This kit is for Jeep Wagons & Trucks that were factory equipped with the I6 engines and the Borg-Warner T98.
The adapter is 1-1/2" long, machined from high-grade aluminum alloy, featuring thick flanges, a heavy cross-section. This kit is used in conjunction with the 1" iron factory adapter plate found in these trucks. See descriptions below for bellhousing options.
The adapter is easily installed onto the T98 using normal mechanics tools. Transmission disassembly is not required for the scope of this project. Instructions are included.
Included is the adapter housing, GM bellhousing locator / throwout sleeve, seal, and hardware.
Nearly all GM Generation I-III engines are compatible with this conversion, including Chevrolet Small Blocks, Gen III+ V8's, Chevrolet V6's and Chevrolet I6 engines. Also, Buick, Olds, Pontiac, and other GM engines are compatible with this adapter assembly if you have a standard shift classic GM bellhousing and flywheel for your engine. Even some of the front wheel drive and unique engines could be made to work with this adapter using certain factory or aftermarket bellhousings sharing this common bellhousing / transmission bolt pattern.
The classic Chevrolet bellhousing, with the four-bolt rear pattern. Buick, Olds, Pontiac and other bellhousings with the same rear face are equally compatible.
your GM bellhousings will typically feature either a 4-11/16" rear face bore or a 5-1/8" rear face bore, the latter typically only from Chevy / GM trucks from 1968-1991. Our adapter will works natively with the smaller bore bellhousing and with the larger bore bellhousing if you choose the 5-1/8" press-on spacer ring. If you are unsure of your bellhousing bore, buy the ring and return it after your build if it turns out you don't require it. See Related Products, below.
Because of the 1-1/8" x 10 spline configuration of these transmissions, use an off-the-shelf GM clutch kit (pressure plate & disc) with this conversion.
Be aware of the following clutch configurations - see Related Products below for more information:
The pilot bushing included with most clutch kits will not be compatible with the pilot tip diameter of these transmissions. See Related Products below to select your proper pilot bushing.
The factory style bellcrank linkage system can be retained if the installer uses a GM release arm, #RAGM. This release arm is the best choice of release arm for either a GM engine swap in 1972-1986 CJ models, and some FSJ Jeeps - with the factory mechanical release system (not hydraulic). It's proper length gives the correct release action for GM clutches and is compatible with later rod & bellcrank linkage systems found in these Jeeps. See Related Items, below.
Some installers use this as a time to upgrade the factory's direct bellcrank style linkage with hydraulic release. Master cylinders from later CJ's and YJ Wranglers (the 1987-1990 version being most popular) can be installed on earlier CJ firewalls, and your GM bellhousing will accept one of Novak's popular #HCR Series slave cylinder kits, which include the release arm. For these and the appropriate hydraulic clutch line, see Related Products, below.
Clutch release bearings need to be a GM compatible unit. Because of the various heights of pressure plate fingers, consider Novak's adjustable throwout bearing assembly, available in Related Products, below.
For more theory and in-depth discussion about clutch systems, see Novak's Guide to Clutches, Linkages and Bellhousings.
This kit is for Jeep Wagons & Trucks that were factory equipped with the I6 engines and the Borg-Warner T98. Jeep T98's can vary, and some versions require special adapter components.
For M715 trucks, see our #C715 kit.
Novak engine mounts are available to ease the installation of your GM V6 or V8 engine. Novak has engines mounts for most Chevy, Buick and GM Gen III+ V8's.
Novak's engine mounts, feature vibration dampening, superior strength and useful adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.
Engine placement in these Jeeps should consider the following points:
Since Jeeps featuring the T18 transmission are "high-hood", clearance for classic Small Block and high Vortec (truck style) intakes and accessories are not a problem.
Driveshaft length changes may be required. Chevy engines (with their rear distributors) can install around 3" further forward than AMC engines. It is also recommended that LS family engines be installed 3" further forward than the factory block (using the back face of the block as the datum point) for exhaust clearance, firewall access, etc.
Because of the engine placement and transfer case SYE kits are frequently installed with many of these conversions, you may end up with a longer rear driveshaft (very desirable for lifted Jeeps) and a shorter front driveshaft.
Some installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.
Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or “CV style” rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.
Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.