Adapting

AMC I6 & V8 Engines

to

Ford Style Transmissions

Conveniently, no adapter is required to marry Ford truck transmissions to some AMC bellhousings. Procedure and available parts are detailed below.

Compatible Engines

All AMC I6 & V8 engines made from 1972-2006 are compatible with the above bellhousings and therefore this conversion, including the 232, 258 & 4.0L I6 as well as the 304, 360 & 401 V8's. Earlier AMC V8's may be compatible; details below.

Compatible Transmissions

All of the Ford “butterfly” style truck transmissions are compatible without modification using this bellhousing. The Jeep T18 has only one bolt hole different, the bolt near the clutch fork is higher on the Jeep version. Usually the OEM bellhousing has both patterns in that era.

Compatible Bellhousings

The OEM 1976-1979 T150 & T18 bellhousing as well as the 1980-1986 T176/T177 bellhousing will work as they came from the factory with the Ford transmissions patterns already.

The SR4 / T4 /T5 bellhousing is similar but uses a different bolt pattern. It is possible to modify it by welding holes closed and re-drilling the pattern, but best to start with the right bellhousing instead. SR4 / T4 / T5 bellhousings lend themselves to a GM transmission with some minor machining. See this page for SM465 or this page for SM420 information.

AMC bellhousings in 1972-1975 CJ's and other trucks are incompatible due to their longer depths and transmission face bolt patterns. No bellhousings after the 1986 CJ models are compatible.

Available Bellhousings & Kits

Both new and good used bellhousings are available, featuring the correct bolt pattern for Ford "butterfly" pattern transmissions, such as the T18, T19, NP435, etc. All Novak bellhousings (new or used) are dialed in to true concentric center, since all other aftermarket bellhousings are poorly centered, and AMC engines offer no corrective dowel pins as a remedy.

Bellhousings are available solo, or kitted. Used bellhousings are deep cleaned and vapor honed for a terrific new look.

Kitted bellhousings in new or used versions come with new: clutch release fork, boot seal, pivot ball, and retention spring.

Early AMC Cranks

Not all AMC crank flange bores are the same. Early engines, 1971 and previous - as well as those with automatic transmissions around this era - featured a ~1.8" step (see image to the right) or a shallow recess instead of a ~1.8" centering bore as found on later AMC V8 engines. This distinction is important to make if adapting to a transmission where the pilot bushing is positioned further rearward due to a shorter input shaft length. All early and late cranks (in our documentation) feature a pilot bushing bore (the deeper bore in the crank) that is just over 1" in diameter whether they have the above step-bore, or not. On the later engines you are placing the pilot bushing where an automatic transmission would normally index the torque converter. Also be aware that on AMC engines originally equipped with a TH400 automatic transmission there may be a thin centering ring that will need to be removed to install the larger pilot bushing. If the bore measure ~1.7” instead of the expected ~1.8” you’ve got the bushing that needs to be removed. That ring 5352374 is located here.

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