1. Registration trouble? Please use the "Contact Us" link at the bottom right corner of the page and your issue will be resolved.
    Dismiss Notice

T15 To Dauntless

Discussion in 'Flat Fender Tech' started by oldtime, Apr 10, 2017.

  1. Apr 28, 2017
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    I almost cut them off my T-14 but was glad I didn't. I used the rear one to align & stabilize a bracket I made when I converted to a hydraulic clutch setup.

    [​IMG]

    [​IMG]
     
    Last edited: Aug 8, 2017
    ITLKSEZ likes this.
  2. Apr 28, 2017
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    Interesting Oz,
    I guess I just ruined my chances for a hydraulic clutch. Ha Ha !
     
  3. May 1, 2017
    Keys5a

    Keys5a Sponsor Sponsor

    Joined:
    Jan 23, 2014
    Messages:
    1,397
    Many, many years ago, when I swapped a Buick 215 in my Tux, I cut and re-positioned the flange on the stock cast iron exhaust manifold. My brother did the nickel electrode welding, and it turned out perfect. Many years of use, and I never had any issues. Cast iron welds quite nicely with the right rods.
    -Donny
     
  4. May 9, 2017
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    I presume that you sent it out for surfacing...anything new to report?
    Oz
     
  5. May 9, 2017
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    Right On Oz.
    I sent it down South to the EARLY CJ-5's FORUMS favorite machinist.

    Along with some other oddball Jeep jobs....
    I told Mike to mill the rear face flat to match the front face.
    Then align everything and enlarge the transmission face (rear) bore to fit the larger T-15 bearing retainer.

    I'll get you the latest update along with some finished product pics when it arrives back home.
     
  6. May 31, 2017
    Mcruff

    Mcruff Earlycj5 Machinist Sponsor

    Albertville, AL
    Joined:
    Sep 22, 2002
    Messages:
    4,686
    I have the pilot bushings and the bearing retainer done. The adapter is almost finished. Should be tomorrow along with the gear. I will mail the parts back to you next monday or Tuesday. I have been so busy lately only working in the garage just a little bit.
    Here is your adapter, I had to remove .028" on this side to flatten it out.
    Finally go to use the rotary table I bought last summer. Its a small 6" table made in India, its not bad but its not really a great table for something this large in diameter, but it did work ok.

    Adapter before.JPG


    Adapter after.JPG
     
  7. Jun 1, 2017
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    Yeah Mike no hurry here.
    Yeah that rotary table is pretty cool !

    I certainly did not anticipate so much warpage.
    But the exact thickness is not very critical anyway so I think were good to go.

    If you like that design then steal the dimensions and call it your own.....

    Thanks for the update.
     
    Last edited: Jun 1, 2017
  8. Jun 1, 2017
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    Lookin good, nice work Mike.
     
  9. Jun 11, 2017
    mortten

    mortten Active Member

    Peninsula, Ohio
    Joined:
    Apr 17, 2006
    Messages:
    1,130
  10. Jun 21, 2017
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    Parts back home and here are the end results.
    Fresh rebuilt T 15 transmission weighs in at 75 pounds complete.
    If you look close you can see the end of the T 15 bearing retainer tube was turned down slightly near its end.
    This was done so it will accept the Dauntless T14 or common diameter GM release bearing carriers.
    [​IMG]

    Rebuilt T15 with customized Jeep adapter in place: weighs in at 85 pounds.
    Thickest portion of release carrier tube is mostly inside the adapter.
    Standard T 14 release carrier will slide back to the paint line.

    [​IMG]

    Side view with adapter plate and ready for GM engines:
    Was painted with 2K Nason and topcoat.
    The adapter turned out a little under target thickness so I placed a thick gasket between adapter plate and transmission to make it exactly 1.625".
    [​IMG]
     
    Last edited: Jun 21, 2017
    47v6, OzFin, Walt Couch and 1 other person like this.
  11. Jun 21, 2017
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    Looks good Ken.
    How much material was removed from the retainer tube to make it G.M. standard?
    Oz
     
  12. Jun 22, 2017
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    Turn the release carrier sleeve O.D. down on the T-15 bearing retainer from .405 O.D to .377 O.D.
    This was done for a couple reasons.
    Mainly to keep things standardized.

    As previously mentioned the AA and the Trans-Dapt adapters both make use of the GM # 3741458 bearing retainer = 3-1/4" long " with 1.375" bearing sleeve.
    Jeep T 18 transmissions also have 1.375 O.D. carrier sleeves.
    Will be much easier to convert to the other adapters or to a T 18 if I make changes later on.

    T 15 may or may not be the ultimate CJ transmission depending on ones needs.
    T 15 is certainly the finest transmission that bolts up direct to Dana large hole transfer case having Texas pattern (circa 1962-1980).

