In with the new	Short Cuts
by: Ron Hollatz - 10/2000	Navigation Menu JeepWire JeepWire Tech JeepWire Reader's Rigs JeepWire Feature Rigs 4x4Wire 4x4 Parts 4x4 Tech 4x4 Trails OutdoorWire ORN Site Index Links Index Off-Road Gallery Destinations Gallery Main Expo Center

Different crankshaft bolts are required for automatic and manual applications. Photo by author

Shown is the transfer case adapter and mount. Photo by author

The Lokar flexible dipstick mounted to the firewall. Photo by author

The completed swap without the skid plate attached. Photo by author

From here out I could follow the instructions from Advance Adapter which made the install a lot simpler.

Installing the 700R4

Before going any further I test fit the adapter and flex plate to make sure there wouldn't be any interference problems. Since everything fit like it should I could start the install. The stock Jeep dust plate will still be used and needs to be installed using the two dowel aligning bolts included with the kit. At this point I should have looked closer at the pictures on the instruction sheet. The dust plate Advance Adapters had on their engine was different than the one I had on mine. This is probably because I was replacing a 5-speed transmission while Advance Adapters used a Jeep with an automatic in it. The 5-speed dust plate completely covers the flywheel, while the automatic version leaves the lower half open. I didn't know this until after the transmission was installed so I had to use a hole saw on a right angle drill to make an opening to install the torque converter bolts. It would have been a lot easier to cut an opening while the cover was out of the Jeep. Now that the dust cover was in place the adapter could be bolted to the engine using the supplied allen head bolts. I put all the bolts in before I tightened any of them so I could make sure they lined up. The flexplate was the next component to go in. I had some difficulty here because my YJ was a 5-speed to start with. The bolts used from a fly wheel to the crankshaft are longer than those used to hold the flexplate on an automatic. I ended up having to purchase some from my local Jeep dealers parts department. I then used a wooden block and a dead-blow hammer to install the torque converter support in the crankshaft. The starter was installed next and Advance Adapters recommends cranking the engine to make sure the starter engages properly. Mine worked fine.

Now I was ready to install the transmission and torque converter. Advance Adapters recommends the ears be cut off the transmission housing before installing it. This is for starter and exhaust clearance on a CJ. Since the frame is wider on a YJ, theses modifications proved to be unnecessary. To make the transmission fit without rotating it the bolt hole underneath the dowel pin on each side of the transmission need to be enlarged to line up with the dowel pins on the Jeep engine. The instructions clearly showed what needed to be done and it was quickly taken care of with a Dremel tool. The washers used on these bolts need to have some material ground off to fit the transmission housing. Again, the instructions had pictures making it an easy task. Special spacers are provided to go between the flexplate and torque converter. These could be installed one at a time through the opening I cut in the dust plate. Advance Adapters included a detailed drawing to make sure the torque converter is properly engaged. The GM dust cover was next to go on. All of the 700R4 covers I could find were made of cast aluminum making them difficult to modify to fit with the adapter. I ended up using a TH350 dust cover with the front section cut off like the picture in the instructions. It does leave the edge of the flywheel exposed so I need to fabricate an extra piece to put on.

I was hoping I could use the dipstick and tube that came with the 700R4. Unfortunately there were too many bends to make it fit in the YJ engine compartment. Another call to Lokar and I had one of their flexible transmission dipsticks which worked perfectly. Two versions of the braided stainless steel covered dipsticks are available, transmission mounted and firewall mounted. I chose the firewall mounted version over the transmission mounted so I could easily reach the dipstick once it was installed. The dipstick itself is plastic allowing it to flex in any direction. Due to the flexibility of the dipstick it is best not to check the transmission fluid immediately after filling it. Fluid can be trapped in the tube giving you a false reading.

At the same time I also ordered a kick-down cable from Lokar. Their cables are available in any length and can be cut to fit so I ended up ordering 6O" cable. This gave me plenty of cable to reach my throttle body. It also came with a stainless steel braided cover to match the dipstick. An improperly adjusted kick-down cable can kill a 700R4 very quickly, so I had my local transmission expert make the final adjustments.

Installing the Advance Adapters Atlas II transfer case

I've been using an Atlas transfer case since they were first produced by Advance Adapters. Since I was going through the trouble of putting in a new transmission I decided to upgrade my 3.6:1 version with one of their extreme 4.3:1 transfer cases. I got the new Atlas II transfer case with the 23 spline input shaft to match the output shaft I had put in the 700R4. That way if I decided I didn't like the 700R4 I could always go back to a Jeep transmission. All it took to install the new transfer case was some silicone on the mating surface with the adapter and putting nuts on the studs in the Atlas II. The design of the transfer case and the adapter allowed me to clock the transfer case for the optimum driveshaft angle to the front axle. The transfer case adapter also incorporates a foot to use with the Advance Adapters cross member support. This support is a great improvement over the stock mount and is wide enough so that a torque arm is not needed. It also uses neoprene bushings which should last much longer than the stock rubber bushing. Once I had measured the offset of the transfer case and positioned it correctly, new holes were drilled in the cross member which could now be reinstalled.

The swap was pretty much finished at this point. Once I filled the transmission with ATF and the Atlas II with the provided Torco fluid, I could reconnect the wiring and transfer case vent hose. A new cover was fabricated for the transmission tunnel with the boots for the Atlas II and Lokar shifter installed. Now that the transfer case and transmission were installed, I could measure for the proper driveshaft lengths. I ended up having a new front driveshaft made by South Bay Driveline, see my "Extreme Slip" Driveline article for more information, and my local shop lengthened my rear driveshaft 1". Once I put the driveshafts in it was off to the muffler shop for a new exhaust pipe.

Conclusions

I can't say enough about how much I love the results of this swap. I didn't lose much acceleration due to the low first gear of the 700R4, and the engine is hardly working at 65 m.p.h. on the highway. I'm even thinking about going to lower gears in my axles since the overdrive keeps the engine speed so low. One of my biggest concerns was what would happen to my compression braking on steep hills. At this years Easter Jeep Safari in Moab, I was pleasantly surprised. Even going down Lion's Back very little braking was required. I also didn't have to worry about stalling the engine while on obstacles so I could concentrate more on where I was going.

I was also extremely happy with the quality of the kits from Advance Adapters and the help I received when I ran into difficulties. The staff at Advance Adapters had no problem answering the silly questions I called with while laying flat on my back under my Jeep in the garage. The differences I found while installing the transmission were mostly caused by the different parts Jeep used from year to year. A big thank you also goes out to the people at Lokar Performance Products. They produce excellent products and their tech support is second to none. They had no problem answering my questions and offering suggestions on an application that their products were not designed for. I love the feel and looks of their shifter and related products.

So now that my drivetrain had been upgraded, my thoughts have turned to upgrading the axles. Watch for details in the near future.