WooHoo! Bought a Dauntless. Need help!

I bought a Dauntless from a local guy. It will go in the 66 and replace the frozen 134. The motor was running when pulled. It has been stored under cover for about 3 years. The air cleaner is missing, but there is a plastic bag over the open carb. It includes headers but they are removed, and the ports have been open all this time. The oil is black but high on the stick. I tried to turn it over by hand but could not. I will bring it home next week, place it on a borrowed stand, and begin working on it. The guy I bought it from is a mechanic, and he feels like it should be made to run fairly easily. What do I need to do first so I don't do something wrong? I have never built an engine. The engine is complete with bellhousing. It should bolt right up to my T-14... right???

Thanks All

 

If you have the V6 T-14, the Buick bellhousing, and the plate adapter, it will bolt up. You can also use the Buick T-14 and 1971 Jeep bellhousing and thereby skip the plate adapter. There are a few different Jeep T-14s, including the one used from 72 to 75 behind the AMC 232 or 258, and the one used in pickups and wagons behind the Rambler 232.

 

AAAUUGGGHHHH! Tim- How in God's world do you know all this stuff!? This 66 came with the 134. It is frozen and I am replacing it. It has a T-14 in it, but it has 4 sticks! Since I have been working on my 79 I haven't given the 66 much time. But my son is eager-er! The T-14 has the shifter, which is quite long. There is another shifter, almost the same length, next to it, then, what I am assuming, is twin sticks for the Tcase. Any insight on that setup??

 

How do you know this is a T-14? Only the T-90 was used with the F134, all the way through '71. A T-14 will have T14A or 1302 cast into the side of the case. A T-90 will say T90.

 

4 sticks?

One for the transmission, 2 for the transfer case, the other must be for a pto or overdrive?

 

In regard to the engine if it were mine I would pull the sparkplugs and pour Marvel Mystery oil,auto tranny fluid or kerosene into the cylinders and let the rings soak for a while. I would also spray some penatrating oil into the head ports and pull the valve covers and spray thru the valve springs onto the valve stems as best as you can. Reaply as needed for a few days and then attempt to turn it by hand again.Of course once you get it turning over you will need to drain the oil to get rid of the solvents.It also may be necessary to turn it upside down ,pull the oil pan and apply solvent to the underside of the cylinders of those pistons that are up the cylinder bore a ways
.Patience is required.
What to do next depends on your plans ...complete rebuild or just try to make it run?

 

Duh! My Bad... sorry. You are correct. I can't say how T-14 got on my mind!? I was thinking T-14 all the way through the Dauntless purchase... did I mess myself up? Will the Dauntless bolt up to a T-90??



How can I confirm either OD or PTO?

 

Do you have any pictures?

a warn overdrive will look like this:



or this:

 

You need an adapter and a new longer input gear (input shaft). The longer input gear will only work with the T-90A1 transmission, and a '66 CJ-5 with a factory F134 should have the T-90C. To adapt the T-90C, you need to change the cluster gear in addition to the input gear. Novak covers this thoroughly: http://www.novak-adapt.com/knowledge/t90.htm and http://www.novak-adapt.com/catalog/kits_cx.htm

Check the used market for an adapter, or a T-90 that's already been adapted. That or a T-86 or T-14 and associated parts from a V6 CJ.

 

Well... crap! I will try to make the best of this. If I indeed have an OD transmission then I just shot myself in the foot. Novak suggests that the adaptation can be done on a T-90C, but they don't really emphasize it. Beside the cluster gear Novak says it will raise the first and second gear ratios to 3.44 and 2.98.
What does this mean exactly??
Does it mean I will lose low-end torque?
Would it be hard to start from a dead stop?
Would OD be beneficial at all in this case?
Novak suggests a SM420, among other things. I have seen threads for these trannies for sale. What is there rep?

OzFin and EricM... thanks for your input. I will follow your suggestions for prepping the engine, and I will see about getting some pictures posted.

Thanks ALL

 

I'm sorry to say that I don't really understand all this. As in differentials (axles) the lower numeric value, the higher the gear... right? So the lower ratio in a transmission will cause more "strain" on a clutch? Apart from a small lift, the Dauntless, and some headers, this Jeep will remain stock. It will not get offroad use, at least hardly ever, and then it would be light. Should I adapt the T90C w/OD to the Dauntless, or should I pull it and get something more compatable?

I'll pick up the Dauntless today and place it on a stand and squirt it full of MMO. But all of these questions are for the future plan of this Jeep, to help with the direction I want to take.

Thanks

 

I don't know - could be - I was reading the Novak site. http://www.novak-adapt.com/knowledge/t90.htm They don't make a distinction based on the axle ratio, but instead by the year.

 

I'd say your first task is to establish whether you have the T-90A1 or T-90C. If there's a tag on the top of the transmission, it will list the transmission type, or else someone here can decode the Jeep PN for you (Jim!?). If no tag, you'll need to count the teeth on the input gear - 16 teeth = T90C, 18 teeth=T90A1.

 

I have been going by my Chilton's thus far... after reading the Novak site I can see where there could be differences with overlapping housing/model numbers.

I miss the relationship b/transmission gearing and differential gearing. I understand about having a 5.38 in the rearend, but I took Novak's site to mean I had that in first gear, meaning the transmission. And that with the adapter for the T90C it would change to a 3.44... which would be a great hi-way gear if it was in the rearend.

I also understand what you gentlemen are saying... find out for sure what I've got. I appreciate the direction.

If I can get home early enough tomorrow I will get under it and find some hard evidence. I don't even know my diff ratios yet. I DID bring home the Dauntless today! So that much is a done deal... Yeah!

Thanks very much.

 

I didnt read all the posts but i have a t-86 from behind a 67 v6 that im going to probrobly part out because some of the gears are trashed. I beleive the internals are mostly interchangeable not sure?

 

Here is a quote from Novak. I read it again and I think I was reading it wrong to begin with. BTW- what is a cluster gear?

The T90C is found in 1963-1971 Jeeps. Installers should note that a conversion to this version of the T90 would require a new cluster gear. This adds ~$90 to the expense of the conversion and raises the 1st and 2nd gear ratios from 3.44 to 2.98. This may or may not be in the swappers best interest. However, contact us if you do want to go this route. A GM transmission like the SM420 or SM45 may be a better option in this case.

If it turns out that I have to change transmissions, I think I will seek out the SM465. But thank you for thinking of me.

 

I just read the numbers on the tranny and it is a t-90c. I dont know what made me think it was a t-86. But just so you know.