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  #21  
Old 07-28-2018, 10:24 PM
BA_051 BA_051 is offline
232 I6
 
Join Date: May 06, 2008
Location: Everett, Washington
Posts: 159
Well the clutch came in and I bolted it up. Everything went together without issues, as expected. This clutch is huge compared to the 6.5TD, as is the 1 3/8" input shaft...
Here is the clutch kit.


Here is the 1.375" input, bearings, and retainer.




And Comparing the GM 1.125" to the CTD 1.375" input.



The issue with the retainer was really simple. $100 at a local machine shop in Everett turned down the transmission pilot diameter on the retainer to the same as the old one and used a mill to elongate the holes as well. Really simple job. I didnt get pics since its a super simple job, but I was worried about end play and having to tear the NV4500 apart to re-shim the shafts. It turned out, since I used a full cummins rebuild and pressed the cummins bearing race into the GM retainer, when I swapped the retainer, the new race was only 0.002" deeper in the transmission. That tightened up the end play a little, but I built it at 0.004" end play, 0.002"-0.010" is the spec in the TSM. If i Had used the GM bearing, I would have had to re-shim the mainshaft and counter shafts.


And the trans reassembled and the AA bell and parts ready to receive the motor, but it is still in the same location when it had the 6.5TD, I havent moved it yet.



And the CTD being hoisted into position... Man I HATE lifting a 1400lb motor that high... the top of the bumper is about 42" off the floor.....



I spent all day Thursday (7-26) getting the motor bolted up to the NV4500 and had to get really creative on how to allow the CTD/NV/205 to move back while still being supported... But by the afternoon on Friday the 27th, the new crossmember was made and it was bolted up to the frame and the trans/tcase were supported by the frame. Hopefully, I will have the motor mounts done next week...
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(12v swap in progress) 1974 Jeep J20, gladiator grill, 12v p7100 cummins, Modified He351, 4" strait piped, NV4500/Ford NP205, D60HP, 14b, 4.56's, 12" lift, 37x12.50x16.5's

Last edited by BA_051 : 07-28-2018 at 10:40 PM.
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  #22  
Old 08-01-2018, 08:14 PM
BA_051 BA_051 is offline
232 I6
 
Join Date: May 06, 2008
Location: Everett, Washington
Posts: 159
Well I stopped by the storage on my way home from work and snapped a few pics of the cross member... Dont mind the dirt and oil, it was from that leaky 6.5TD.... It will get cleaned up



From the front...




From the back... There is about 1/4 to 3/8" gap between the top of the front output and the body, just enough...


And from the side...




As you can see, no part of the bellhousing, transmission, or transfercase are below the frame... Those are 9/16 fine thread grade 8 bolts bolted through the frame and cossmember...
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(12v swap in progress) 1974 Jeep J20, gladiator grill, 12v p7100 cummins, Modified He351, 4" strait piped, NV4500/Ford NP205, D60HP, 14b, 4.56's, 12" lift, 37x12.50x16.5's
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  #23  
Old 08-02-2018, 01:04 PM
SJTD SJTD is offline
350 Buick
 
Join Date: Apr 26, 2012
Location: Lompoc and Sunland, CA
Posts: 1,021
With only 3/8" clearance are you sure it isn't going to hit when you give it some willy on a steep hill?
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'84 GW with Nissan SD33T, early Chev NV4500, 300, narrowed Ford reverse 44, narrowed Ford 60, SOA/reversed shackle in fornt, lowered mount/flipped shackle in rear.
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  #24  
Old 08-17-2018, 09:30 PM
BA_051 BA_051 is offline
232 I6
 
Join Date: May 06, 2008
Location: Everett, Washington
Posts: 159
Only time will tell. The motor isnt in its final position quite yet. I havent had much time to get the motor mounts finished. Between kids appointments and having to get an oxy/acetylene setup it has been delayed week after week.
On a good note however, I picked up and will be using hydraulic motor mounts so it should keep the motor vibrations to a minimum. Just need to get welding!

I had clearance issues with the FSO solenoid and the brake master cylinder so I removed it from its factory position and need to make a new bracket for it...
I was able to fabricate a bracket for the injection pump to throttle cable. I just used the same cable i had used for the 6.5TD. It was strait forward and works very well.



I also dropped off a fan hub at the machine shop to be modified... I am using the industrial fan hub from a 4bt because i needed the fan to be centered and moved ~3" higher. This fan hub does just that but will not bolt up the factory fan clutch and pulley...


First, 3/16" will be taken off the mount face to move the entire hub closer to the block... This is because the bearings sit about 1/16" higher than the original hub. That will cause the bearings to sit 1/8" closer to the block now.
Second, 1/8" will be taken off the fan side for clearance. The snap ring sits 3/16" down in the bore with the bearings behind it so that will be reduced to 1/16" leaving 1/8" total from the face to the bearing. This is for clearance purposes...

Third, the factory hub will be machined down from 32mm to 30mm to press into the industrial bearings. Also, as you can see in the above pic, the shoulder on the industrial hub is much longer. Once the factory hub in machined, it will have a second shoulder 1/8" below the first one increasing the total shoulder height from 1/8" to 1/4"... Remember the 1/8" I had taken off the hub bracket face for clearance? Now this will leave 1/8" between the hub and the hub bracket once they are pressed back together...
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(12v swap in progress) 1974 Jeep J20, gladiator grill, 12v p7100 cummins, Modified He351, 4" strait piped, NV4500/Ford NP205, D60HP, 14b, 4.56's, 12" lift, 37x12.50x16.5's

Last edited by BA_051 : 08-17-2018 at 10:15 PM.
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  #25  
Old 08-19-2018, 05:17 AM
Mikel's Avatar
Mikel Mikel is offline
 
Join Date: Aug 09, 2000
Location: New Haven, CT
Posts: 6,191
Very nice
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  #26  
Old 08-23-2018, 09:44 AM
BA_051 BA_051 is offline
232 I6
 
Join Date: May 06, 2008
Location: Everett, Washington
Posts: 159
And after a few days, I got the fan hub parts back and reassembled them...


The hub brackets sit almost exactly the same height! You can see the bearings sit 1/8" down from the front now on the industrial bracket (Right) face vs flush on the Dodge bracket (left, no bearing).







And the fully assembled fan hub.



I will be over at storage later today to get it bolted on and hopefully get the passenger side motor mount finished. Then tomorrow, The drivers side mount... After that, I will be changing my radiator. The one I have now should be sufficient (its 27.5" width overall, 22.5"x19" core with 1" pipes), but its all dissembled now so it would be easy to widen the core support and drop in a bigger radiator. I havent decided yet on the size really, there are 2 options. A universal Griffin MegaCool that has 1.25" core pipes and is 31"x19" overall with a 26"x19" core or try and squeeze in the stock dodge cummins radiator; but that is 44" wide total with a 36" wide core....


Once the motor is bolted in on its mounts and the front core support is ready to go back in, thats when I will decide...
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(12v swap in progress) 1974 Jeep J20, gladiator grill, 12v p7100 cummins, Modified He351, 4" strait piped, NV4500/Ford NP205, D60HP, 14b, 4.56's, 12" lift, 37x12.50x16.5's

Last edited by BA_051 : 08-23-2018 at 10:01 AM.
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