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R154 adapted to AMC kit feeler |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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Toyota R154 made by Aisin First 3.251 Second 1.955 Third 1.310 Fourth 1.000 Fifth 0.753 Reverse 3.18 Supra Turbo mkIII 3.0L I6 versus the FrankenHornet Weight 3800lbs! ~3300 I think 260ft.lbs torque going for 300+ ft.lbs Rear ratios were 3.73-4.10 3.54 rear gear, 27" tires (stock has pretty small tires) People say a well built R154 can handle up to 700-800HP (but transmissions are measured in torque so...). The trans I am building should be able to handle pretty much any AMC engine. If you have a 401 that is completely goosed, with 600ft.lbs of torque, that is probably pushing it unless you get all the upgrades from Marlin Crawler that they have on their R154 HD model. Edited by 71hornet6 - Oct/22/2014 at 12:27pm |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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Here is the hydraulic clutch setup I have in my Hornet. If you have a Hornet/Gremlin/Concord/Spirit I definitely recommend trying to track down the hydraulic clutch setup, pedals and clutch master, from an Eagle.
I mounted my master cylinder upside down because the plumbing was easier that way. I used a complete setup from a '94 Wrangler I think and used the master cylinder as a reservoir. That way you can just buy the complete Jeep hydraulic setup together when yours gets old and it will probably be easier than replacing something else that's custom. I had already done the front disc conversion and I'm glad that the '78 Concord that was my donor car has the whole thing tilted up because the Eagle master might not fit under the old level-set brake booster. I'm already very happy with my setup but that 3.83 first gear is pretty useless... now I'm going to fix it and plan on being happy as a clam Edited by 71hornet6 - Oct/22/2014 at 12:57pm |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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Class Guy
AMC Addicted Joined: Jul/02/2007 Location: Arkansas Status: Offline Points: 969 |
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Ratios are not that much different than a stock T-5 out of a Mustang. |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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True, but because of the .68 overdrive, you want to get the T-5z or '93 Cobra version that has the 2.95 first gear. Those are more expensive and harder to find and the T-5z maxes out at 330ft.lbs so I think you could break it with a hot 390 or 401. The R154 can be built much stronger to handle the most badass 401. It's supposed to occupy the space between T-5z and a Viper T56 or TKO etc which are expensive and probably overkill. Another thing that's cool is if you look around at the junkyard, both trans can be found and then it's really cheap. The special clutch, pilot bearing, and a few brass fittings are the only things that aren't stock parts. Edited by 71hornet6 - Oct/23/2014 at 12:22am |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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Got the clutch disc and pilot bearing in the mail...
The McLeod clutch disc looks badass. The pilot bearing is also excellent. Very happy with Advance Adapters. Pilot bushing Dimensions OD Diameter: AMC 1&1/16", AA bushing 1&1/16"... perfect ID of bushing is Toyota R small tip. correct Length: AMC 1", AA is 1.5" long... If you remember the input shaft is 5/16" shorter so I think I want the pilot bearing to stick out 5/16. 1&1/2 minus 1&5/16 is 3/16. I believe I'll want to cut that much off the back of the pilot bearing "extender sleeve" or whatever you want to call it. But I'll double check the fit before I start hacking off the end. |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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If you don't have a hydraulic clutch, have no fear
Someone just posted 7 of these on eBay. $40 free shipping I'm trying to get a discount for buying 5 at once, since if I want to make and sell these transmissions, people are going to need a hydraulic clutch. The pedals are the same as usual but with this welded on to them (click for more info on hydraulic clutch conversion) Edited by 71hornet6 - Oct/24/2014 at 1:15pm |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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FuzzFace2
AMC Addicted Joined: Jul/05/2007 Location: Angier, N.C. Status: Offline Points: 10343 |
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Cool project thanks for posting it.
How did the shifter location work out as 1 of the tail housings looks like it is back really far. Oh I went easy with a WC T5 hoped up a little to work with my Javelin & 360. Dave ---- |
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TSM = Technical Service Manual
75 Gremlin X v8 for sale 70 Javelin 360/auto drag car 70 Javelin 360/T5 Street car |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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Shifter position with the AX15 and Cherokee shifter is excellent IMO I know that the T5 will work for 95% of people. I had set up the AX15 already and I really liked the feel and that Hurst shifter is nice and comfortable. Not a very short shifter but a stout, macho truck kinda feel to it that's badass That's why I have to go through the trouble of switching the AX15 tail onto the R154... -retain Hurst shifter and shifter position which is ideal -retain custom cross member -retain yoke and aluminum driveshaft setup. As a side note, one added bonus is the AX15 setup with the AMC20 rear on my Hornet is the perfect size for a junkyard aluminum driveshaft from a '96 Ford Explorer 2wd. It seems well made and heavy duty and the same type as the Crown Victoria V8 aluminum driveshafts. At the muffler shop
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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Tearing down the two trans so I can swap their main shafts...
The very long AX15 main shaft, below, is likely so long to make the 4x4 version with the transfer case as long as the 2wd version so that they could use the same driveshaft. I'm getting pretty quick at stripping these down You need a puller to take off 5th gear One down, one to go... This is the R154 now The R154 is a bit tougher in every way. Like it has a steel sandwich plate instead of aluminum one on the AX15 The splines are in line but the pilot tip is 5/16" shorter. Here you can see that the gear connected to the input shaft (4th) is much larger on the R154
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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71hornet6
AMC Nut Joined: Nov/18/2012 Location: Oakland, CA Status: Offline Points: 433 |
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This rebuilt R154 is from an '88 Supra Turbo. '87 was the first year for the Supra Turbo and therefore the R154 which was built to match the higher torque. Non turbo trans is top
'88 was the first year for AX15 in Jeeps. The earliest versions of these R-series trans have a few differences. This version I have is the early/heavy kind. It's kind of surprising how much this thing weighs. I just took apart a 1990 4x4 AX15 and it had the U clip on the 5th gear instead of this thing (below) so that's another change. They must have changed at some point between after '88 before 90 so the u clip was new in 89 or 90. Kinda annoying design... you have to bend something to take the transmission apart. Not a big deal though. I think there were three types of synchros total. '92 is the last and best year for the R154 because it has the lighter gears and upgraded synchros. With a rebuild kit they have the newest style. Don't get hung up on finding a '92. If you find a good R154 for $600 or less with no broken gears, that's a great deal here in California. For the AX15, as discussed earlier, you want the '93 for the external slave input bearing retainer, throwout fork and clip, bellhousing and slave cylinder. The Supra (and maybe the R150 R151 too) has a pull type clutch which cannot be adapted for several reasons, one being the throwout fork and clip are bolted to the 7M-GTE bellhousing. The ball bearing next to the 5th gear makes taking the R154 apart just a little more annoying than the AX15. The R154 also has another sensor, "Skid Detection Module"? Don't know. Below are the input shafts next to their respective counter gears AND HERE'S WHAT WE WANT! The AX15 and R154 main shafts. Now we need to take the shafts to a place with a press to remove the gears and press them onto the others shaft. I bet you could find someone, like at a budget transmission shop, to swap gears between shafts for $100. I'm gonna take them to my buddies shop that has an old anemic press (you don't need much) and bring a case of beer. Stay tuned...
Edited by 71hornet6 - Oct/25/2014 at 6:03pm |
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'71 FrankenHornet:
'72 258 '95 4.0L Head Holley 390CFM AX15 with R154 gears 5 speed Hurst shifter AMC20 rear axle Detroit TrueTrac Dual Exhaust Concord Discs Spirit AMX sway bars |
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