AX15 Jeep tranny

[4D55 Performance Inc]

I have just finished installing my new drivetrain (2.3 turbodiesel, FM145, Atlas 5.0) but I am already looking for ways to make it better. It is obvious to me, that the FM145 transmission is weak spot in my drivetrain.

I am looking to improve upon my current tranny but I have not found any information on people adapting other trannies to replace the FM145/46. Because my current tranny has a removable bell I am guessing there's a way to mount an AX15 or other tranny to my little diesel.

Is anyone aware of swaps that have been done in place of the FM trannies?

 

[4x4junkie]

Mazda M5OD-R1.
Much beefier than the FM trannies. The M5OD has just a hair taller OD than the FM, and is a bolt-in replacement for a FM146 (swapping from your 145 will require driveshaft mods, the M5OD is 2" longer).

 

[4D55 Performance Inc]

Mazda M5OD-R1.
Much beefier than the FM trannies. The M5OD has just a hair taller OD than the FM, and is a bolt-in replacement for a FM146 (swapping from your 145 will require driveshaft mods, the M5OD is 2" longer).

But doesn't the M5OD-R1 have an intragral bell?

I need the tranny to have a detatchable bell housing so I can mate the 4D55Mitsubishi Turbodiesel to the transmission.

 

[abunchofidiots]

I'm not sure the AX15 is much stronger than the M5OD or FM145. The AX15 has the ability to mate a NP231. It does have a detachable bell. Its decent but has a few little problems too.
The input seal can leak on the AX15. The lock balls and shift rails are tedious to get right. You need to dry-check your assembly before RTV/Silicone goes one the final assembly. Make sure you don't tilt it, and reverse does not slide down during assembly. Make sure your input is seated well and synchos still move free on near the 3/4 hub. Make sure you remove the detent spring and detent ball before installing the rear housing.

After beer 2:
It also has an external slave. The pilot bushing size is also .750 on later models and it can be found for cheep. I have also seen the input and cluster gear get messed up after the front seal takes a dump. Pictures to follow.

 

[abunchofidiots]

 

[4D55 Performance Inc]

Interesting info. I already have an Atlas 5.0 so an NP231 would be a step backwards in more than one way.

So you think the FM145 is as strong as the AX15 and M50D? I have a brand new FM145 and I have added a 19mm Tuff Pan to keep it from twisting under load and to increase the oil capacity. Also, I avoid shifting into overdrive unless I am going over 60mph. I use only synthetics so I hope my FM145 stands up to all the abuse.

I just want to explore all my options if the FM145 fails. I am also interested in building a 1987 Ford Ranger 4x4 SuperCab with a 2.3 Mitsubishi Turbo Diesel. My buddy has a cool turbodiesel ranger but it would be cooler if it was Supercab. I plan to go drive down the street tomorrow and take my spare housing over to the guys at Novak and see what they have to say. They're only about a mile away.


Larry's 86 Turbo Diesel Ranger 4x4 with a 6" lift. He usually has 35" Baja Claws on it, but he is trying to sell these wheels and tires so he figured putting them on his truck would help them get some attention. Personally I like the Claws better.

 

[Captain Ledd]

You might be able to use an AX15.

The reason not many people swap to other trannies is because the M5OD bolts to anything ever offered (except the diesels ) and there's even ways to get the T5 in there with factory stuff.

I don't know what the input shaft length is on an FM145, you'll have to check and adjust length on that accordingly.

The AX15 also uses 2 dowels to locate it in the bellhousing instead of the concentric ring. The bellhousings of course won't swap so you have two options.

An adapter plate between the Ford engine and Jeep bellhousing, or an adapter plate between the Ford bellhousing and Jeep transmission (If there's not enough room for both dowels). You might need a spacer plate anyways for the input shaft issue.

Then you'll have to figure out pilot bearing/bushing issues. Clutch plates, pressure plates, throwout bearing, linkage. Should be 10 spline, 1 1/8 diameter. They made clutch sizes in all sorts of varriations for jeeps, most are 10 spline 1 1/8 diameter inputs though, they used that for bagillions of years/models/transmissions.

Shifter location might be different too.

A lot of work, but not a swap I've done so alot of things I don't have the answers to.

Just in case you haven't come across it already:

http://www.novak-adapt.com/knowledge/ax15.htm

 

[4D55 Performance Inc]

Just in case you haven't come across it already:

http://www.novak-adapt.com/knowledge/ax15.htm

Yeah, I have seen that page, I actually only live about a mile away from there shop. I will chit chat with Novak today and pick there brains.

So what does it take to swap in the Tremec World Class T5? When swapping in a T5 do you use the OEM ranger bellhousing?

 

[David85]

You might end up being only the second guy on the planet to have a diesel extra cab ranger with that engine in it. I sure haven't seen one like ours and I don't think they were offered from factory. Just be weary of the 2 piece rear drive shaft. They don't adapt well to suspension lifts (have a stronger single piece out of a 2002 ranger in ours).

Only thing I can suggest for the transmission is to have a custom adapter plate made up but that won't be cheap. Although with a 5:1 transfer case it seems to me the brunt of the torque will be kept from ever reaching the transmission. I've never off roaded however so I'm far from an expert in that respect.

 

[Captain Ledd]

So what does it take to swap in the Tremec World Class T5? When swapping in a T5 do you use the OEM ranger bellhousing?

Some 2.3L mustangs came with a T5 and you take the whole setup out. And I think there were some wierd/rare applications where you could get a bellhousing that'll fit a 4.0L or something like that, I'm not sure on that one. Still, none for the diesel.

You might be able to re-drill the Ranger bellhousing, it's a lot closer to that than the AX15. Trouble with T5's are they're complicated to get in 4x4 form that are actually strong/worth a damn. Internet lore has it, you can use Jeep T5 parts to convert to 4wd. I'm sure there's more to it than that.

Though you could just get the Jeep T5, I guess as long as they're not banged on they don't too bad of a service record. They've gotten a bad rap, but how often do you see people doing stupid stuff with the skinny pedal? In Jeep trim, it's probably comparable to the FM145, maybe marginally stronger at best.

The V8 mustang T5's are pretty strong, but don't exactly have good ratios for a 4x4 truck.

 

[4x4junkie]

But doesn't the M5OD-R1 have an intragral bell?

I need the tranny to have a detatchable bell housing so I can mate the 4D55Mitsubishi Turbodiesel to the transmission.

Yeah it does. Sorry, I guess I just saw FM145 and (like Captain Ledd said), assumed some version of it would've been compatible.

The M5OD is a much stronger transmission than the FM145. I think the AX-15 places somewhere in between them, maybe closer to the M5OD, but I'm not as familiar with it (thats the one from behind a 4.0L I6, right?)

One thing that may help that FM last longer is to overfill it by about a half quart (park the truck sideways on your oil change ramps to get it filled up like that). From what I can tell, the FM trannys mostly suffer from lubrication issues, not so much a lack of shear strength in their parts.

 

[Hahnsb2]

I agree Junkie, you can also also just pull the shifter out and overfill it that way.

 

[4D55 Performance Inc]

What about the M50D-R4? Supposedly it came with a detatchable bell. What the bolt pattern like on it?