75 CJ5 - Educate Me

Ok, I've been talking with a guy about the motor out of a 75 CJ5 to use to stroke a 4.0. Today he told me I could have the whole thing for the right price.

What I know is it's got a 258, T15 with a broken clutch fork, Dana 20 (I believe) and Dana 44's. I'm seriously considering pulling the trigger, and it's worth the asking price.

I just need some education where to start. For the time being I want to get it running so that I can drive it this summer. Beyond that I don't know my plans. Maybe a trail rider or maybe clean it up and restomod it for my 11 year old to have when she turns 16.

 

The 72-75 models are the transition models between the Willys-Kaiser CJ Jeeps (mostly unchanged since the Korean war, except for the Buick V6 engine) and the almost-all-new CJ-5 and CJ-7 introduced in 1976. When AMC bought Jeep in 1970, they immediately started working to replace the Kaiser-era engines with their own excellent inline 6s and V8s. In '72 they introduced the new CJ model, which was basically the Kaiser Jeep with updated components and a longer engine compartment to accommodate the inline 6s.

Unlike the earlier 4-cylinder Jeeps, all the Intermediate Jeeps (72-75) are fine on the highway in their factory form. If you want to learn more, the 1974 factory service manual is online at www.oljeep.com - A '75 will be mostly the same as a '74; the main difference is the wiring. A '74 has inline fuses, and a '75 is the first year for a fuse box, with all the fuses in a single location.

These Jeeps have 11" drum brakes all around. Power brakes were optional. They also have Saginaw steering, manual or power optional, which is a big upgrade. The front axle was upgraded to the stronger Dana 30 open knuckle axle, with less maintenance, more durability, and tighter turning radius. Axle ratios were changed to 3.73 standard and 4.27 optional for all CJs.

Of all the CJ Jeeps, the intermediates likely have the worst parts support. Their run was only 4 years, and they have some parts that are unique to that era (heater controls, tail lights, fuel filler, stuff like that). The running gear and design is simple and functional, with nothing exotic. Normal wear parts like engine parts and brake parts are cheap and widely available. None of the drivetrain components have any significant liabilities, aside from their age and possible abuse or lack of proper maintenance. The inline sixes are one of the most reliable and durable engines of the era, and the V8s are very good (but not up to the standards of the sixes).

Is this the kind of info you want?

BTW the T-15 was not offered with the 258. Instead it got the T-14, and the V8 CJs got the T-15. Transfer case is a Dana 20, rear axle is a flanged Dana 44 with optional limited slip (the Dana Trac-Lock), and the front axle is the open-knuckle Dana 30.

 

Yeah, these were the last of the old skool universals but with powerful engines and good brakes. Simple and rugged without weak links. 76 and newer started leaning toward safety, gas mileage, and economy of manufacture.
The only hint of things to come in the 75 was that it was the first year for catalytic converters and a weak electronic ignition system.

You'll like it.

http://www.youtube.com/watch?v=S3DllTFrBTk

 

Oh, that's a good point.

Easy to remedy though. You have lots of choices for an ignition upgrade.

 

Thanks for the info. I'm not looking to do a factory restoration of this. I want something I can have fun with and spend time with my daughter. Plus this will look kicking towing my '53 Converto 4x6 utility trailer.

I'm not worried about the electronic ignition, because that's easily replaced. I'm also considering a V8 swap in the future. I know it's missing the windshield frame. The 76+ ones are cheaper and because I don't have a top, it's not like it matters.

Hopefully it's sitting my my driveway this weekend.

 

The 258 is a great engine, especially if it's a car for one of your kids. The stock T-14 transmission isn't up to V8 power, so you're looking at a transmission and an engine swap... unless it really does have a T-15.

 

I've not seen it yet. Like I said I've been going back and forth with this guy for a week or two about the motor, and he said today that he'd sell the whole thing because he doesn't have the time to strip it and everybody seems to want parts. The guy that has it claims it's a T15. Doesn't really matter to me.

If I got a V8, I'll be replacing the transmission because I'll most likely go SBC. This will most likely get a body off going over and possible a complete rewire because it was a barn find.

 

I've been researching T15 because I have a missing one from a '75 CJ5 I bought and a locked up one in a '74 parts jeep. Novak says the T15 was optional behind the 232/258 FWIW.

 

They are mistaken.

 

You could find one in a wagoneer or pickup application....with a 258.

 

Yes, but the T-15 was never an optional replacement for the T-14. Through 1975, 10-25-45 models, the wagons and 1/2 ton trucks, got the standard T-14 with the pre-71 232 or the 71-on 258, or they got the optional T-18 or automatic. The V8s got the T-15 standard. Then for 76-79 the T-15 became the standard transmission for the 258 as well, with the T-18 optional.

So you got one of the 3-speeds standard, or an automatic or the T-18 optional. Engine choice determined which transmission was standard.

The T-15 was never offered behind the 232 or 258 in a CJ or Commando.

 

If you are looking for a T-15, you have only a few sources.

First, a 1972-75 V8 CJ5 or CJ-6 will have a T-15 standard (the only transmission offered for these Jeeps).

A 1972-73 V8 Jeepster Commando uses the T-15 as the standard transmission.

A 1976-79 J-10 pickup or Cherokee with a 258 engine has a T-15 as the standard transmission.

A 1976 Wagoneer with a 258 has the T-15 standard.

Any 1968-1979 V8 (350, 304, 360) Wagoneer, Cherokee or J-truck with the standard 3-speed will be a T-15. However, the T-15 in these Jeeps has a very long input shaft, and you'll need to change to the short input shaft from one of the other applications. So, you could maybe combine the input shaft from your locked up transmission with one of these long-shaft transmissions to make one that will work.

 

Thanks for all the info. I'll probably stick with the original drivetrain for awhile. Eventually I'd like to swap to something alittle newer with a bit more power and maybe an auto.

In my mind, that means SB power. SBC would be the fastest/cheapest way to go, but everybody does that. Anyone know of any 302 or 350 swaps into an 72 - 75?

 

Keep it AMC and find a 304 or a 360. If you really want big, find a 401. Way cool.

 

From what I read, that sounds like a plan. Assuming I can find one. I'm more about torque than HP, so I hope the 258 stands up to the hype.

Also, would a 75 be points?

 

No. The Prestolite BDI (breakerless discharge ignition). It's an electronic system that uses the Hall effect to trigger the ignition module. Very unreliable, and not compatible with any other ignition parts. You can recognize it by the plastic vacuum advance canister on the distributor.

 

Somebody told me you could use a chevy 250 HEI dist with an AMC v8 gear. I'm considering that.

 

That's one option.

You can use a '74 or earlier Delco points distributor to trigger a MSD module. You can use a '78 or later Jeep 258 Motorcraft Duraspark distributor to trigger its own module, or the GM HEI module, or a MSD module. You can convert a Delco distributor to magnetic trigger, and trigger any of these modules. You can buy a reproduction aftermarket GM HEI distributor made for the 258. You can convert a Delco distributor to electronic with a Pertronix kit. You skip electronic and go points with a Delco distributor.

I believe the Megasquirt board has a circuit that will work with the Prestolite distributor (but don't consider that). There are probably more that I've missed.

 

Not sure where you are, but there's 401 at FN Jeep in Colorado Springs for $700 - https://www.facebook.com/photo.php?...4639029765.164669.215621294765&type=1&theater