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free nissan quest repair manualsThere's no charge for sending photos,Understand thisIf all this isWhen requestingMy apologies for not mentioning everyone. Remember Feedback on the drawings helps everyone. Enjoy Miscellaneous Radio-Tools-Canvas MP50,Other Shop PlansI consider it stealing. While the SF lists do not show Serial Number and USAAt the very least some ownersThe Jacksonville listBy John Gibbins. Starter Motor Diagnosis. By John Gibbins. Removal of Brake Drum Studs By John Gibbins. Manual - part 72 This provides quicker engine warmup and overall temperature control. Operating without a thermostat causes other prob- This conden- sation can result in sludge formation. The pressure relief point (in pounds) is engraved on top of the cap (Fig. 5). This results in a higher coolant boiling point allowing increased radi- ator cooling capacity. The cap (Fig. 5) contains a spring-loaded pressure relief valve. This valve opens when system pressure reaches the release range of 124-to-145 kPa (18-to-21 psi). The valve is completely closed when boiling point is reached. As the coolant cools, it contracts and creates a vacuum in cooling system. If percentage is lower than 44 percent, engine parts may be eroded by cavitation, and cooling system com- ponents may be severely damaged by corrosion. Maximum protection against freezing is provided Also, a higher percentage of antifreeze can cause the engine to overheat because the specific heat of antifreeze is lower than that of water. The deposits act as insulation, causing temperatures to rise to as high as 149 deg. C (300 deg. F). This temperature is hot enough to melt plastic and soften solder. The increased temperature can result in engine detona- tion. In addition, 100 percent ethylene-glycol freezes at -22 deg. C (-8 deg. F ). It’s overall effec- tive temperature range is smaller than that of ethyl- ene-glycol. The boiling point (protection against summer boil-over) of propylene- glycol is 125 deg. C (257 deg. F ) at 96.http://www.meress.sk/userfiles/candy-smart-cm2-166-manual.xml
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5 kPa (14 psi), compared to 128 deg. C (263 deg. F) for ethylene-gly- col. Use of propylene-glycol can result in boil-over or freeze-up in Chrysler vehicles, which are designed for ethylene-glycol. Propylene glycol also has poorer heat transfer characteristics than ethylene glycol. This can increase cylinder head temperatures under cer- tain conditions. Also, once ethylene-glycol and propy- lene-glycol based coolants are mixed in the vehicle, conventional methods of determining freeze point will not be accurate. Both the refractive index and spe- cific gravity differ between ethylene glycol and propy- lene glycol. Improperly positioned hoses can be damaged, resulting in coolant loss and engine over- heating. It connects the fan blade assem- bly to the fan pulley. A bimetallic coil spring is located on the front face. This spring coil reacts to the temperature of the radiator dis- charge air. It engages the viscous fan drive for higher fan speed if the air temperature from the radiator rises above a certain point. Until additional engine cooling is necessary, the fan will remain at a reduced rpm regardless of engine speed. This is when the air flowing through the radiator core causes a reaction from the bimetallic coil. It then increases fan speed to provide the necessary additional engine cooling. The bimetallic coil again reacts and the fan speed is reduced to the previous disengaged speed. Installation of the wrong fan or viscous fan drive can result in engine overheating. This may occur when ambient (outside air temperature) is very high. This can occur during the first 15 seconds to one minute after engine start-up on a cold engine. If leakage appears excessive, replace the fan drive unit. Do not attempt to check belt tension with a belt tension gauge on vehi- cles equipped with an automatic belt tensioner. We’ve checked the years that the manuals coverYou’ll then be shown the first 10 pages of this specific.http://sendi-clima.com/userfiles/candy-smart-ctdf-1006-manual.xml Then you can clickSpam free: Maximum of 1 email per monthSpam free: Maximum of 1 email per month. The 1945 Willys Jeep was the world's first mass-produced civilian four-wheel drive car. Also, with few exceptions, they had part-time four-wheel drive systems, with the choice of high and low gearing, and open bodies with removable hard or soft tops.By 1944, the Allies were confident the war would be won, and wartime production looked to be winding down. This allowed Willys to consider designing a Jeep for the postwar civilian market. The first CJ(s) had apparently been created by quick modification of the regular military MB, adding a tailgate, lower gearing, a drawbar, and a civilian-style canvas top.Rear wheelwells were redesigned so that seats could be enlarged, improved, and moved rearward, and new, more weathertight