Well, I did it.
 

I pulled the drive train from the Corveep to prepare it for a transmission swap.

Here’s the old. The transmission is a T-10, close ratio four speed, out of the same Corvette the engine came from. If I’ve read correctly this is what they called the Super 10, which was used with any engine making over 300 lb ft of torque.
The transfer case is a Dana 18 which is going to loose the overdrive that’s attached to the backside of it and get mounted to Big Red.

And here’s “Big Red”, an SM420 transmission. They were used from ’38 to ’67 in ½ to 2 ½ ton trucks and feature a 7.05:1 first gear ratio.

BTW, the T-10, B/W R-10 Overdrive unit and this T-90 are all for sale if you guys know anyone that would want them.

Cool. I'll bet that little rig is pretty impressive offroad.

Not bad, it’ll get better with this transmission swap. My Crawl Ratio, lowest possible final drive gearing, will more than double from the current 30:1 to over 70:1.

What year is your Jeep? I had an '87 Wrangelr for about 8 years. It was stock other than tires with more agressive tread, but I was amazed at the jambs it got me out of. Those things don't get stuck very easily.

Unfortunately, I lost it to an engine fire. Bright side being my insurance settlement was only 1k less than the purchase price (not bad for owning it 8 years).

Sorry for your loss, I’d have cried like a kid that just lost his puppy if that had happened to me.
My Jeep is a ’60 CJ-5 I call the Corveep since it’s a cross between a Corvette and a Jeep.
It’s got around 5” lift and positive locking differentials front and rear. If I ever get it truly stuck it’ll take a sky crane helicopter to get it out.

Progress report.
Well, despite its greatest efforts to maintain it’s grip on the transfer case, the overdrive has been beaten into submission. You’d think by looking at it that four bolts would remove it from the adapter plate but oh no, nothing can be that simple. I had to completely disassemble it for removal. The shaft sticking out of it is actually the rear output shaft from the transfer case and the overdrive planetary gear set and clutch assembly are attached to it with “oh Jesus” clips. Spent all day Sunday just putting this thing back together with plans to sell it on Ebay.

This is the mostly rebuilt transfer case on a badly cluttered bench. It got new input and output bearings/races and did it ever need it. The bearings felt and sounded like they had sand in’em.
Now all I can do is wait on parts. Gasket/seal kit should be in tomorrow for the t-case and the transmission to transfer case adapter should be in the day after.

Now that looks like some fun. That thing should be hanging out with the Billy goats when you are done. :thumb:

It is fun, but I could never do it for a living. Hate working on a project like this on someone else’s timetable.

Progress report, for anyone that gives a chit to read it.

The transfer case has been mounted to the transmission and Big Red absolutely dwarfs that little t-case. The t-case also ended up being clocked slightly downward from where it was originally, which brought up the next hurdle.

The cross member no longer fits. After looking at it, it’s made from some fairly thin stamped steel, and had been cut and modified a couple of times already. So, instead of cutting and modifying it again, we decided to go with something stronger to begin with. Looking through some of the scrap steel I’ve pilfered from work, we found a nice long piece of 2” X 3” X 1/4” c-channel steel.
A little creative cutting here and there, some bending, then filling the gaps with weld and voila, a new nearly bullet proof cross member. This I won’t be worried about scrapping across the rocks, or attaching pivot points for traction bars later on.

Since we got the cross member bolted into place, and the transfer case mounts bolted up to it, we put the front drive shaft in and the Corveep actually moved under it’s own power Sunday. WOO HOO! PBJ PBJ PBJ
Now all that’s left is to bolt the floor back in and wait on the rear drive shaft. Last Thursday I ordered it from the driveshaftsuperstore.com with a high angle CV joint at the transfer case end and about 4” of slip, standard. Should be here in a couple of weeks, if I can wait that long.
After all this work, I’m ready to wheel it.