`70ish CJ5s?

I own a registered `70 CJ5 and the more literature I read I understand that with the transition from Kaiser to AMC involved differecens in models from `70-`71, or also dubbed `70 1/2. Are there any distinct differences in these models and/or a diagram or list of things that would tell me exactly which I own?

Also, any time I try to get engine parts for my Dauntless at AA parts or Autozone, and Napa, they don't have anything. I heard a tip to have them cross reference a `65 Buick Skylark for engine parts. Would this be appropriate?

Thanks again!
Matt

 

You understand the the big changes were for the '72 model year, with AMC changing from the Kaiser legacy motors (the F134 and 225 V6) to AMC powerplants. There were some less obvious changes in the '70 and '71 model years that may be attributed to AMC, but which were likely in the pipeline when AMC took over.

1) The fuel tank went from the under the driver's seat to behind the rear axle. Certainly this was in the works, since NHTSA and DOT mandated that tanks be moved out of the passenger cabin. Pickup trucks made the same change in this period.
2) The rear axle changed from a tapered, nutted axle to one-piece flanged axles. I believe that along with this change came the Dana Trac-Loc LSD, which replaced the (superior) Dana Power-Loc unit. Spline count changed along with the axle design (19 to 30?).
3) Jeep offered a 4-speed transmission with the V6. Very few of these Jeeps were built. In 1971, Jeep went to a one-piece bellhousing for the 3-speed 225 combo.
4) AMC badges. This can be attributed to the AMC takeover. I'm sure there are other changes that I've overlooked.

The year-model transition is not distinct in these years, and there's no info in the VIN about the year. This changed in 1972. There is a VIN number document linked in a sticky thread at the top of the forum that may help narrow the production date of your Jeep. Realize that the model year started in September in that era, so a Jeep built in November 1970 is nominally a 1971 model.

Parts from a Buick 225 should work with your engine. Note that there were two types of distributor, Delco and Prestolite. AFAIK on Jeep used the Prestolite stuff, not Buick.

 

Thanks for your info provided. I was unaware of the subtle differences. I wish I had the 4 speed and I HOPE I have the 30 spline axles, but for a road driver its no big deal although I wouldn't mind taking it out on the trail sometime when shes completed and ready. I noticed yesterday that the frame had a crack repair done to it at the typical location of the spring hanger.

 

i have no problem with AA or AZ looking up parts for my 67/68 and they are the same as far as i know?

 

Both of my '70 CJ5's had the flanged 30 spline axles and I believe all '70's did. Has anyone ever actually seen a factory V6, 4sp jeep?

 

My 70 came with 19 spline 2 piece axles.

 

This is an indirect answer to your question. My brother lived in Corvallis, Or in the lates 60's early 70's while attending OSU. He had a 68 CJ-5 which the T86Aa trans went bad on. He went down to the Jeep dealer (Singer Motors, I believe) and had them order him a brand new Jeep option close ratio T18 with factory adapters (2). Required floor and driveshaft work. So if you're asking if the 4 speed was actually available, yes it evidentally was.

 

No and yes. Many early 70's still had tapered axles and yes I've seen a '70 with the factory 4 speed.


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I have an orignal 1971 printed factory service manual, the 4 speed is listed in there and actually has pictures of it installed in the v6 model. Another thing that changed on the 70-71 models from earlier models was the hood safety catch. The rear tank also forced some small changes to the rear of the frame. To check the rear axle is easy, if the center of the axle is basically flat and does not have a round dust cover its flanged with 30 spline and not 2 piece. The radiator is different in the late 70 thru 71 models, the radiator measures 17" x 22" instead of smaller, the front cowl is totally different on the inside compared to the earlier 5's and so are the hood/ grill support rods.

 

30 spline started 70-1/2.

I think dauntless_powered owned a factory V6/4spd for a while.

 

We've had a very few members (1? 2? 3?) with them here. Search and you'll probably find more references.

You could get all the parts for either the close-ratio or wide-ratio T-18 conversion into a six-cylinder CJ-5 from the dealer parts shelves. When I bought my first '75 CJ-6, I was offered the conversion at the time I bought it. The only thing that would need to be made was the rear driveshaft - all the other parts would have come from stock. Realize that the six-cylinder trucks, with the wide-ratio T-18, use the same parts as the CJ-5s with the T-18 in that era. All that Jeep needed to put the T-18 in the CJ-5 was to make a new plate adapter between the Buick bell and the T-18 of either type (seen above in Patrick's post).

Jeep chose to offer only the close-ratio T-18 in the CJ-5s and CJ-7 up until 1978, when the wide-ratio transmission was first offered. But a bolt-in replacement wide-ratio transmission was available ...

 

Is that front T18 adapter plate a Kaiser or Advanced adapter's produced part?

 

The T-18 was a $175 option on a $2,900 vehicle. The upgrade to the V6 was only $100. Comparing it to a $29,000 vehicle of today, that would be a $1,750 option. It may have been that not many people thought it was worth it?

 

I pulled an original T-18 4-speed out of a 1971 CJ-5 (V-6); and, I'm currently transplanting it to a 1970 CJ-5 that originally had the 3-speed in it (also a V-6). It's a direct bolt to the motor; but, the crossmember is different, and I need to cut out the body towards the seats to fit the tunnel covers.

I don't have the pics handy; but, I question the authenticity of the tunnel covers...maybe someone can help. The 3-speed covers are stamped and formed. The 4-speed covers, that I have, look like they came out of a sheet-metal shop. A lot more cutting and welding on the edges. Does anyone have pics of original 4-speed tunnel covers? I'll try to get pics posted of my 3-speed and 4-speed ones side by side for comparison.

Also, not positive, but it looks like there weren't any holes in the frame for the 4-speed crossmember location. This leads me to believe that they would have pulled the 4-speed CJ-5's off of the assembly line, and specifically set them up with the 4-speed tranny. Can anyone confirm?

 

I believe that's the factory part.

 

As I recall, the T-18 floor panels require that the floors be cut back. This was a simple trim and the new panels covered the cut edges. But that's what the factory did.

I have some pics of factory T-18 floor covers in situ somewhere. I will post if I can find them. They are indeed folded, not stamped, and the edge next to the driver's floor is held down with sheet metal screws. AFAIK these are the same floors that were used in the F134/T98 Jeeps - maybe someone with one of those can help.

 

I'd assume that adapter was the same as was used on the J series trucks with the Buick 350?
When I put the T18 in my CJ2A I used a Ford input shaft and a Lakewood blowproof bellhousing, no adapter required.

 

No, pretty sure it's different. I'd expect a 350 J-truck to have a very long input shaft and adapter, much longer than the combination seen above. If you put the combination above in a J-truck, the shifter would be under the dash. The Ford input shaft is shortest of all, shorter than any of the Jeep input shafts.

 

To support what Timgr said the J truck and Wagoneer with Buick 350 and T-18 used a very long input and a very deep front adapter. No way it would work in an early Cj without lengthening wheelbase if you want to fit a rear driveshaft. I want to say it was somewhere around 9" longer than the factory CJ set up.


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