top designs were tried.For instance a number of experimental combinations of powertrain components were tested. Earlier models were dubbed “pilot models” because they still had so many differences from the production Jeeps. They were painted olive-drab, and had brass “JEEP” badges on the windshield base, the hood sides, and the rear.A distinct difference between the MB and the CJ-2A lay in the grilles of the two vehicles. Where the MB had recessed headlights and nine-slot grilles, the CJ-2A had larger, slightly bulging headlights, flush-mounted in a seven-slot grille. While still powered by the reliable L-134 Go-Devil engine, the CJ-2A replaced the MB's T-84 transmission with a beefier T-90 three-speed. Up to serial no. 13453, the MB-style full floating rear axle was fitted. Since Willys produced few parts in-house and relied heavily on suppliers, it was vulnerable to strikes. Unfortunately for Willys, strikes were common after the war, and this likely contributed to low production totals in 1945 and early 1946.https://skazkina.com/ru/4-wheeler-driving-manualFrom 1945 to mid-1946, CJ-2As were only available in two color combinations: Pasture Green with Autumn Yellow wheels and Harvest Tan with Sunset Red wheels. Additional color combinations added in mid-1946 were: Princeton Black with Harvard Red or Sunset Red wheels, Michigan Yellow with Pasture Green, Sunset Red or Americar Black wheels, Normandy Blue with Autumn Yellow or Sunset Red wheels, and Harvard Red with Autumn Yellow or Americar Black wheels. The Pasture Green and Harvest Tan combinations were dropped later in 1946. The Harvard Red combinations were dropped in 1947 and replaced with Picket Gray with Harvard Red wheels, and Luzon Red with Universal Beige wheels. In 1948, these color combinations were also added: Emerald Green with Universal Beige wheels, Potomac Gray with Harvard Red or American Black wheels. For 1949, the Picket Gray, Michigan Yellow, and Normandy Blue combinations were dropped. Olive drab was also available for export models.Around mid-1947, Slate Gray vinyl became available for certain color combinations. Later, Barcelona Red was added to the mix.It was powered by Willys' 60 hp (45 kW; 61 PS) L-134 Go-Devil four-cylinder engine, with a T-90 transmission and Dana 18 transfer case, a Dana 25 front axle and Dana 41 or 44 rear axle. It featured a one-piece windshield with a vent, and wipers at the bottom.The CJ-3B introduced a higher grille and hood to clear the new Willys Hurricane engine.Mitsubishi's version was built from 1953 until 1998, while Mahindra continued to produce vehicles based on the Willys CJ-3B until October 1, 2010. The CJ-3B was also built by Turk Willys Overland in Tuzla county of Kocaeli city. It was the first off-road vehicle plant to be opened in Turkey, in 1954.The Japanese GSDF refers to them as Type 73 Light Truck.This was considerably longer, at 433 cm (170 in) versus 339 cm (133 in) for the J3.The final military version J24A produced 135PS from an improved 4DR5 engine with front-mounted air-to-air intercooler.http://goldenstateav.com/images/bryant-310-furnace-owners-manual.pdfBy the time of the introduction of the longer J20 in 1960, a six-seater like the J10, but with a differently configurated (more permanent) front windshield, as well as available metal doors, Mitsubishi had also added small diagonal skirts to the leading edge of the Jeep's front fenders. This remained the last change to the sheetmetal up front until the end of Mitsubishi Jeep production in 1998.It was intended to replace the CJ-3B, but that model continued in production.The base Willys 4-cylinder was replaced by AMC's Torque Command straight-6 engines, giving the entry-level CJ-5 the power of the previously optional Buick V6. Standard became the 232 cu in (3.8 L), and optional the 258 cu in (4.2 L), which was standard in California. Both engines used a one-barrel Carter YF carburetor. Also in 1972, AMC's 304 cu in (5.0 L) V8 engine became available, which upgraded the power-to-weight ratio to a level comparable to a V8 muscle-car. Other drive-train changes included a new front axle - a full-floating, open-knuckle Dana 30, which was both 25 lbs lighter and reduced the turning circle by 6 ft.The windshield frame and windshield angle were also changed, meaning that tops from 1955 to 1975 will not fit a 1976-1983 CJ-5 and vice versa.The 258 cu in (4.2 L) AMC straight-6 engine remained available as an option, but the transmission was changed from the Tremec T-150 three-speed to a Tremec T-176 close-ratio four-speed. The Dana 30 front axle was retained, but the locking hubs were changed to a five-bolt retaining pattern versus the older six-bolt.The Tuxedo Park Mark IV was an attempt to crack the mass market; it was, according to Jeep, “a new idea in sports cars.In 1965, when the CJ was given the all-new Buick V6, Jeep saw the need for something similar in Australia. So, they began to fit Falcon 6-cylinder engines to them at their Rocklea factory in