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NOVACK'S STD. T90/225 V6 ADAPTER

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jeepsterjim View Drop Down
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    Posted: 03 Oct. 2022 at 10:45am
Hi guys
Wondering if any of you have used Novak's 3/4" thick 225 V6 to the STD. T90 trans adapter in your CJ2A/3A. I purchased one and am in the process of positioning the motor/trans.  The question(s) I have is since the Novak adapter is 2" smaller in thickness then the STD.  adapter, are you moving the motor forward 2" or ? 
I am using factory CJ5 V6 steel motor mounts that weld to the frame. 
I can do a body lift since the body is simply resting on the frame.

It seems the shift levers become a problem if moved forward to much. 
Valve cover/firewall  clearance ...... body lift?
Jim
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oldtime View Drop Down
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Post Options Post Options   Thanks (0) Thanks(0)   Quote oldtime Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 11:21am
First thing is to move the transfer case over 3/4” to the passenger side. That alone will mess with the shift lever positions.
Then set engine in the frame and approximate the proper engine height. Minimum 1-3/4” clearance between bell house and propellor shaft.(If standard suspension) Tack engine mounts in at that location.
Then fit your tub after the drivetrain is in proper location.
Almost certainly will need to cut into the firewall with such a short adapter plate. The transmission tunnel will certainly need modifications too.

The initial important thing is to get the drive train properly squared.
In you case ….Set drivetrain side to side position, engine height and finally the fore/aft position.

I’ll be honest I really think that for Dauntless T9O combination in a cj you are better off using a T90 J and the 2-5/8” thick adapter plates. That way the engine will stay out of the firewall and the radiator to fan won’t require a long deep shroud.

Also if you mate the shorter stickout T90 A or C to a Dauntless you have to find an unusual clutch disk. 15/16” ten spline by 10-1/2” diameter.



Edited by oldtime - 03 Oct. 2022 at 11:42am
Currently building my final F-134 powered 3B .
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Post Options Post Options   Thanks (0) Thanks(0)   Quote duffer Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 11:52am
I'll second Ken.  It's almost silly to use that short adapter in any CJ.  Even with a longer V8 it would not be a good choice.  As a bonus of using the 2 5/8's version, the T90J drive gear is probably at least 40% stronger.  And as Ken alluded to, the clutch disc for the T90J is standard 10 spline GM which everyone and their brother make.
1955 3B: 441sbc,AGE 4 speed transmission, Teralow D18w/Warn OD, 4.11:1 D44's/ARB's, glass tub & fenders, aluminum hood/grill, 8274, York OBA, Premier Power Welder; 67 CJ5: 225,T86AA, D18, 4.88's, OD
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Post Options Post Options   Thanks (0) Thanks(0)   Quote jeepsterjim Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 6:05pm
I have moved the trans/x-fer over 3/4" and am using factory  CJ5 V6 steel motor mounts which keeps the motor correctly off set.  I have all NOS parts for a T90C. Plus I have a new clutch disc, pressure plate, and pilot bushing. Then add in Novak's  adapter making switching costly. 
Does the T90J  have the correct input shaft gear count to make an T90C? 

The hardest part is the shift levers. 
Thanks for the replies, Keep the coming, Jim 
Jim
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Post Options Post Options   Thanks (0) Thanks(0)   Quote oldtime Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 7:01pm
T90-A (2.798 low) was the standard CJ transmission from 1945-1963. 
Then it was replaced by the T90-C (3.339 low) when the cj standard final drive was changed to 4.27 in Nov of 1962.
T90 C was originally used on the pick ups only with 4.88 final drive and the 134 engines.
The T90 J (2.798 low) began in 1954 as it was used behind all pickup and wagons with 226 Super Hurricanes. 
T90 J has a 1–1/8” ten spline main drive gear which is common to GM’s of that era.
You cannot get the 3.339 low gear without it being a T90 C having the 15/16” maindrive gear with about 7” of stickout.
Currently building my final F-134 powered 3B .
T98-A Rock Crawler using exclusive factory parts and Approved Special Equipment from the Willys Motors era (1953-1963)
Zero aftermarket parts

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Post Options Post Options   Thanks (0) Thanks(0)   Quote jeepsterjim Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 7:20pm
Originally posted by oldtime oldtime wrote:

T90-A (2.798 low) was the standard CJ transmission from 1945-1963. 
Then it was replaced by the T90-C (3.339 low) when the cj standard final drive was changed to 4.27 in Nov of 1962.
T90 C was originally used on the pick ups only with 4.88 final drive and the 134 engines.
The T90 J (2.798 low) began in 1954 as it was used behind all pickup and wagons with 226 Super Hurricanes. 
T90 J has a 1–1/8” ten spline main drive gear which is common to GM’s of that era.
You cannot get the 3.339 low gear without it being a T90 C having the 15/16” maindrive gear with about 7” of stickout.

Well crud!  
Thanks Ken for clarifying  what will work and won't. I started off wanting to use a F134 with the T90C behind it but changed over to a 231V6 instead. My T90C is a NOS unit so, for me, it's a keeper. As you are aware of through discussions with me, I have a lot of options available. I am after INPUT. One can hardly have enough input when doing these conversions. Especially odd ones such as this one. 
Jim
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Post Options Post Options   Thanks (0) Thanks(0)   Quote oldtime Quote  Post ReplyReply Direct Link To This Post Posted: 03 Oct. 2022 at 7:49pm
The T90 A yields the best gear steps for the 134 engines with 5.38 final drive ratio 
The T90 C is ideal when one wants the lowest possible 3 speed for a cj with 5.38 final drive. That said the T90 C gear steps are not as ideal as the T90 A gear steps are for a 134 engine.
IMHO you will be better off selling/ trading your T90 C to someone who wants to rock crawl with a 3 speed and 134 engine.
The T90 J is sufficiently stronger and the gear steps are spot on.
With the excellent 225/231 v-6 you have plenty of power. And tyd T90 J will be sufficient if not abused.
That said a T15 (2.99 low) would be the ideal 3 speed behind the v-6. The T15 3 speed is geared low enough for fairly serious crawling if you also have low transfer gears.
The T15 is very strong and fully synchronized plus it’s an ideal length to position the v-6 engine fore/ aft with transfer case in standard fore/aft position. No need to baby the T15 and it’s not too heavy either.


Edited by oldtime - 03 Oct. 2022 at 7:50pm
Currently building my final F-134 powered 3B .
T98-A Rock Crawler using exclusive factory parts and Approved Special Equipment from the Willys Motors era (1953-1963)
Zero aftermarket parts

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Post Options Post Options   Thanks (0) Thanks(0)   Quote oldtime Quote  Post ReplyReply Direct Link To This Post Posted: 04 Oct. 2022 at 1:45pm
T15 = 10” plus adapter plate =1-5/8”


Edited by oldtime - 04 Oct. 2022 at 1:47pm
Currently building my final F-134 powered 3B .
T98-A Rock Crawler using exclusive factory parts and Approved Special Equipment from the Willys Motors era (1953-1963)
Zero aftermarket parts

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