Jeep engines and transmissions

AMC and Jeep transmissions

Eagle lines and was generally used with six-cylinder applications. All transfer cases were available with inputs matching either 21- or 23-spline shafts, so transmission swaps are possible among various models and years.

Manual [ ]

The following manual transmissions have been used in the vehicles listed above:

• Aisin AX4 four-speed
• Aisin AX5 five-speed
• Aisin AX15 five-speed
• Borg-Warner HR1 four-speed synchronized unit (used only with the 121-4 engine )
• Borg-Warner SR4 four-speed synchronized unit (used only with AMC 6-cylinder engines and Pontiac 4-cylinder engines)
• Borg-Warner T4 four-speed (used only after 1981)
• Borg-Warner T5 five-speed (used only after 1981)
• Borg-Warner T10 four-speed
• Borg-Warner T14 three-speed
• Borg-Warner T18 four-speed
• Borg-Warner T85 three-speed
• Borg-Warner T96 three-speed
• Mercedes/Chrysler NSG370 six-speed (used after 2005)
• New Venture Gear NV1500 five-speed (used only with 2003–2004 2.4 L I4)
• New Venture Gear NV3550 five-speed (used only with 4.0 L I6)
• Peugeot BA-10/5 five-speed (used only with AMC 6-cylinder engines)
• Tremec T176 four-speed (used only with AMC 6-cylinder and 304 V8 engines)
• Tremec T150 three-speed

Automatic [ ]

The following automatic transmissions have been used in the vehicles listed above:

• Aisin-Warner AW4 four-speed
• GM THM400 three-speed
• Chrysler 45RFE four-speed
• Chrysler 545RFE five-speed (used with 5.7L Hemi engine and VM Motori 2.8L Turbo Diesel, same as 45RFE used with 4.7L but different software enabling a second overdrive)
• TorqueFlite three-speed; used with the 4.2L I6 in most AMC cars
• TorqueFlite three-speed; used with the 2.5L I4 in most AMC cars
• TorqueFlite A727 three-speed; used in AMC Jeep/Eagle applications
• TorqueFlite 42RE four-speed
• TorqueFlite 44RH four-speed
• TorqueFlite 44RE four-speed
• TorqueFlite 46RH four-speed
• TorqueFlite 46RE four-speed
• Ultradrive 42RLE four-speed

Aisin-Warner [ ]

The Aisin-Warner four-speed automatic transmission (AW4) was selected by AMC in 1987 for use in the Cherokee XJ’s new inline six-cylinder 4.0 L design. It was manufactured by AMC Straight-4 engine. It has a removable bell housing with a mount for the crankshaft position sensor. Early AW4s used 21-spline output shafts. In 1991 the AW4 was changed to a 23-spline output shaft, concurrent with adoption of the High Output (commonly known as H.O.) inline six-cylinder engine. Some sources state that the output shaft spline change occurred for the 1990 model year. The change most likely occurred during the 1990 model run with early 1990 models receiving 21-spline transmission and later models receiving 23-spline. If swapping transmissions in 1990 model year vehicles either swap the transfer case as well or make sure to check spline count. The input on the transfer case can also be changed to match the output shaft spline count. Rear wheel drive only transmissions all have the same spline count on the output shaft, only 4×4 models are affected by differing spline count.

• 1987–2001 Jeep Cherokee (XJ) 4.0 L
• 1993–1993.5 Jeep Grand Cherokee (ZJ) 4.0 L
• 1987–1990 Jeep Comanche 2.5 L
• 1987–1992 Jeep Comanche 4.0 L

Chrysler/TorqueCommand [ ]

In 1970, AMC standardized a variation of the TorqueFlite transmission and called it the TorqueCommand. All TorqueCommand automatics used 23-spline output shafts. These transmissions were available in both the Chevrolet V6 pattern (used on the AMC 150 I4 and Iron Duke I4 engines) and the AMC late model pattern that was used on their I6 and V8 engines.