Queensland. Combat 6 jeeps were also fitted with Australian Borg Warner differentials, and Borg Warner-brand gearboxes.https://www.orhancoskun.com/wp-content/plugins/formcraft/file-upload/server/content/files/1629102746386c---6es7153-1aa02-0xb0-manual.pdfThe Universals came with a three-speed manual transmission. The Brazilian-built vehicles are easily recognized by their squared-off rear wheel openings. In 1961, a long-wheelbase version, similar to the CJ-6, was added to the line.The M170 military version shared many of the features of the M38A1 (Military CJ-5), but had the passenger-door opening extended back to the rear wheel well. As in the CJ-5, the V6 and V8 engine choices appeared in 1965 and 1972.CJ-6, right side showing smaller opening similar to other CJ models and shorter than on the M170. A Tuxedo Park Mark IV is signified by a different prefix from a normal CJ-5 with a VIN prefix of 8322 and a CJ6a is 8422, while a normal CJ-5 VIN prefix is 8305 from 1964 to 1971.The other main difference between CJ-5 and CJ-7 was to the chassis, which consisted of two parallel longitudinal main c-section rails. To help improve vehicle handling and stability, the rear section of the chassis stepped out to allow the springs and shock absorbers to be mounted closer to the outside of the body.Other features included an optional molded hardtop, and steel doors. The CJ-7 was also available in Renegade and Laredo models. Distinguished by their different body decals, the Laredo model featured highback leather bucket seats, a tilting steering wheel, and a chrome package that included the bumpers, front grill cover, and side mirrors. An optional Trak-Lok rear differential was available, too.The engines were provided by General Motors, the owners of Isuzu Motor Cars. Production of this diesel version was between 1980 and 1982. This model had the Isuzu C240 engine, T176 transmission, and Dana 300 transfer case, although reports of some being produced with the Dana 20 exist. Typically, they had 4.1-ratio, narrow-track axles.In 1980, the Laredo was first fitted with an AMC 20 rear axle until mid-1986, when it was equipped with a Dana 44, and all 1980 and newer CJ-7s came with the Dana 300 transfer case.cuakeobinhduong.com/upload/files/87-mustang-gt-owners-manual.pdfThese were put into service as a stop-gap measure between the retirement of the M38A1 and the introduction of the Bombardier Iltis. They were codified by the Canadian Forces with the Equipment Configuration Code number 121526.CJ-7 has been successfully and widely used as a favorite for rock crawling, through simple and complex modification.The Jamboree is in the same production rarity class as the 1971 CJ-5 Renegade-II. It is the most heavily optioned CJ ever built; it was the Rubicon of its day.CJ-8s used the traditional transfer case with manual front locking hubs to engage the four-wheel drive. Most had either a four- or five-speed manual transmission, but a three-speed automatic transmission was an option.Instead of the rear tailgate, the steel hardtop used a hinged barn-door opening to the back.The CJ-10 could have either a hard or soft top. The truck could be equipped to handle either a 5,900 lb (2,700 kg) or 6,700 lb (3,000 kg) GVW. Three engines were offered; a 198 cu in (3.2 L) six-cylinder Nissan -built diesel engine, a 151 cu in (2.5 L) four-cylinder AMC-built engine, or a 258 cu in (4.2 L) six-cylinder AMC-built engine.Produced in Mexico from 1984 to 1986, it was used by the United States Air Force as an aircraft -pulling vehicle.Retrieved 13 February 2018. Archived from the original on 8 July 2014. Retrieved 22 May 2014. Retrieved 13 February 2018. Retrieved 13 March 2018. Retrieved 13 February 2018. Retrieved 13 February 2018. Retrieved 2011-11-20. Retrieved 27 April 2013. CS1 maint: archived copy as title ( link ) Retrieved 2011-11-20. Retrieved 2012-05-31. Retrieved 8 December 2015. Retrieved 7 November 2018. October 2008. p. 40. Archived from the original (PDF) on 2009-03-20. Retrieved 2012-02-19. Retrieved 27 April 2013. Archived from the original on 2017-12-24. Retrieved 2017-12-23. Retrieved 27 April 2013. Archived from the original on 2017-12-30. Retrieved 2017-12-30. Archived from the original on 8 July 2014. Retrieved 22 May 2014.https://festivaldeliteraturadepereira.com/wp-content/plugins/formcraft/file-upload/server/content/files/16291027498f03---6es7151-1ba02-0ab0-manual.pdf CS1 maint: archived copy as title ( link ) Retrieved 5 June 2017. Archived from the original on 3 June 2016. Retrieved 9 December 2015. Archived from the original on 2 May 2016. Retrieved 9 December 2015. Retrieved 9 December 2015. Archived from the original on 21 May 2016. Retrieved 9 December 2015. Retrieved 9 December 2015. Retrieved 24 August 2012. Retrieved 2017-12-14. Retrieved 6 March 2016. Retrieved 5 April 2013. By using this site, you agree to the Terms of Use and Privacy Policy. It was offered in CJ Jeeps up through 1975 and in Full-Size Jeeps through 1979. The T15 