Geonovast

www.rockauto.com Jeep > 1989 > Comanche > 4.0L > Transmission-Manual > Output Shaft Seal > NATIONAL Part # 710319

Pics or it didn't happen, Pete.. c'mon... :brows:

And what's the spline count on it? Last I checked the 2wd BA 10/5 was 27, but it's possible I'm wrong.

You need to change the output shaft of the trans... you can't just swap the housing.

Change the oil. If that doesn't help, it could still be clutch related.

Running it completely out may have sucked all the old sediment in the tank, up the pump, and clogged up the filter.

It's possible to keep the case from the BA 10/5, however you'll need to swap in a 23 spline input shaft. There are differences in input shafts other than spline count however, I believe the gear tooth pitch was changed somewhere around 94-96. If the vacuum port is your main concern, I suggest locking your CAD over, plugging all the vac lines, and forgetting about it anyway.

You're both saying the spline counts are different... yet you're not comparing the 98 to anything. All AX-15s are 23 spline. The Wrangler cases are clocked differently (difference is in the flange on the transmission, not the T-case itself), however you shouldn't need to beat the floor as long as you're using an AX-15 crossmember. It may be needed if you're using the BA10-5/AW-4/AX-4/5 crossmember. What do you mean by "newer style" transfercase? Are you talking about the sealed rear output? Has nothing to do with the transmission. Another thing to consider is the possibility of a twisted spline T-case... I haven't personally seen any, but I hear that they were used in the later years of the AW-4. One of these days I need to pop my T-case off and see what's in there.

I have a toaster, and a toaster over. The toaster is a cheap $8 Black and Decker that I got about 6 years ago, and it works great. Toasts pretty evenly. Never made toast in the toaster over, it's usually been used for small pizzas, pizza rolls, chicken nuggets, etc.

The shafts on the trans should be the same. Someone else should confirm this though. They are not. In order to mate the newer trans behind the older motor, you'll need the pilot bearing from a 74 CJ with a 304. Rockauto.com has them for a few bucks. As for the older trans behind the newer motor, I have no clue. I have studied the AX5...........only difference year to year is the int/ext TOB sleeve...........what about the AX15? never saw a year specific ad from rebuilders/suppliers. 1. We're not talking about the AX-5. The AX-5 is the AX-15's little brother, they are NOT the same transmission. 2. The AX-15's input shaft tip size changed in 1992, along with the size of the hole in the back of the crank for the bearing. I am not basing this on advertisements or parts supply websites. Quite frankly, those things are wrong more times than not. Most of them don't even know what years the MJ was made.

The shafts on the trans should be the same. Someone else should confirm this though. They are not. In order to mate the newer trans behind the older motor, you'll need the pilot bearing from a 74 CJ with a 304. Rockauto.com has them for a few bucks. As for the older trans behind the newer motor, I have no clue.

Give this a read viewtopic.php?f=3&t=35170

I realize you have enough Jeeps to become a dealer, but damn, Jim, don't let it go to your head...

If you go that route, remember that the 84-86 XJ and 86 MJ with the 2.8 V6 also used the AX-4/5, with the same bellhousing as the 2.5.

The clusters are NOT compatible.

Are your driveshafts attached?

Doesn't exist for the BA 10/5.

Could be your new slave cylinder going out. Did you get an aftermarket one? They seem to have a rather bad track record.

Almost all of my tools are Craftsman, don't know if they're American made or not, haven't really looked. Haven't had many issues with them breaking, and all my ratchets still work fine. :dunno:

Yes, there is a plug on the back of the block. You should be able to get at it by yanking the trans.

If it comes with the crossmember, 231, and 4x4 linkages, and was in good shape, I'd pay $300 for it. Also being an 89, it uses the same size pilot bearing as the pukey.

Lock your CAD and see if that fixes it.

Hook up an ohmmeter to it. I'm not sure what the reading is supposed to be, but I imagine it's not supposed to be very high. My XJ doesn't have one, so I can't provide you with a reference, but I'm sure someone on here can.

AFAIK, the only difference will be the internal slave cylinder.

My 99 Must be pretty rare. I have manual locks/windows, and the damn thing came with an idiot light cluster. Which, until I bought it, didn't know was even possible in the 97+.