Frugality required

My son is building a CJ5 with a Dauntless. He wants to take advantage of an overdrive. Understanding that a compromise in the drivetrain is the best solution, and he really doesn't want to use a T90, what is the least expensive way to go, that will give reasonable service, on and off road?
?

 

OK V6 ...........what gears are in the axles now and a Dana 18 TC I assume? Depending on how he will use the Jeep there is nothing wrong with the T-90 3-Speed. The OD may or may not be a good Idea based on final drive ratio.

 

We'll get into the axles this weekend. I believe front is D27 and rear is D44. TC is an 18. We want to change out as little as possible.

 

I'm happy with the stock T14 in my '70. They are maybe a little stronger than a T90, and they have a synchro 1st gear.

Don

 

I agree with Terry. Unless the plans include tires larger than 33's, the T90 will likely be fine-if driven with a bit of restraint. The other two options that don't require a huge amount of extra work would be the T14 and T15 3 speeds. I can't think of anything else that's real easy. The T15 will likely require driveshaft work (an inch longer than the T90), and if going T14, make sure you get the transfercase drive gear-the only 3 speed that used a 10 spline output. If it was mine and money was an issue, the T90 would be my choice. Realize, you will still need the long T90J main drive gear and the adapter to GM.

Overdrives work really well with either 5.38's or 4.88's and probably would be ok with 4.27's. Anything higher, an OD is a waste of money with a V6 in my opinion-ie, you're not going to realize an advantage with 3.73's.

 

Scout, What "Gear Ratio's" are in the axles????? Makes a difference.

 

I have a T90 and while it's a great transmission, driving around town can be a bit cumbersome without the 1st gear synchro...

What will your son be using the jeep for?

 

The use of overdrive with a V-6 engine is not as important as it is with limited power such as the 134 engines.
Because of limited power small engines are very much improved via the gear splitting function.
Both on-road and off.

The V-6 and larger engines will also gain advantage from gear splitting.
The overdrive and larger engine gear splitting typically occurs with off road travel at idle rpm.

All sizes of engines will benefit from the increased gear span by way of compounding the FDR.

The least expensive is certainly going to be the least comprehensive, meaning the simplest solution.
Using standard CJ components is certainly the simple solution
That most certainly would be the Borg Warner T14 if he incorporates a 10 spline O.D.unit.

 

x2

 

Gentlemen. Thanks for the answers. Much for my son and I to discuss. On a related note. The tranny and TC are sitting on a pallet. Got most of the OD off. Suggestions on how to remove the planetary gear from the TC as all it does is spin?

 

Put transfer case in gear and lock the output shaft. That locking nut will be very tight. About 150 lb/ft.

 

Or, if the transfer case is still connected to the transmission, remove the transmission top and put it in two gears at once.

 

JMO - non-synchro 1st is not a big deal around town. You get into the habit of not going to 1st unless you are at a dead stop. In my experience, if you are moving at all, you can start off in 2nd. Not an issue, once you have the habits down.

 

Ken, I don't agree with that. If anything, an OD is much more usable with the V6 (or V8) simply because there is enough power to actually increase the top speed while still keeping the rpm in a desirable band torque wise. With the OD, assuming brakes, suspension, and steering are all in good condition, a 225 powered CJ can keep up with freeway traffic. Splitting gears is an added benefit, but with the extra torque and huge flywheel, not as useful with the V6 as with the 134's.

 

I love the quirks of driving around bone stock 60 year old technology, points ignition, no power anything, when the bombs drop and all the electronic devices stop working I'll still be cruising. But... if the zombies are doing more than walking that might/will be a problem, don't think I can out run them with the little four banger.

 

It is an interesting project. My only question is : is it useful to drive fast with a CJ, now that I drive mine, on roads with traffic, I am less enthousiat.
If the weather is dry, OK, but if humidity, or lot of trafic, it is more "sport".
1st gear syncro is not bad. I learned driving on old trucks, long ago, where double clutching was mandatory for more than 1st gear, but engines were slow and it was possible. There is a risk of technical problem...mehh!
Last week, a young guy nearly killed himself driving a quad in the village. The Security helicopter had to come to transport him to hospital.
My idea is not to frighten you, but I don't see the CJ as a fast car.

 

scout pilot,
Note that your transmission selection is limited by the transfer case that you plan to install.
If you are using any of the small hole D18's (3-5/32" index bore) then you must use a T90J or T98A transmission.
If you have a large hole D18 (4" index bore) you can use T86AA, T14, T15 or T18 transmissions.

John,
Well then lets just simply agree that the Warn O. D. unit is a huge asset to any early CJ.

 

Need to read the novak site with him.
I missed the reason against the T-90. If it is already there I would use it for a DD if it is going to be in rocks now is the time to prep for a granny gear 4 speed before you get the adaptor. Reguarding the overdrive it is a nice thing to have but I would get it last the speedo only goes to 90 and i would invest in a lot of other things before.

I grew up with a cheap neighbor and a frugal neighbor. One cuts corners the other finishes edges

 

For me, a '61 CJ3B with a 225 V6, T90, OD and 5:38 axles. I rarely use 1st gear in town, usually I start in 2nd direct, 3rd then OD. I have been a bit distracted at a time or 2 and started from a light in 3rd direct. Will the 225 do this, yes. Good for the clutch, no.