch set. This should save a few $$$.
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I considered the NV3550, but chose the AX15. After reading all the complaints of grinding & synchro failures with the NV3550 coupled with the fact that I drove a 1995 4.0L/AX15 XJ to 280k miles without a single transmission related issue, I decided on the AX15. On paper, the NV3550 has a higher torque rating than the AX15, but in reality the AX15 seems to be a more rugged and reliable transmission.

I also have a '00 TJ with the 3550, and I like it. But for the YJ, I think I'll go with the AX15. I still have to modify just about everything else about the powertrain, so anything I can save on is helpful. Also, thanks for the info about emissions.

 

Back on page 9 there was some stuff on emissions. This may or may not be of interest to you. The whole emissions issue could be a huge problem for someone looking to do this type of conversion.

https://www.dieseltruckresource.com/...=112807&page=9

 

TDIWyse, from what I was able to find online, based on your estimations, I am well within limits. I'll try and contact ADOT and get a good bead on requirements, within the month.

I'm fairly sure AZ law only requires that the vehicle pass emissions for the model year of the vehicle, not the year of the engine. OBDII requirement exclude some engine choices, but as I have a '94, shouldn't be a problem.

 

IMHO you should be able to find a transmission alot cheaper than that. I don't see ax15s that often in you pull it type yards, but they do get there.

Another option that would only require the Chevy phoenix castings adapter is the nv3500.

 

The price was from a salvage yard that specializes in Jeeps, and it was about 6 months ago. Found an AX15 on craigslist for $75, so cheap ones are out there. It's a smoking deal, but it won't bolt up to the AMC I4 without adapters. I also have to change out the input gear on the transfer case to mate it up. As I said, I only want to do this once. I have plenty of other repairs to keep me busy.

 

Check www.car-part.com . Over the last few years, I have purchased many $$$$ in parts through car-part. You can sort your search results by price, distance, year, mileage. The lowest price part may not be the best buy. Call the salvage yard and ask questions. If you don't feel comfortable with the answers, try another yard. Also. ask for a freight quote before committing to the the purchase.

I don't understand your concerns about it not bolting to the AMC 4 cylinder. I thought you wanted to bolt the AX15 to a B3.3T? Also. I'd purchase a 23 spline input NP231 transfercase for the AX15. It will simplify your installation. I purchased mine with 28k miles for $75 + shipping.

The Phoenix Castings adapter set that I spoke of in an earlier posting is to adapt the AMC patterned 4.0L AX15 bellhousing to the B3.3T SAE 4 flywheel housing. Check www.phxgrp.com . Ask for Jim or Bill.


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95Z28A4,
My concern is this: I don't have the time, money, or all the tools to commit to a B3.3T swap. Yet. When I do start the swap, I have to replace the transmission, the input gear to the transfer case(or the whole case), and re-gear the axles. The I4 still has close 100,000 miles of life left. Getting the tranny and t/c is easy. If the AX15 would bolt right up to the I4, I would do so, and then wait to install the Cummins when the AMC went bad.

I'm trying to get a handle on the cost for this, because it will likely require a loan to purchase all the parts, with the engine taking most of it. I'm still in the planing phases. I really need a plan that will allow me to relocate things on the 3.3 so I don't have to cut into the hood, or drop the engine too much.

I'll start with the steering box, then move to the cooling system, and installing an I6 radiator with electric fan. That will help no matter what engine is under the hood.

 

Not a "bolt right up", but..........

http://www.google.com/search?hl=en&q...+ax15&aq=f&oq=

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Awesome! That helps a lot, both the technical stuff and convincing the wife to let me do this.

Another question, how much did the engine, transfer pump, exhaust and induction stuff cost? I'm not asking about the transmission, transfer case or electric fan, because those are things I'm going to do anyway, eventually.

 

You may find this helpful as well.

http://www.jeeps-offroad.com/f41/eng...housings-4740/


Too much. I estimate a $12,000 conversion when complete. I have created a spreadsheet tracking the costs of all conversion components including shipping. I've already spent over $8,000 not incuding the front axle, driveshafts, wiring (I have a QSB3.3T), exhaust, wheels & tires (~$1000), 3" suspension lift (~$600), etc.

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95Z28A4... I am seriously considering this conversion ( and I am in Louisiana , just south of Lafayette . Would you mind sharing the spreadsheet you mentioned. The guy I have found the QSB from @ cummins sent me a wiring diagram and I have a 94 YJ but the wiring looked fairly straight forward . IF you are close to me I would LOVE to see it and maybe show the WIFE ( I still have alot of convincing to do ) !!

THanks..... Hulkgreen

 

For Macet and 95Z28a4

I have a question I am confused about !!!!

On the top of page 48 there is a post about PILOT BUSHINGS !!! Did the correct pilot bushing not come in the kit from Pheonix Casting ??? From 95Z28A4's flickr pics it looks like it came in a kit ( or was that after you had found the correct parts ??)


Thanks go out to all of you who started their project before me and learned ( some by trial and error ) what works and what does not !!! The link to car-parts.com helped find the dakota 3.9 bellhousing and flywheel both for $ 100. It looks like the only diffrence in 3.9 and 5.2 flywheel is 3.9 is 10.5 inch and 5.2 is 11 inch. PLEASE let me know if the bolt pattern to crank on flywheel is the same!! My research says it is ; but it could be incorrect.

All your work will make my swap go smoothly ; so again .. I thank you !!

 

The Phoenix Castings flywheel adapter center hole is sized for a Chrysler torque converter pilot. The adapter set does not come with a bushing. The bushing you see in the pictures was machined by my brother. The pilot bearing is BCA/National SCE1295 and came with the 5.2L Dodge Dakota clutch kit. It is the same as the Jeep 4.0L pilot bearing. An off the shelf pilot bearing/bushing assembly is available. The application is 1995 5.2L Dodge Ram 1500. The part number is BCA/National FC69907. I don't like the design of BCA/National FC69907. The "spacer" between the pilot bearing and the bushing outer ring appears to be made of plastic/nylon. Hence, I asked my brother to machine a bushing.


The 5.2L flywheel as 8 "notches" on the engine side for the crank shaft position sensor. The 3.9L flywheel has 6 "notches". The 5.2L flywheel is drilled for an OEM 11" clutch, but several companies (including my favorite, Luk) makes 11 7/8" replacement clutches that fit the 11" pattern. I have my reservations about the Jeep/Dakota 6 clyinder clutch taking the abuse of the QSB3.3T's 304 lbs/ft of torque with the additional weight of the ZJ over the YJ. Hence, I opted for the 5.2L clutch. If you plan to use the Jeep 10.4" clutch, I think Phoenix Castings now makes an adapter set to mate the Jeep AX15 bellhousing & flywheel (AMC pattern) to the SAE4/SAE10 of the B3.3T. The "all Jeep" method should save a few dollars.

I do not know without a doubt that the 5.2L flywheel and clutch option is going to function properly. All the parts fit, but I won't know for sure until I have the beast on the road. I'm presently waiting for delivery of ARP 230-7306 flywheel bolts from California. The OEM Dodge 7/16-20 x 7/8 flywheel bolts only provide ~3/8" thread engagement. This is OK for a steel or iron crankshaft, but I did not feel comfortable with only 3/8' engagement in aluminum. The ARP bolts are 7/16-20 x 1.25.


I can't answer this question with 100% confidence. I'm using a 5.2L flywheel on a Chrysler small block V8 adpater set. I think Macet is using a 3.9L flywheel on a Chrysler small block V8 adapter set, also. Hence, I want to say that the patterns are the same.

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