350 swap in a 57 cj5

i was just wondering how many people on here have swapped a chevy 350 into an older model cj5. i know its common swap in the newer 70s models; however, i feel like the swap with a 5 speed tranny will be to long for the frame. just wanting to know before i decide what engine to buy for it. also i had someone offer me their 01 vortec engine and i think the intake will be to high. any opinions?

 

A v8 swap is possible, it's been done many times. As Howard mentioned above, it's a tight fit, that's why most people do v6 swaps.
I'm not aware of any 5 speed that'll work in a CJ5, they're simply too long.

 

Too long is not a big problem. It's too short on the rear driveshaft. I have sbc 350/400auto in a '61. Rear shaft is in the 13" range.

 

I have a sbc in my 69 with a car 4spd trans. I can measure the rear driveshaft if you like.

 

I just put new Tom Woods shafts in my 81 CJ5 and the back one was 12.25". That's running the Chevy 350 and a TH350 auto.

 

The T5 Dana/300 that came in the 81-83 CJ5 would probably work. But you have to switch to a centered pumpkin rear diff. But who swaps in a T5? It's a turd of a Jeep trans IMO (I have one in my 240Z from an Z31 300ZX turbo and a couple of Chevy V8 ones as well so I like the T5. Not in a jeep.). A 4.3 with a small cam (210 at .050 or so) with a truck 4 speed would be plenty driveable and powerful, once again, IMO.

4.3/SM465/Dana 18 and some 4.27 gears with 33" tall tires sounds like a fine streeter and darn good off roader.

 

the 4.3, while a tall engine can be made to fit an early jeep if you are creative and can weld. If I can fit a '99 Vortec 4.3 in my '42 flat fender, it will fit in anything. I did have to raise the body 1" though to clear the intake/air filter assembly.

 

As in many 1000's of times and I'm guessing in total numbers, it's still the most common swap out there. No problem getting the sbc in but the 5 speed is another matter and why some of us still prefer the Dana 18 so we can use an overdrive. The only 5 speed I know of that would have some promise is McLeod's. It appears to be the same length as the T10/Muncie M20/21/22. But it still has a crappy car first gear of 2.95:1. But it does have a 0.68:1 overdrive so you could run 5.38 gears and still have a decent highway rpm along with a reasonable CR. Appears to be a very stout unit. Now if only Advanced Adapters will make us a new main shaft and tail housing-----------

I'm running a very robust Muncie M22 clone (Auto Gear Equipment) in my 3B and it is just a hair longer than the Muncie's. My rear driveshaft is 12.188" compressed and 14.188" at full extension. I have not experienced any abnormal U-joint wear or vibration but the angles were set very carefully with a pair of custom shims welded to the spring pads.

 

I'm going to buy a McLeod trans for my '64 Corvette. The 2.95 first will work great with a 3.55-3.73 rear with the .68 overdrive. It most likely uses T5 aftermarket gears as it's no coincidence the gear ratios are the same as a World Class T5. It's an internal rail shifter that is pseudo externally mounted. I doubt there is any sort of "conversion" kit that would allow a T-case to be integrally mounted.

But the setup for a jeep is the truck 4 speed and as mentioned above, the Dana 18 with an OD gives you the best of everything.

 

It probably goes without saying, but if you are thinking of running the long transmission, you probably don't want to think about lifting the Jeep. The short rear driveshaft can live back there but it isn't going to want much of an angle. I ran a very short driveshaft behind a Studebaker overdrive in my GPW's first incarnation but the suspension was stock height and the transfer case was a Dana 18. I would probably stay away from any combination that is going to end up with a short driveshaft off of a Dana 20 or 300. The driveline angle is instantly much steeper going up to the center output transfer cases.