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V8 engine swap for 62 CJ 5

Discussion in 'Early CJ5 and CJ6 Tech' started by V8Lover, May 23, 2004.

  1. May 23, 2004
    V8Lover

    V8Lover New Member

    Brownsville Texas
    Joined:
    May 23, 2004
    Messages:
    3
    Hello all, I am currently working on a 62 cj5 that I bought about six months ago. It has the F134 motor in it, and the motor is just about dead. I have looked into rebuilding it, but have deceided instead to drop a v8 chevy motor into it. I have an old rusted up 74 chevy truck, that has a rebuilt motor and tranny with less than 10,000 miles on it. It has a t350 auto, and I also have a 4wd t350 that I could adapt to the 18 transfer case that is currently in the jeep. Has anyone done this on here? The radiator in the jeep is already bad, so I know that I will need to replace it anyway. My biggest question, is how moch of the shroud am I going to have to cut off of the front grill? Also, will there be any firewall interference as I would like to install a fiberglass tub in the future (saltwater and metal tubs do not work well together). This jeep has 5.38 gears, and I know that they will need to be changed, as I am only going to run 32" tires on it. I also have a rear axle out of a 74 cj5, but it has the diff in the center. It already has 3.73 gears in it, and I am wondering if I would be better off going with this axle and a 300 transfer case? Sorry for all the questions, but I have owned three 80's model cj7s, and they have all had V8 motors in them. This jeep is going to be used for running up and down the beach for surf fishing, and I would like to have something with some power for playing in the dunes. I would put a V6 in it, but I already have the V8 and would only need the transfer adapter, motor mounts, radiator, and drive shafts. Any help would be greatly appreciated. Thanks, Robert
     
    V8Lover, May 23, 2004
    #1
  2. May 23, 2004
    kamel

    kamel Senior Curmudgeon

    Erlanger, Kentucky
    Joined:
    Jun 10, 2003
    Messages:
    891
    I'm not sure how far you are from me, but I buy F-134 engines.

    Even tired ones.

    kamel
     
    kamel, May 23, 2004
    #2
  3. May 23, 2004
    w3srl

    w3srl All-around swell dude Staff Member

    Port Orange, FL
    Joined:
    Nov 6, 2002
    Messages:
    4,275
    Welcome from PA. Where are you from?

    First off, I would suggest that if you are looking for a V8-powered beach buggy, you are probably much better off looking for a later-model CJ such as what you have had before. There are several very good reasons for this:

    1. The 80" wheelbase of an early CJ-5 poses some major challenges to a V8 swap. It is inherently unstable, and with a V8 on board the temptation to push the Jeep faster than about 45 MPH is there. Things can get VERY exciting very quickly :shock: at 50+ MPH.

    2. The short stature of the ECJ5 also means that the driveline is very short to begin with. Stuffing a V8 with an auto tranny behind it will net you a VERY short rear drive shaft. Something on the order of 10" total length is not unheard of. That will induce some very interesting drive line angles, etc. In addition to cutting the shroud to add clearance, I'm almost certain you will have to hack the firewall to clear the distributor also.

    3. The adapter to put the D18 onto the GM tranny will set you back half the cost of the F-134 rebuild. Prolly around $400-500 bux.

    4. The stock Ross steering setup will have to go, in order to make room for the V8. A saginaw swap is pretty straightforward, but again, there is the $$$ factor.

    5. The stock Dana 27/44 axles are going to be kinda marginal for V8 power as well. If you have a very light foot, you may do OK, but they will break regularly under big tires and rough play, especially deep mud and rock crawling. They will work mind you, but this will be your weak link.

    6. The stock 10" brakes on the ECJ5 are less than marginal, IMHO they are dangerous for daily use. Even with constant adjustment, they still have the tendency to make the Jeep change lanes on a hard stop. 11" drums from a Waggoneer or the GM disk swap are bolt-ins.

    I'm sorry to rain on your parade, but I just think that a V8 swap into an ECJ5 is not the easy swap that it appears. That and the fact that the F-134 is almost perfectly suited for what the Jeep was intended to be used for, low-speed crawling and off-road playing. YMMV, please keep us posted.
     
    w3srl, May 23, 2004
    #3
  4. May 23, 2004
    66cj5

    66cj5 Jeep with no name

    NorthWest Indiana
    Joined:
    Sep 10, 2003
    Messages:
    2,084
    I would rather have the v-6 over the v-8. Keep the weight down. 200 horespower can be made from the 6. and with soaring gas prices, 2 less pistons equal more mileage.
     
    66cj5, May 23, 2004
    #4
  5. May 24, 2004
    scott milliner

    scott milliner Master Fabricator

    Seattle Wa.
    Joined:
    Dec 17, 2002
    Messages:
    2,362
    scott milliner, May 24, 2004
    #5
  6. May 25, 2004
    BESRK

    BESRK New Member

    Newport News, VA
    Joined:
    Oct 19, 2002
    Messages:
    17
    I swapped the combo listed below into my 71. It is tight. I started by cutting as far into the grill as possible. As a matter of fact, I dimpled the headlight buckets with a hammer to clear the radiator. Speaking of radiators, I used a Be Cool universal fit radiator (I think it was 19"x22" or so) and fabbed up my own mounting brackets. The Jeep normally runs around 185-190 all year. I mated my 350 to my NP435 using a Lakewood Scattershield that I redrilled. Then I just had the front bearing retainer macined to fit the bellhousing and Chevy throwout bearing. Mated the tranny to the D300 using a Novak adapter with mainshaft (500 smackaroos). Used the same centered D44 that you have and wound up with a rear driveshaft length of 15.5 inches (Tom Woods CV shaft..400 clams). Not sure how my fiberglass tub compares to a stocker but my HEI just fits (it's about 1/2" away from the firewall). Even if it interferes, you can pound/cut/box the firewall for clearance). Used Saginaw power steering from a donor 85 Chevy wagon and a column from a 70 something Camaro (tilt wheel). Coupled them with parts from Flaming River. Used an 80 something CJ hanging pedal setup and mated it to a hydraulic linkage (Tilton 1" master cylinder, 80 something CJ slave cylinder, and a cut/spliced Camaro fork). I had a lot of trouble getting the clutch to disengage right while still maintaining a decent pedal weight. Sorry for the long-winded version. If you have more questions feel free to email me at DPSHTER2@COX.NET
     
    BESRK, May 25, 2004
    #6
  7. May 29, 2004
    Jeepnut67

    Jeepnut67 New Member

    Mammoth, AZ
    Joined:
    Aug 25, 2003
    Messages:
    49
    I actually have the 350/th-350 combo in my 67... rear driveshaft is 12 inches long "at rest"... angles arent an issue at all even with 3 inches of lift (enough for 33's). Since I started with a V-6 I only had to modify the existing motor mounts, but the crossmember is 9 inches further back than it used to be. I used a crossflow radiator out of a 65 BuickSport Wagon when I first put a 300 Buick V-8 in it, and it ran cool enough, but I do plan on finding a aluminum radiator aftermarket to cool the 350 in the AZ heat. PM me and I'll answer any questions about the TH-350+350V-8 swap you might have. BTW.. no firewall cutting involved here... and plenty of space between the fan and radiator...
     
    Jeepnut67, May 29, 2004
    #7
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