NSG370 6-speed swap

[Seagulls n Eagle]

Greetings

Looking for some insight, knowlage and winsom regarding swapping in a NSG370
I read some where that you can only use a 2005-2006 version.
I have a line on a 2005 NSG370 for &650. I asked Novac and they were prompt with an answer of the possibility of it not being clocked right.

Does anyone have some insight to the difficulties or ease of swapping this one in.

Thanks! What a great forum!!

[eaglefreek]

At least one guy did it a few years ago in an SX4. I don't remember which transfer case he used and what issues popped up. What transfer case do you plan on using?

[Seagulls n Eagle]

I have a 229 to go in but I also have a 129 I have a 727 to go in but I would really prefer a manual.
Do you know if a spirits pedals wil work?
I'm also on the hunt for the clutch master cylinder.

[eaglefreek]

I don't know much about pedal interchange, but I would assume if it's hydraulic, it will probably be the same. You might have to use a clocking ring as a spacer to make the 129 or 229 work, so the clocking shouldn't make a difference.  However, for some reason, Jeep used 3 different transfer case input shaft lengths and you might not have to use a spacer if the TJ the transmission came out of used a long input shaft.

[captspillane]

This picture shows my NSG370 6 Speed to the far left. Next to it is the NV3550 5 speed. There are two T5s sitting to the right of that. The second picture shows an AX15. The third picture shows the crank position sensor hole on the NV3550, AX15, AW4, and TF999. The fourth picture shows the crank position sensor hole on the NSG370. The notches in the flywheel are identical, but clocked differently because the 6 speed hole is on the side. The engine will not run if you use a 5 speed 4.0 flywheel with the 6 speed. I'll have to get a better picture of the AX15 next to the NV3550 next time I'm home.

[captspillane]

Apparently back in 2011 I wrote all the information you're asking for in this thread. Its a sticky at the top of the same section we're posting in now.

http://forums.amceaglesden.com/index.php?topic=27.0

The NSG370 (6 speed used in 2005-2006 TJs) uses the same throwout lever and external clutch master cylinder as the NV3550 (2002-2004 TJs) as well as the later AX15s (1995ish to 2002). I purchased an Advanced Adaptors NV3550 slave cylinder and simply popped off the quarter inch thick plastic spacer because I had already bought new NV3550 and NSG370 slaves and saw that they were nearly the same except for that spacer. The Advanced Adaptors kit is special because it replaces the stupid plastic lines with flared line that is easier to use with the Eagle Master cylinder. You must use the actual Eagle master cylinder.

Unlike the earlier five speeds, the NSG370 has a cast bellhousing built into it. A newer Jeep 2007 on will still have an NSG370 but it will not work behind a 4.0 because the bell is different and built in.

The CPS is round and on the side instead of square and on top. They rotated the notches on the flywheel to match. If you don't use the CPS then it won't matter and the AX15 flywheel will work. The Eagle flywheel will not. I got a round CPS from a 32RH to use in the hole because my OBD1 harness has a different voltage level than the OBD2 sensor that is supposed to be there. If you don't use MPI that won't matter.

Spirit pedals do not have the pin on the side. A real Eagle or 4 cyl Spirit will have the pin, but it will be crappy and likely broken. Either way you will need to make a better pin eventually. In that case the Spirit pedals are just as good as real Eagle ones..

[Amc1320]

4 cly spirit pedals work, that's whats in my sons sx4 now as the original one was broken when we got the car.

[amcman76]

I don't get on here much anymore, but thought I could help you out with any questions you had about the NSG370 swap.  It isn't an easy task but can help where I can.  I completed this swap back in 2006 or 7 (can't remember), and have been driving with it ever since (as minimal as that has been).  I should have documented it better, but hind sight being 20/20...

[Seagulls n Eagle]

Hi amcman76 thanks, thanks to captspillane and to all that have helped. It's is really a great forum!
I'm sure I'm going to have more questions. Let me run what I have planned.

I have a nsg370 coming from a 2005 jeep wrangler sport.
I'm going to the flywheel and starter from it too just to me sure.

