removing nsg (nfg) 370 for other trans

[dkto]

Hi all

I know your probably wondering why remove the six speed,
i allready replaced the clutch and release bearing and noticed the input shafts flopping around...its not syncing well from 1st to 2nd
1700 for a replacement input or 2300 for a transmission...

i,m thinking maybe i can install something else that doesn,t require any
further dealer intervention or parts sourcing.
I would prefer that actually.

any one done it or see why it cant be done?

i,m aware of the flywheel difference, so as long as i install the adapter that relocates the crank angle sensor...there shouldn,t be to much else
should there...the tranfer case output does the speedo...

the transfer case should bolt up to the trans shouldn,t it?

not sure on lengths etc...

Maybe someone more knowledgable can point me in the right direction

thanks

 

[Crazy4diesels]

I have been wondering about this too... My NSG370 is still OK - BUT... I have always had it in the back of my mind that someday we might prove it to be too fragile.

As for the input shaft - do you know it's not just the input bearing? It's not that easy to change the bearing (I think you need to split the case) but it would be a lot lower in cost than a new transmission. I loose front bearing can cause shifting problems. Best of luck - John

 

[dkto]

Thanks for the reply

If the assembly diagrams i,ve got are correct...you do have to split the cases,and theres no garanty its not the syncro, or shifter mechinism etc etc

As far as i know the input shaft and bearing are sold as one unit.At 1700$ plus

either way i,m leaning towards advanced adapters relocator, and a one off harmonic balancer...or maybe transposing the crank angle sensor location to other bell housesings using a pupose built jig off the 6 speed i have...obviously i
need lots of info....advanced adaptors thinknees for what ever bell housing i use

unfortunaly i don,t know alot of jeep guys here so finding and seeing whats availble is slow going.


not sure which is easiet...but until theres some more info on the 6 speed or service here becomes more than "no money in good work"...i have limited options

If you live in the states don,t you have unlimited powertrain warranty...i know we don,t have that here?

 

[SteelHeadz]

The air gap between the flywheel and the CKP sensor is critical. Make sure you get it as close as the original gap otherwise you might end up with driveability issues.
Hard shifting is usually caused by low lubricant level, improper or contaminated lubricants. This will cause noise, excessive wear, internal bind, and hard shifting. Substantial lubricant leaks can result in gear, shift rail, synchro, and bearing damage. The first indications of component damage is usually hard shifting and noise.
Shift component damage, clutch adjustment, worn pressure plate or disc are also causes of increased shift effort. If clutch problem is advanced, gear clash during shifts can result. Worn or damaged synchronizer rings can cause gear clash when shifting into any forward gear. In some new or rebuilt transmissions, new synchro rings may tend to stick slightly causing hard or noisy shifts. In most cases, this condition will decline as the rings wear-in.

 

[dkto]

thanks for the reply

i understand how critical the placement is..and will definatly take
what ever steps i can to keep it as acurate as possible.

i,m a millwright at a chrysler assembly plant i have many tool makers and
machinists expierence to draw on.

the trans was fine....seviced exclusively by dealers,fluid changes everything...actually changed 3 times allready...it only has 45000km

the clutch fingers were worn and the release bearing looked awfull..

all replaced including the pilot...

its also had

blown front wheel hubs,blown front axle seals, blown rear pinion seal.
then squeeking release bearing etc etc.

dealer failed to orientate the brake pads correctly for 17000km.

sure that didn,t help