CJ / Commando Parts interchange

If one relocates the spring perches on a set of Commando axles to match the CJ locations will the entire drive train then be transferable to a CJ? The 67 Commando I just got only has 76k miles on the drive train but the body has rusted away while my 67 CJ has many more miles than that and the F134 has definite sounds of internal whoa.

Also the Commando has a more reasonable axle ratio for the V6.

 

I think the front axle (D27) will work without any changes. The rear might be a D30; if so, you don't want it. If it's a D44, it's the same axle as used in '72-75 CJs, except with different perches.

Sometimes the Jeepster D30 will have a Powerlock; if so, I'd take the case/gears and scrap the rest of the axle.

What's reasonable? 5.38s with a Warn OD would be better than any Jeepster ratio.

 

It was mentioned in the other thread (my faux pas) that the 67 CJ axle differential is offset to match the model 18 transfer case. I have not investigated the Commando but I assumed it's drive shaft was centered and used a different transfer case? That is why I postulate using the entire Commando drive train including the axle.

My concern over axle ratio is more that I intend to drive the CJ on the road more than off and the low ratio rear end sort of precludes that.

All this hovers around the following truism:

Politically I have ascertained that a Jeep in the driveway that doesn't move under it's own power for more than 3 months begins to cause my in house popularity to wane. Therefore being of sound mind and body (and wanting to stay that way) I set goals that are achievable within that time frame. Nevertheless; I have found that if the engine can be started and make a noise approximating a normal vehicle even if it doesn't actually move I can buy my self an incremental but indeterminate time extension.
KSA

 

Yes, I thought they were all centered and Dana 20s. But now that you question it, I'm not 100% certain.

 

It's a T-14.
Novak has a nice setup for just over $125.00 (V6 frame mounts that is)

 

I have not delved under the commando yet but the rear axle is not flanged like the 44 in my 74 CJ but has a crown nut threaded onto the axle shaft. Much the same appearance as that of an AMC model 20 rear end in the 80 CJ I had.

What rear end might this indicate?

 

Mmmm, that's not 100% accurate. There were some centered 44's with tapered axles and 19 splines and there were also some oddball Jeepster/Commando only 44 flanged axles with 27 splines. I've pulled the side gears from Powerlocks from quite a few to switch to 30 spline for other applications as they only fit that one model. That's the problem with Jeepster/Commando's as much as I like them, they have some real oddball stuff in them. But they deserve to be loved too!R) Nickmil

 

It finally stopped raining so I took some pictures:

Here's a picture of the two axles. The 67 Commando is on top. 67 CJ on the bottom. Looks like the Commando is not a D44 so I guess it's a D30. Right?

So the best path is going to be to swap the engine (V6) and transmission (T14) out of the 67 Commando into the 67 CJ but retain the 67 CJ transfer case (Model 18 dual stick).


Oh by the way:
Will the 67 Commando T14 be the same stick out and bolt pattern as the T14 in my 74 CJ. My 74 CJ T14 is good just going to be replaced by a T18.

I'll need to swap the drive gear on the T14 (either one, 74 CJ or 67 Commando) Novak has a D18 D20 table that seems to indicate that is required and available.

Thanks and Happy Holidays!!!

KSA

 

the bolt pattern is the same, but the clutch shaft is different. the pilot bushing on the 74 has a larger diameter than the v-6. also the length of the clutch shaft is different.

the shaft length on the 74 t-14 is about 8 3/4 in. from the front of the case.
the t-14 on the 67 is about 10 1/2 in. stick out from the front of the case.

 

So it will be best to use the T14 that's mated to the V6 already and swap the drive gear to match the 67 CJ model 18 transfer case?
Thanks
KSA