Ultradrive 42RLE [ ]

Transfer cases [ ]

Borg-Warner 13-39/Quadra-Trac [ ]

The Borg-Warner 13-39 was a transfer case that could be substituted for the Dana 20. It was part of the first system that AMC marketed as Quadra-Trac . The basic version of the Quadra-Trac was the BW 13-05, which did not have a low range; instead, the optional low range of 2.57:1 was available by way of a aluminum and to be chain-driven. The output for both the front drive shaft and the rear drive shaft is on the right side. This unique transfer case had an integrated limited-slip differential that splits power between the front and rear drive shafts. It used a glove compartment ) allowed the differential to be controlled by the driver.

The BW 13-39 was used only with AMC’s version of the THM400 automatic transmission, which had a special extra-long 10-spline output shaft, between 1973 and 1979. It is not bolt-compatible with any other Jeep transmission.

Dana [ ]

Jeep has used three different transfer cases made by the Spicer Division of Dana Automotive Solutions Corporation. They are the 18, 20, and 300 models.

Dana 18 [ ]

The Dana 18 is a gear driven transfer case that has an Dana 20 [ ]

The Dana 20 can be identified by the center rear output, Dana 300 [ ]

The Dana 300 uses a round bolt pattern and has a nearly flat oil pan. It is a heavy-duty, gear-driven transfer case with a 23-spline input shaft. The case is cast iron but the tail housing is aluminum. The ID number C300-15 is stamped on the case. The output for the front drive shaft is on the right side and the rear output in line with the input. Low range is 2.62:1.

One common modification of the Dana 300 is to add oil paddles to the main shaft to prevent oil starvation of the rear bearing.

The Dana 300 was used in Jeep CJs from 1980 to 1986. The 1980 factory original came with a shorter tail housing and a longer rear drive shaft. The Dana 300 should fit behind all TorqueCommand 4×4 transmissions.

New Process/New Venture [ ]

↑ The 249 was available in two versions. The early (1993–1996) version had no differential lock and the viscous coupling spanned the center differential, creating a 50/50 torque split. The later version (1996 and beyond) had a viscous front drive, creating a rear torque bias, but included a provision to lock the center differential.

Overdrives and underdrives [ ]

Borg-Warner/Quadra-Trac overdrive was available from early 1960 to 1969. The Borg-Warner overdrive case is 11¾ inches long (less torque tube adapter, if required), including the 11⁄2-inch-thick (38 mm) adapter. A complete T96 with overdrive is 18¾ inches long from front of case to end of tailshaft housing. The overdrive unit is the same for all.

The Dana 18 has a Power take-off (PTO) attachment on the case that can be used to drive equipment that accepts PTO input. A unique feature of the Dana 18 is the overdrive that attaches in the PTO port in the back of the system. An adapter allows use of both the overdrive and the PTO attachment, but it is no longer produced.

Laycock-DeNormanville overdrive was available from 1974 through 1976 for inline six with the 150T and V8 torque tube cars with the T89.

Transmission to transfer case adapters and clocking [ ]

Transmissions end with a splined tail shaft, more commonly called an output shaft. When one or more auxiliary units are bolted to the main transmission, these are called adapters, extension housings, or tail housings. All factory applications with a four wheel drive transfer case require an adapter, and many upgrade transmissions that would otherwise be incompatible can be adapted to Jeep transfer cases.

Clocking refers to the angle at which the transfer case is tilted with reference to the horizontal plane. Stock Jeep clocking for the Dana 300 (1980–1986) is usually 23° and stock Eagle and Jeep/New Process clocking is usually 13°. Many factors, most notably ground clearance and front drive shaft clearance, can necessitate a change in the clocking angle. Some aftermarket adapters, such as those manufactured by Novak Conversions feature flanges with multiple clocking options.

Bell housings [ ]

See also [ ]

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