72 Dart Swinger 3.6L Pentastar +T5

-
Things are moving right along. The Bellhousing is in the machine shop getting cut.

The Adapter ring came in yesterday. Not bad for $30 considering its fully machined.


upload_2017-12-21_12-36-25.png


Here's how it measures. I test fitted it on my T5 and its nice a snug
upload_2017-12-21_12-38-53.png



I tweaked my design of the adapter plate sheets to fit the adapter ring dimensions. There are 3 different sheets that are identical except for their center hole.
The 3 different diameters are 5.220"(red), 5.125"(orange), 4.91"(green)

upload_2017-12-21_12-44-6.png


upload_2017-12-21_12-44-47.png
 
This is an awesome thread. The guys in our Development shop blow my mind with this 3D scanning stuff. This is surely a unique project. bet its the only pentastar dart on the planet when its done.lol
 
Bell housing is cut!
I test fitted the Adapter ring and its nice & snug.
I'm just waiting on the rest of the sheet metal for the adapter plate to cut today. I plan the have the trans mounted the engine next week.

upload_2017-12-22_10-0-30.png


upload_2017-12-22_10-1-21.png
 
Have you fitted the clutch to make sure everything fits? Love this build.
 
jaws said:
Have you fitted the clutch to make sure everything fits? Love this build.
Click to expand...

I did quite some time ago. Post #56 has the details.

The stock 11" Wrangler pressure plate is too bulky and rubs in inside of the NAG1 bellhousing. A 10.4" Mustang disk and pressure plate fits both the bellhousing an T5 just fine. I just have to get the flywheel drilled for the smaller pressure plate.

In my excitement to get the trans and engine bolted together, I forgot I wanted to triple check the depth of the input shaft's engagement into the pilot bushing. Since my adapter plate is somewhat modular, I can add/subtract a .060" plate or two if need be.

Speaking of pilot bushings: the flywheel takes a 1.005" OD pilot bushing and the T5 want a .673" ID pilot bushing. Well no such bushing or bearing exist with those two dimensions. The closest I found was a Dorman 690-0043. perfect ID but the OD is 1.055". I plan to just turn it down a tad.

upload_2017-12-24_22-33-58.png
 
Super cool build. I’m doing something similar but with a ‘78 Mustang II swapping in a 2013 3.7 for all the same reasons. Can’t wait to see you finish this!
 
Lil Demon said:
Likely the trusty T-5. It fits just about anywhere, built right can take a beating and parts are plentiful
Click to expand...
Yep! T5 here too for all the same reasons.


Speaking of which,, I got the T5 pilot bushing's OD turned down to fit the flywheel 1.003". FYI: the 3.6's pilot bearing presses into the Flywheel, NOT the crank

I didn't trust my meager machinist skills get perfect press fit on the bushing's OD, so I left a .05" flange on it so the input shaft wouldn't be tempted to push it out back.

20180110_203801.jpg
 
Classic Auto Air adapter mounting plate.

As some may know, the CAA evap assembly is only intended for Non-A/C cars and it mounts off the OEM blower fan mounting holes.
Well if you have an A/C car and want to upgrade your factory A/C box you're SOL. Why? because the blower fans are completely different between A/C and Non-A/C cars and there's just nothing left to mount the CAA evap box to.

Well to solve this issue, I just measured the bejesus out of my stock and CAA eveap and firewall and came up with this handy-dandy adapter plate. It has 1/4-20 studs that use 2 of the original stock evap mounting holes and has two open holes to emulate the Non-AC blower fan mounting so that the CAA evap had something to bolt to.

20180110_202538.jpg
 
ENGINE INSTALLED!

upload_2018-1-31_19-20-35.png


upload_2018-1-31_19-21-47.png


Left motor mount
upload_2018-1-31_19-22-52.png


Right motor mount. Not entirely pleased with this one and imo, its got a bit too much cantilever beam action going on, that may wear out the rubber mount prematurely. But its beastly rigid and for now, it'll hold the engine in the right spot.

upload_2018-1-31_19-23-55.png
 
TRANSMISSION MOUNT

Just needs finished up now that the engine is exactly where its going to live.
I designed and laser cut sheets on .06" 430 stainless and spot-welded them together.

upload_2018-1-31_19-32-41.png


upload_2018-1-31_19-29-14.png




I just have to bridge the two pieces with a few reinforcements and then build over to transmission mount.
upload_2018-1-31_19-27-26.png
 
Last edited:
We're getting there … Jeep Pentastar 3.6L and 8-speed trans into the 37-38 Dodge truck.
Now need to fabricate the L And R engine mounts and trans mount, followed by exhaust system and cooling systems.
Everything seems to be just squeezing in right now … but we haven't got to the heater/aircon etc inside the cab. That'll all be a serious challenge.
 
image.jpg
image.jpg
image.jpg

myduster360 said:
ENGINE INSTALLED!

View attachment 1715136934

View attachment 1715136935

Left motor mount
View attachment 1715136937

Right motor mount. Not entirely pleased with this one and imo, its got a bit too much cantilever beam action going on, that may wear out the rubber mount prematurely. But its beastly rigid and for now, it'll hold the engine in the right spot.

View attachment 1715136938
Click to expand...

Before removing the Pentastar from the 2015 Grand Cherokee 2WD, I measured the centreline heights above the floor of the crankshaft at front and the ZF auto 8-speed output shaft. The crank front end is 6.33" or 161mm above the output shaft.

Is this normal ? It puts the engine on a pretty hefty downward rake from front to back.
 
Some updates

Got a lot of the Transmission mount done but needs a bit more reinforcing and some paint

20180226_171736.jpg

20180226_171722.jpg



Before I work on the wiring I thought I'd get the radiator in the right spot and that meant finally installing the XV lower core support that's been under the bench for a year.

20180228_113144.jpg
 
Last edited:
You must log in or register to reply here.
-

Back
Top