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Pilot Bushings
for
AMC Engines
Select your transmission
Frequently adapted GM transmissions to AMC engines include the SM420 & SM465. These transmissions have a ~19/32” pilot tip diameter.
These pilot bushings install in the rear step of the crank.
Includes Ford truck T18, T19 & NP435, which have a ~17mm pilot tip diameter.
This also applies to the Jeep T18s which have been retrofitted with our T18-ISK.
These pilot bushings install in the rear step of the crank.
Two pilot sizes are used on the T14: early (1967–1971) at ~19/32” and late (1972–1975) at ~3/4”. All T15 transmissions used the ~3/4” pilot.
Installs in the inner crank bore.
Early 1972–1975 Jeep T18s used a ~3/4” pilot diameter. Later 1976–1979 Jeep T18 and T150 transmissions used a ~17mm pilot diameter. The 1976–1979 T150 has a long pilot tip which can locate in either the inner or rear bore of an AMC crank. These pilot bushings are for the inner bore.
The Jeep SR4, T4, T5 & T176 transmissions have a pilot diameter of ~19/32”.
These pilot bushings install in the inner bore of the crank.
Two pilot tip sizes are used on the AX15: 1988–1991 at ~19/32” diameter, and 1992+ at ~3/4” diameter. Verify yours before ordering. All NV3550s feature a ~3/4” pilot tip.
Don’t see what you need? Contact us — we may be able to source or machine a bushing for your application.
Installation Requirements
Removal of the old bushing and cleaning the crank bore is required prior to installation. There are a number of official and unofficial methods to remove the old bushing or bearing. Hydraulic removal using inserted grease behind the bushing (or a wet paper towel) and a precisely sized rod is a classic approach. Our preferred method is a slide puller available from your local parts store as a rental tool.
A proper drift tool or driver is recommended for installation. Do not coat oiled bronze in grease, as this plugs its pores and prevents proper lubrication afterward. Soaking the bushing for a day or longer in clean engine oil prior to installation is preferred. Freezing the bushing and lightly warming the crank can ease installation. Pilot bushing and transmission input shaft damage are inevitable if the bellhousing and transmission are not centered concentric and parallel to the engine face. We recommend using a dial indicator to verify centering on the bellhousing bore. See the Novak Guide to Clutches, Linkages and Bellhousings for directions on this method.