AMC Manual Transmissions - General Info

[bigdog56e]

  Also need the 4X output shaft.
                                           Eddie

[IowaEagle]

Yup, that too, at the least.

[ericarmstrong]

What prevents us from using an ax-15 or a  ba 10/5 I'm sure there's  an obvious reason thats going to make me look stupid as soon as this is answered, but i have to learn some how.     

I intended to post this in manual tran. not under amc manual tran. gen. info sorry

[Alcoatari]

What prevents us from using an ax-15 or a  ba 10/5 I'm sure there's  an obvious reason thats going to make me look stupid as soon as this is answered, but i have to learn some how.     

I intended to post this in manual tran. not under amc manual tran. gen. info sorry

The AX-15 has the same bolt pattern as the stock Tcases for eagles. NP 119, and 129 I believe. These Tcases have a longer collor for their input shaft, so the two will mate, but there is a gap of about one inch. There may be an adapter plate available.

I am currently dealing with this problem. I have two Tcases, both 129s, and I am going to attempt to shorten the collar so that I wont need to use an adapter, this way the shafts have more mating surface and can handle more torque. With an adapter, they will only mate for about 2-2.25 inches. Without it, about 3-3.25. Im not sure if this mod is possible or probable yet, but I will let everyone know if it is.

Another thing you can do is get a different Tcase, there is a writeup about it here:

http://forums.amceaglenest.com/index.php?topic=13293.0

I think this is possibly the best tranny for the eagle sx4 application. I hope I can figure something out.

[The Dark Side of Will]

  The SR-4 was used in the last of the F100 Fords behind the 300 six and 302, not very durable. The "Z" version of the T-5 used in Mustang GT is rated 330 ft lbs torque, that is the one you want. gear ratios 2.95,1.94,1.34,1.0 and.63. The T-5 in the homebuilt is from a turbo coupe, extremely low 1st gear, like 30mph at 5000 rpm.
                                                                                                  Eddie

People keep saying that you can use a tranny from a mustang... As far as I know, this information is incorrect unless you get the tailshaft housing from a 4x4 t-5, as it wont bolt to the transfer case if it is the 2WD t-5.

If this is not the case, I would love to know what you guys are doing, or are you just ditching the 4WD altogether?

I just bought an '85 5 speed wagon with 2.73's. I'd like to do both of these mods... I'd like the '93 Cobra gearset for enjoyment on the street and the taller overdrive gear. To make that work offroad, I'd like to set it up with a 2 speed T-case and 4:1 low range. I @$$ume that the 4wd output shaft is compatible with this gearset? What would be the right applications to look at to snag an extra T-case adapter?

The Eagle T-5's had a 0.76 top gear stock, right?

[captspillane]

Howdy,
Do not overlook the NV3550. It is much stronger than the T5 and was installed behind Jeep 4.0s up until the 4.0 was replaced by the V6 in 2006. It and the similar NV4500 and NGS370 6 speed are the only transmissions I would ever consider putting behind an AMC V8.

I believe strength numbers for the T5 are around 200, world class T5s around 250 and the NV3550 around 350. There is no competition.

New and rebuilt conversion packages are readily available. Packages that include the transmission, bellhousing, shifter, and a low range transfer case cost about $2,000. Thats well worth it for a car intended as a daily driver.

NV3550s have the sensor hole already and are all ready to be installed behind a fuel injected 4.0.

Dave Spillane

3 SX4s
2 Station Wagons
2 Sedans
1 Spirit
4 Parts Eagles

[Alcoatari]

I have actually settled on the AX-15 with a NP/NV247.

This combo will be full time all wheel drive, 5 spd, with a lo range.

The AX-15 I have came out of a diesel, word has it that it is stronger than the others that came from gas jeeps.

2 things:

I had to find a shorter input shaft for the 247. I yanked it off of a 249 at pick&pull, which has a lot of common parts with the 247. I took the whole planetary assembly, and it dropped right in to the 247.

I also yanked the front-yoke off of the 249, because the 247 had a different type of front drive shaft. If anyone else happens to do this, and rebuilds their 247 before installation, WATCH OUT FOR THE NEEDLE BEARINGS. They will fall everywhere if you're not prepared.

For reassembly, I used a synthetic transmission assembly lube, the needle bearings are much easier to deal with with some sticky grease like that.

Now If I can just get these SMOG-Nazis over here in California to look the other way on a few things...

