Navigate by either by hovering over and clicking the flyout navigaitons to the left of this site, or by sleecting from the top which section of the website you'd like to navigate to.
This window you're reading is the Flex Pane. Its a window designed to present content to you without breaking the flow of reading the website. To the right are the controlls you'll need to operate the flex pane. to the right you can find Contact information, Email forms, Checkout using our webcart, and Search. You can also find hotlinks to these controls at the bottom of your screen.
The website will present to you shop boxes like the one below.
You can click on these shopboxes to add items to your wishlist and web cart. your webcart and wishlist can be accessed by clicking the cart icon to the right of this help menu. You also checkout using the same window.
PO Box 3367
Logan, UT 84323-3367
(USPS or private company only)
648 West 200 North Suite 1
Logan, UT 84321
(see Return Policies for RMA info)
Please fill out the following form to email Novak.
We wish we were able to answer general technical questions, but the sheer volume of mail we get requires that we focus only on our customers and prospective customers to whom we have a duty.
We focus generally on GM powertrain swaps into Jeeps, and with some expertise in classic Ford swaps into Jeeps, and some limited classic Dodge swaps into Jeeps, and other products as outlined in our Catalog. We are not likely able to help outside of this.
If you are exchanging parts from Jeeps to Jeeps, consider the truism that "the hardest parts to swap into Jeeps are Jeep parts" and that we probably don't have the answer to help.
Take an entertained moment and scan our Mythology vs. Actual Observances article. If one could condense four decades of Jeep conversion sense into one short article, then we think we've done it.
It is most helpful to us for you to let us know as many relevant details about your Jeep and project as possible. Tire size and axle ratio (actual or intended, to the best of your knowledge), anticipated use or style of driving (trails? street? rocks? racing? all the above?) can be very useful.
Existing customers may request that product instructions be sent to them. Please have your invoice number and contact your salesman directly, or contact us through our phone system for express support.
Any other requests for instructions will be passed over.
When responding back and forth with us, keep our previous conversations intact. A few bytes of text are cheap yet informative.
If you are mailing from an account that may have been implicated as a source of spam, it may not make it to us. If you've not heard from us in a few short days, you may wish to resend from an alternate account.
Note that our replies occasionally bounce back from certain mail services or those with full mailboxes. Hotmail, AOL and a few others have been problematic in some instances.
Information requests for vehicles other than Jeeps are prioritized on our knowlege of them. Where our focus is so heavily on Jeeps, we will probably not have any helpful information about swaps in other vehicles.
The T86 is a top loaded, top shifting, three-speed transmission. The T86 is fully synchronized in the second and third gears.
The T86 transmission is 9" long and features a cast iron top cover that is retained by six bolts and a main case of cast iron.
With the advent of the Buick V6, the T86 three-speed transmission was first installed in the Jeep CJ in 1966. It was retained through mid-1967, at which point it was replaced by the T14 transmission.
The T86 is very similar in appearance and build to the Jeep T90, and these gearboxes can be confused with each other on first glance. The T86 will typically be cast with "T86AA" on its case. Also, upon internal inspection, one can confirm it as a T86 in that all gears are helically cut, including the first mainshaft gear.
All T86 transmissions have a 1-3/8" x 6 spline output shaft for mounting the transfer case input gear. The T86 featured a 4" diameter rear bearing retainer as the centering locator. The Jeep T86 was factory-married to the Jeep Dana Spicer Model 18 transfer case, and only the large input bore versions.
The T86 was factory married to the Buick V6. Because of its strength, it is not often adapted to upgrade engines.
The T86 and AMC eras are anachronistic and the transmission was never joined to an AMC engine. There are neither factory nor aftermarket provisions nor compelling reasons to do so.
The T86 is straightforward to rebuild, not too dissimilar to a T90 rebuild.
The T86 was put forth as a transmission capable of handling the greater torque as offered by the rowdy Buick V6. The gig was up after only two years of customer's field use, as the actual durability of the transmission fell short of the advertised strength. However, for normal to moderate usage, the T86 is usually adequate.