I have a set of pedals from an early spirit and an eagle master clutch cylinder resivoir on the way

Question; am I going to need a "manual" crossmember or is there a need for modifications to the auto crossmember?

I'm going to try a dorman cm39516 master clutch cylinder.

I'm going to take captspillane advice get an advanced adaptors slave cylinder.

And a lux clutch/pressure plate kit

No here is another problem/question. I have an NP229 t/c that's been rebuilt and I would like to install.

Is this a bolt up or is there something additional need? Drive shaft modifications? Any insights.

Currently I don't have plans to change out the 258 but that's likely to change.

I'm really excited to more forward on this project and really appreciate being here. Thanks!!

[jpgreen]

I used a 242 transfer case and i can see how the additional length would cause a problem with the original transfer case. I had to use a clocking ring to get the tranny up to original height. Crossmember has to be built from scratch. The old drive shaft works fine with the slip yoke on the 242 T-case. Had to use the flywheel and clutch from the 2006 Jeep, Flywheel bolts were hard to find and used old pontiac. Resevoir location for the master cylinder was a pain.

[Seagulls n Eagle]

Nice work  Jpgreen! What to you think of the 6-speed and 242?

I'm wondering if I'm going to  have to plan on havering  the full transition to the 6-speed for the spring.  I'm trying to gather the parts for the manual conversion. I have a 6-speed lined up with the flywheel and starter.       

I'm intrested to know  more about the flywheel bolts.

Which flywheel bolts need to be obtained?  the ones  from an old pontiac?

 What's the differance in the new and old bolts! Do you recall the size?

I managed to pull the  carb today on my way down to the intake and exhaust manafolds because Im replacing the exaust mansfold. While I have them out I'm go going to pull power brake booster if necessary to fit the clutch .master cylinder.

[Seagulls n Eagle]

Thinking about it this morning I'm getting scared by the the 6speed swap.
It's going to be a bunch to swap to manual, afraid I'm getting in over my head.

I'm assuming a 5-speed is less involved.

That's the easiest simplest fit. T5,  ax-15, t-10

I would like to use my NP229 or Np129.

Any thoughts??

[amcman76]

To answer your questions:

I used the NSG370 flywheel, slave cylinder (plastic and cheap, but hasn't failed yet), clutch, and all flywheel bolts.  I used the  Spirit master cylinder with remote reservoir.  The crossmember was custom made and mounts further back due to the length of the transmission.  I used the stock 129 without the clocking ring.  I had to "finesse" the floor pan to clear the transfer case.  The tranny actually sits a little lower so I had to change the angle of the rear pinion shaft a bit.  I had the rear driveshaft shortened and the front one lengthened at a driveline shop.

The slave cylinder was a little tricky being that the hole isn't in the firewall yet so you have to find the proper location.  I used a greenlee knockout punch for that.  I reinforced the area with 1/8 inch plate.  Before making the hole make sure you put the pedals in first to get the right geometry.  Don't forget it is not just the pedals but the shouldered bolt for the pedals you will need too.  I only got the pedals at first and had a hard time finding a bolt afterwards.  You will have to modify the tranny tunnel to get the shifter through the floor and will have to cut a little to get the bolts into the engine block unless you pull the engine a little bit.  The bellhousing is super long and the access is poor.

A t5 would be a much easier swap, since it was a factory fit and they are short, but they aren't near as strong and not near as cool.

I barely ever get in 6th gear because I haven't swapped out the 2.35 gears yet.  I only get in sixth on the highway doing about 75.  That is the next step for me is a rear axle swap and front gear swap.  However I am contemplating just selling the car since I barely have time for it anymore and it is not exactly a roomy "family" vehicle and maybe get an Eagle or Matador wagon.

[jpgreen]

Flywheel bolts were Pontiac 389. Of the eagle vs jeep bolts one was to long and one set to short, cant remember the size. As for hoe i like it I also still have 2.35 gears and drove it twice to work with the front driveshaft out in low range. Then carb issues, then electrical problem, then chronic pain and i havent messed with it

[carnuck]

AX-15 is a better swap than T5 by far.