Jezza's Ford 6R80 Transmission Swap

I was a bit confused when you started cutting up that flywheel, but I completely forgot that you're putting this setup in an 05. Makes perfect sense now!

Yup, I would have been done if this was going into a JTEC model. The NGC is more complicated. Also the 42RLE has the crank sensor on the passenger side. Also the sensor is in a slightly different position from the 42RLE to the NSG370 like a half inch or so off each other.
 
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I was a bit confused when you started cutting up that flywheel, but I completely forgot that you're putting this setup in an 05. Makes perfect sense now!

Care to explain? I have an 04 not familiar with either acronym
 
JTEC = Jeep Truck Engine Controller, one of the first-generation OBD2 computers used by Mopar. As the name implies, mostly used on Jeeps and trucks... and the Viper. Fairly rudimentary setup by even contemporary standards. 97-04 TJs all have JTEC.

NGC = Next Generation Controller, used on a wider variety of models. It requires more accurate knowledge of where the cam and crank are, so it needs cam and crank trigger wheels with more teeth. 05-06 TJs are the only vehicle ever made with the combination of the 4.0 and NGC, which probably explains a lot of the "unique" parts that 05-06 owners have to deal with.

Since the 4.0 crank trigger wheel is part of the flexplate/flywheel, that trigger wheel needs to match the computer in the vehicle. And since Jezza's adapter fits within a JTEC flexplate, that results in the extra work shown here to create a NGC trigger wheel that mounts to the JTEC flexplate.
 
Crank sensor for the flywheel is mocked up. I made a template that locks into a dowel pin and a bellhousing bolt. The template aligns the sensor to the proper location on the 6R80 transmission bellhousing. Then it's a simple drill and tap routine. Screw the sensor in until it bottoms out and back out a half turn. It should work as good if not better than the oem system.

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It will be interesting to see how that CKP plays with the NGC. Are using a Motorola or a Huntsville NGC?
 
It will be interesting to see how that CKP plays with the NGC. Are using a Motorola or a Huntsville NGC?

Hopefully it plays nice, however I do have an option if it doesn't. Not sure on the origin of the PCM. Does it say on it somewhere??
 
Test fit in the TJ. The bellhousing bolts were in the firewall a bit so I moved the engine forward a little over an inch. With it pushed forward the trans fit nicely and the limit to going any higher was actually the Atlas hitting the tub. An inch forward doesn't seem to effect anything I could find. The radiator fan still has a good amount of clearance and everything else seems to fit fine as well.

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Maybe I missed it early on. How will the driveline lengths compare to stock?

Depends on the stock you are comparing to, but my 3550 with the 231 was about 38" from the bellhousing to the end of the transfer case. Add another 3 inches or so for the output shaft. The 6R80 is 39.5 from the bellhousing to the output flange on the Atlas.
 
I made a fitting block today for the 6R80. I didn't see anything on the market that I liked, so I made this AN -8 outlet setup. It should work well and allow me to clock the fittings coming out to whatever direction suits. On another note we are wrapping up the year here at work this Friday. After that it will be 6R80 swap time until the end of the year. I'm hoping to have it in and running by the middle of January.

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What is this unexpected nonsense. There is a sleeve bushing in the crank end. Any ideas on how to quickly remove? I ran low on ambition tonight. I'm going to deal with it in the morning.

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What is this unexpected nonsense. There is a sleeve bushing in the crank end. Any ideas on how to quickly remove? I ran low on ambition tonight. I'm going to deal with it in the morning.

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White bread and a punch...or a stick of wood whittled to the right size. Little break free helps and maybe a little heat.

Love the build. Might put a 7.3 in my 2001 V-10 F250 one of these days. Listening and soaking up lessons on the transmission. That and it might pair well with a Cummins crate engine.

-Mac
 
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Rear end is installed and driveshafts are ordered from Adams. I ended up doing 1350s all around and they were 26" long rear and 41" long front. It would have been tight in the TJ, but I think I could have made it work. Now to finish my list...

Crank sensor
Crossmember
Wire the Quick 6
Cooler and lines
Shifter
Vents
Fluids
Driveshafts
Alignment

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Anyone know where on the Atlas the 4x4 switch screws into? Atlas says in the shift rail? I can't seem to find any good pics or instructions.
 
Mine is on the driver’s side of the rear shift rail housing. There was a plug there that needed to be removed. Away from the house or I’d snag a pic for you.
 
Mine is on the driver’s side of the rear shift rail housing. There was a plug there that needed to be removed. Away from the house or I’d snag a pic for you.

I see the plugs, but there are several. I don't want to just start pulling things apart and having springs or balls flying everywhere.
 
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I read this thread completely but maybe I missed it. How nice is the new rear differential going to play with the gas tank/skid and track bar? It has quite the center section and cover…