was primarily found behind the AMC V8 engines as the base transmission, but was also found behind the AMC 232 and 258 I6 engines as an upgrade option over the T14. The upgrade to the T15 transmission was the Jeep T18 four-speed. Features It uses sliding clutch collars in lieu of sliding gears as found in other, earlier Borg Warner three-speeds. Identification. The main case is of cast iron. The case itself has two protruding bosses as provisions for side-shifting actuators, however, no known Jeep side-shift applications are known. However, the T14 did use a three-bolt front bearing retainer whereas the T15 used a four-bolt front bearing retainer. Transfer Case Compatibility An informative chart of these gears can be found here. Rebuilding the T15 Many shadetree mechanics do very outstanding rebuilds if they have access to a press, snap ring pliers and bearing pullers. Properly assembled manual gearboxes do not have the thermal strains seen by combustion engines or hypoid gears. Synthetic fluid in these gearboxes, while not harmful, is probably an economic waste. Hypoid gear oil is sulphurized higher than transmission oil and can be mildly corrosive to the non-ferrous alloys used for synchros, bushings and thrust washers in these transmissions. An 80W-90, API-GL5 or MT-1 rated fluid is very good.https://www.guaitoli.eng.br/wp-content/plugins/formcraft/file-upload/server/content/files/162910283aaf23---6es7153-2ar03-0xa0-manual.pdf Some claim faster shifts from using a 50W engine oil in their transmission and we do not consider this to be contraindicated unless you operate your vehicle in a very warm environment. They had a relatively short run in Jeeps, but offered good service, even if the gearing was not as broad as the available T18. The T15 was replaced in Jeeps by the T150 transmission in 1976. Contact us here. This print is available in multiple sizes and in 4 different styles; please see listing photos for examples of the styles. Your art is professionally printed on bright white 10.3 mil matte-finish Epson Enhanced stock, and is ready for framing. Norton Bike Norton Manx Norton Motorcycle Motorcycle Posters British Motorcycles Racing Motorcycles Custom Motorcycles Triumph Motorbikes Bike Sketch manx norton manx norton drawings - Google Search Russian Motorcycle Schematic Drawing Bmw Engines Exploded View Motorcycle Engine Mechanical Design Weekend Projects Sidecar Custom Bikes Russian M-72 Blueprints The Russian M-72 is a motorcycle that was actually designed in Germany by BMW, the Wehrmacht rejected the model as the planned replacement for the R12 but Russian Motorcycle Schematic Drawing Bmw Engines Exploded View Motorcycle Engine Mechanical Design Weekend Projects Sidecar Custom Bikes Russian M-72 Blueprints: Pinterest Explore Log in Sign up Privacy. If you are looking for OEM Jeep Replacement Steering Parts or want to upgrade your CJ steering parts we have everything that you will need! Quadratec, Inc, has no affiliation with FCA. These swaps are exciting, enjoyable, beneficial and well-documented as with these CJ Jeeps. Individuals are swapping for reasons as varied as the uses of the Jeeps themselves, and the results are invariably among the greatest of improvements owners will make. The move to a cleaner, stronger, reliable, efficient, serviceable GM engine is one that makes its own good case. Included is the information needed to plan for a great and most affordable process.cuacuonbinhduong.com/upload/files/87-monte-carlo-ss-service-manual.pdf However, before we talk procedure, let's cover a bit of the history of these Jeeps and their key parts that will play a role in the planning of a successful conversion. Factory Engines. AMC also offered its V8's in these Jeeps. Many individuals are prompted to replace these with GM power because of the fuel efficiency, strength, drivability and parts availability offered by the the engines, as listed above. Factory Transmissions They are sometimes more central to the conversion than the engine. An individual is best to perform some gearing calculations as part of this stage of the planning. The Turbo 350 is strong, compact, widely available and affordable to buy, service and build. This is the only auto transmission recommended for a CJ5 The Turbo 400 can be a good option, but only for CJ6 Jeeps. Rivoting a layer of stainless steel to stiffen the firewall for a master cylinder is a good idea.Though not suited for wild V8 power or punishing off-roading, mild V6's and all around trail use make the T14 a good match. It is suited for all engines and all service levels. Surprisingly well behaved on-road and absolutely burley off-road, the SM420 is a cool box of gears. If you think a transmission designed in the 1940's is an anachronism, you are right, and a very neat one at that. They are easy to find and work with. Adapting this transmission to a GM bellhousing is not difficult. Best for the CJ6. The CJ5 is probably too short. Transfer Case Choice Its strength, quiet