    Most of you know all this but....One final thing I'll cover here is the crankshaft pilot bushing.
    The Dauntless will require installation of a custom pilot bushing.
    Standard Dauntless drive train requires .590" I.D. X 1.09" O.D. Oilite bushings.
    The T 15 transmission has a .750" pilot tip so a non standard bushing (having no Jeep part number) will be required.

    Two options... Recut the original oilite to .750" O.D. or else buy a custom sized bushing from AA or Novak.
    Here you see 4 different bushings.
    [​IMG]

    The 2 on your left are original take out Oilite bushings that have been re-cut to larger I.D.
    Note they have the typical yellow brass color.
    The 2 on your right are what Mcruff calls Super Oilite 16 and were sourced through Novak.
    Note they have more of a whitish color due to iron content.

    The 2 on the top are bored to .670" I.D. to fit T 18 transmission pilots.
    The 2 on the bottom are bored to 7.50" I.D. to fit T 15 transmission pilots.
    [​IMG]
     
    Last edited: Jun 23, 2017
    ojgrsoi likes this.
  13. Mar 27, 2018
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    Bringing this thread out of the mothballs.

    Ken, how did this project end up, whats the long term report ?
     
  14. Mar 27, 2018
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    I continually like to upgrade my plans and I simply had too many Jeeps .
    So I have sold off all my previous builds.
    I have no operational jeep at this time...
    Presently I have ample parts to build 3 similar or nearly identical flatties.
    I have enough extras so that I can build them having multiple drive train options.
    This implies various Engines, Transmissions Transfer Cases and Axles Assemblies
    I merely considered this T15 to be just one of my options. A Backup plan !
    Perhaps to be used in case I don't like my T98's and T18's for some reason.
    Next I will be building an F-134 flattie with T98-A; soon as the weather cooperates.

    The above, fully rebuilt T15 with modified adapter is fully assembled and sets in waiting.
    The pics are still uploaded at Photobucket .
    Apparently I need to move these pics to my "new to me" host site.
    I recently started using Imgur for hosting but not sure how to get pics from Photobucket then onto to my Imgur account.

    What are you thinking OZ.
    Are you considering a transmission change-out behind you 225 ?
    You have the T14 right ?
     
  15. Mar 28, 2018
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    Well...seems like I am always considering something ;) and your T-15 project is really interesting.
    I do have a T-14 behind the 225 in the Jeepster and a T-86 behind the 225 in the 3B. I am currently trying to complete the Jeepster project, its getting close to being on the road. I need to get this project finished before I start another one.
    At this point in time I was asking more out of curiosity than anything else.
     
  16. Mar 28, 2018
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    I previously rouged in several different drive train configurations into a CJ-3B frame.
    These had either F-134 or Dauntless power plants with....
    T90C, T15, T98-A plus both the Ford and Jeep WR T18's.
    All trans were factory mated to D18 or D20 transfer cases.
    These in turn propelled D25 and D30 fronts with D44 tapered, D44 offset flanged and D44 centered flanged rear axles.

    I already excluded the T90C in lieu of the T98-A because the T98 provides far superior rpm and ratio ranging for the meager F-134.
    The remaining transmissions I plan for use behind my Dauntless engines.
    The T15 fits rather nicely into the flatfender body tub tunnel area, albeit offset to the right.
    Plus the T15 will shift better than the T18's

    By roughing these various drive train configurations into position in succession; I could easily see how configurations compared.
    These comparisons included tub fitment, frame fitment and axle to engine relationships.
    However I did not delve deeply into modified long leaf suspension / engine clearance comparisons.
    I only observed the standard suspension spring packs during maximum possible flex. (Factory axle bumpers in place.)

    The main thing I learned is that each and every transmission / transfer case combination deserves it's very own unique rear engine support crossmember.
    In other words re-using or performing modifications to the standard design crossmember (like Jeep did) is certainly not optimum.
    The engine mounts and rear support crossmember really needs be formed to fit the specific drivetrain components.
     
  17. Mar 28, 2018
    OzFin

    OzFin Vintage Jeep Guy

    Michigan
    Joined:
    Jul 16, 2007
    Messages:
    403
    Good info Ken, I appreciate your comments and look forward to your next build. :beer:
     
  18. Mar 28, 2018
    oldtime

    oldtime oldtime

    St. Charles,...
    Joined:
    Aug 14, 2006
    Messages:
    2,565
    I also had worked both the manual and power CJ Saginaw systems into place.
    I acme up with a standard placement that worked for both D25 and D30 axles and needed clearance for factory engine mounts.

    The real story is over here (minus the pics)

    http://s4.zetaboards.com/CJ3B_Bulletin_Board/topic/1182903/1/

    That really explains why I was messing with the T15 in the first place.

    This post was merely my attempt to keep the T15 adapter plate as close to being a factory part as I possibly could achieve.
    I much prefer building with 100% OEM Jeep components.
    Both Trans-Vintage and Trans-Model excluding Trans-Make (non Jeep) components.
     

Share This Page

New Posts