[Alcoatari]

Another heads-up if anyone tries to mate a 247 to the AX15:

The AX15 output shaft is a little bit too long. I don't know if there is an adapter available, but I don't really want to add anymore length, the AX15 is already longer than the SR4. My plan is to shorten that shaft by 9/16."

After that, the two will finally marry.

[amcconcord]

This site states as matter of fact, that the 1980 and 1981 eagles either only offered in 1980 Automatic or in !981 Automatic or a 4 Speed tranny?
This is like totally WRONG!
Bought a KammBack like New from dealer .3 miles on her still Have Manual Tranny 4 Spead! Could order, this was in  the show room [Fact not Fiction]
Bought and still own 1981 2 door brown Eagle Sedan, 5 Speed was in Showroom New, Just off truck Build Date Feb 1981 again Fact not Fiction can prove without any doubt, bought new, always owned, never changed, were is this mis info coming from?
Ratio wrong also!
First need for me to post build date, Tranny numbers, pictures of inside Eagles, to include Vin Id
Then we can chat about what was used what year?
Will post in the next couple of days.
Have to go to storage.

[Alcoatari]

Built in 1981 means that the model year was possibly 1982, when the 5-speed became an option.

Not saying you're wrong, but I would be interested to see that you're right!

[maddog]

well seeing as the car was built in february of 81 it is in fact an 81. now if the car had been built in say august it would be an 82.

[tougeagle]

Another heads-up if anyone tries to mate a 247 to the AX15:

The AX15 output shaft is a little bit too long. I don't know if there is an adapter available, but I don't really want to add anymore length, the AX15 is already longer than the SR4. My plan is to shorten that shaft by 9/16."

After that, the two will finally marry.

Why didyou not go with the 249? They bolt right up to the ax15, as does the stock eagle case....

[IowaEagle]

We all know that AMC factory literature was not always right, and that is where we get a lot of our information from.  Its members, like you, with real world experience who are able to point out these things and let us know.  Yes, a February '81 built car would still be an '81.   AMC liked to do running year changes in January, so I am wondering if AMC brought out the 5 speed "mid" year and that such an event never made it into any official AMC literature other than the dealer's option list?

[Alcoatari]

Another heads-up if anyone tries to mate a 247 to the AX15:

The AX15 output shaft is a little bit too long. I don't know if there is an adapter available, but I don't really want to add anymore length, the AX15 is already longer than the SR4. My plan is to shorten that shaft by 9/16."

After that, the two will finally marry.

Why didyou not go with the 249? They bolt right up to the ax15, as does the stock eagle case....

I tried to bolt on the stock t-case, and as I said, the output shaft of the tranny bottomed out in the stock t-case and the 247. First, with the 247 long input shaft, the splines weren't long enough. Then, after I rebuilt the 247, with the short input shaft (from a 249), the output of the AX15 bottomed out.


Kind of a bad picture of a 249, but I think it is good enough for comparison.


Thats the 247 with long input shaft

In my journey to find a transfer case, I personally dismantled both a 249 and a 247, and, as you can see in the pictures, they have very similar, if not identical enclosures. I believe the bolt pattern, input shaft, and (rear) output shaft are the same for the 247/249. In a lot of the literature I read, the 247/249 were lumped into the same manual. "http://www.transtar1.com/catDownload.asp?ID=667" (adobe)

The key differences being a progressive coupling versus a viscous coupling and the front drive-shaft yoke. I wanted the progressive coupling feature of the 247. I have heard that it can be problematic, but a lot of those issues were fluid related. My 247 has 4-All Time, Neutral, and 4-Lo; as far as 4-wheel, it engages at any loss of traction of the rear wheels, and does so much faster than a viscous coupling; sounds good to me. (If it works correctly.)

So why didn't my 247 "bolt on?" I really don't know.

I think my problem was with the transmission, not the t-case. The guy I bought the tranny from told me it was from a diesel, that might have something to do with the problems I encountered.

Justin

[ericarmstrong]

Another heads-up if anyone tries to mate a 247 to the AX15:

The AX15 output shaft is a little bit too long. I don't know if there is an adapter available, but I don't really want to add anymore length, the AX15 is already longer than the SR4. My plan is to shorten that shaft by 9/16."

After that, the two will finally marry.

Why didyou not go with the 249? They bolt right up to the ax15, as does the stock eagle case....

Our stock TC bolts to the AX/15? I was under the imression there was no way.