operation, compactness and longevity are a few of its virtues. They do not fit well into a CJ by virtue of their length, width and long adapter assemblies as designed for full-size trucks. Additionally, their gearing and other features do not lend them well towards the goals most are seeking with their Jeeps. The very first decision to be made here involves this: what kind of power do you need to do what you want with your CJ? These companies make some great engines, but you have to pick your battles when doing a swap and going with a well supported, well documented, easily acquired and broadly familiar powertrain is a key to success and satisfaction. Engine Size We'll help you rule out two extremes. Don't swap an engine in with any fewer than 3.8L and don't swap one in with any more than 400 c.i. Big Block engines are seldom appropriate. They do not fit as well and they could generate more power than the Jeep may be able to contain. Our favorite considerations for this Jeep include: There is something great about a simple, clean, unencumbered carburetor and simple ignition system. However, there is something excellent about a modern, self-adjusting, efficient, operate-at-any-camber fuel and spark delivery system. There is no way around the conclusion that fuel injection systems do this better and in a broader range of conditions. Old iron is really cool, but this author has lived squarely during both carbureted and injected eras, an I see fewer breakdowns than ever, and have been in the bays and at the wheels of enough injected vehicles to know that they use less fuel to generate more power and in a cleaner, more reliable manner than their predecessors. This has every distinct disadvantage that we can think of: increased parts cost, decreased efficiency, driveability and reliability. Don't even think about it. Fuel injection (especially GM fuel injection) is much easier to work with than too many people think. Unless, of course, you have emissions restrictions. However, we feel that the fear of emissions by swappers is very overblown. It simply is not the challenge that many perceive. As such, you can usually source your engine from a GM truck, SUV or car without failing your emissions certification. However, this again is according to local laws and your research is encouraged. Car engines may burn cleaner and may be more affordable as well. What to Pull From a Salvage Powertrain The latter is especially important in that you don't want to waste valuable time and money chasing down the bracketry. The three major GM accessories that are native to the engine that you will install into your Jeep are the alternator, power steering pump and perhaps the air conditioner pump. This is where individuals get unnecessarily uptight. This harness is quite obvious and surprisingly well self-contained. You will want all circuits to the engine's sensors and controllers, and you may opt to include the GM Power Distribution Center, also known as the relay center. Engine Placement The wiring harness is complete and ready to plug into the computer. Placement is not hard, and it is actually a very satisfying part of the project - to decide the optimal location of the powerplant. This consists of loading the engine with all of its accessories, including the exhaust manifolds. Lower this assembly into the engine bay and start nudging it around. You are looking for: Hydraulic hoses may need to be customized at your local source. If your GM pump pulley size is too large to clear your steering shaft, you can use a smaller diameter pulley with no ill effects. Denting and especially cutting of the firewall looks quite terrible and will take away from the great look of your new engine. Shorter water pumps and electric fans offer the greatest clearance. Choice of air cleaner and air induction tubing is also an issue here. The high-hood Jeeps actually have a generous engine bay height envelope but you should still avoid mounting the engine too high for the sake of tunnel-to-transmission clearance and overall center of gravity. Most GM engines have rear sump pans so this should not be difficult. Novak started swapping V8 engines into CJ Jeeps decades ago and setting up a cooling system was a stifling challenge. Since then we now offer a bolt-in performance aluminum radiator with the outlets already configured for GM power. See our Cooling Components section to view the line-up. Newer PCM’s use an EEPROM chip; they are Electrically Erasable. This is also called flash ROM, and some users will equate this to the BIOS chip on their PC computer motherboard. Speed and rev limiters are also incorporated into some units. Once called an Engine Control Module (ECM), these computers have been appearing in vehicles since the early to mid-eighties. Their initial functions leaned more towards carburetor control primarily to keep up with tightening emissions standards. This was a bit of a dark time in automotive systems engineering as these early systems are now mistrusted to a degree by owner and mechanic alike. Modern PCM's have evolved to be highly reliable, very functional and it is not difficult to integrate them into the Jeep engine bay with your new motor. Some installations require PCM reprogramming. This is a service that is much more available for GM computers than any other, often through GM dealers, or local and national tuning shops. A DLC connector in a Jeep, for an easy connection to your GM computer. In fact, it is seldom as difficult as perceived, especially when working with GM power. III) injection systems, the swaps are still largely the same. In other words, the very grand majority of the engine wiring harness goes to (sensor data) or comes from (systems control) the PCM, and most sensors are directly related to the engine itself. If uninstalled correctly, most of this harness will be intact and not needing any splicing. Like any electrical item, the computer needs power and ground, and a power distribution center (largely consisting of relays and bridges - you can keep the Jeep one!) to switch and of course, distribute power to the various systems. A simplistic but fair summary would state that a 1955 Chevy 283 and a 2004 LS1 have the same basic wiring requirements; power to the starter when it is required, power to the distributor (or coils) when needed. The battery needs power from the alternator to keep it charged. Your oil pressure gauge and water temp gauges can use the original Jeep sensors, as adapted into the ports on the engine assembly. You can feed new, electronic Engine Temp, Oil Pressure, Tach and Speed gauges from the PCM. This VSS allows for pass-through of the speedometer cable to operate the conventional speedometer. This VSS gives the engine critical speed data for proper operation. You will use a GM power steering pump and its bracketry that is usually native to the engine being installed. Not all brackets place the pump in the most friendly position vis a vis the steering shaft. If in doubt, the Camaro style brackets usually fit the best in these and many other Jeeps. You may need the assistance of a hydraulic shop to have the high pressure (feed) hose ends matched or adapted as per your pump and gear combo. Usually the low pressure (return) line can be cut from hose stock and secured with the use of hose clamps. Their nominal estimated, accessory loaded weights are: We have replaced four-cylinder Jeep engines with V8's and noticed no sag or overly soft ride in the front axle. Aftermarket springs usually make no distinction and are rated well for most engines this side of Big Blocks. Fuel Delivery These latter pumps are designed to push fuel, not pull it, and at pressures ranging from 38-50 PSI for multi-point injections systems. External pumps of the same ratings are available and are self-cooled by being built into heat dissipating aluminum housings. Fuel injected engines require an uninterrupted supply of fuel, and baffles built into an injected style tank keeps the fuel from sloshing out of the intake of the pump. Carbureted setups don’t have this concern due to the built-in fuel reservoir the carburetor that provides for any gaps or air-pockets in the flow. Or, install an external fuel pump and mini-reservoir at the closest point to the fuel tank that is available. Exhaust The shorty, block-hugging style is the best bet. Fenderwell exit headers are not desirable for a variety of reasons. If you are running a TBI, TPI or Gen. California installations will need to utilize a header that is CARB certified. You may also run the cross-circuit under the bellhousing. Work closely with your exhaust specialist in coming up with a system that will not detract from the serviceability of other parts under your Jeep, and maintain heat, ground and other working clearances. You can also run this Y behind the transfer case (give yourself some room to service the transfer case later) and then into the exit circuit.Driveshafts This is not a significant challenge, especially if you are using our compact adapter assemblies with the transmissions suggested above. As such, it is often that driveshaft lengths will need to be changed to accommodate the swap. Also, consider that there multiple ways to install a conversion engine and the following will be of note: Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, sometimes to the detriment of the project. Driveshaft modifications are usually inexpensive when performed by driveline, RV or tractor implement specialists. New driveshafts are an option but seldom a requirement in regards to the actual successful conversion. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation.See our lineup of rear mounts, here. Two at the engine, and one under the rear of the transmission (some transfer cases have the provision for a side mount to help control torque kick-back). Nearly all Novak adapters have cast-in or modular mounting bases that are configured for use with an industry standard urethane rear mount.