A standard-rotation Dana 30 can be found in the front. Anything bigger than 33-inch-tall tires and the 30 will most likely scatter if abused regularly. The smallish 260 U-joints are the weak link. Heavy-duty shafts with 297 joints help, but the housing, gears, and 27-spline shafts are much happier with smaller tires.
During this time period the CJ came with three different transfer cases. The Dana 20 (1972-1979) the Borg-Warner 1305 Quadra-Trac (1976-1979) and the revered Dana 300 (1980-1986). The full-time 1305 is perhaps one of the most bad-mouthed transfer cases that ever came in a Jeep, but it is a respectable unit if it is serviced properly. It is a chaindrive splitter with an admirable low range of 2.57:1. Case failure is common if the chain fails from lack of, or use of, an incorrect lubricant. The Dana 20 is a part-time, geardriven 'case with a comparatively sad low-range of 2.03:1. With the exception of the factory low range it is a good transfer case. Companies such as Tera Low offer lower ratios for the 20. The survival of these gears has been debatable in some applications. The Dana 300 is also a part-time, geardriven T-case but it has a low range of 2.62:1. Lower gears are also available for the 300. The tailshaft in the 300 has been known to let loose if abused. Advance Adapters offers a 32-spline unit to cure this ailment in the 300.
The transmissions in these Jeeps have been problematic, even behind a choked-down inline-six. The exception is the Borg-Warner T-18 that was available from 1976 to 1979 behind the six-banger. Some dealers would swap in V-8s retaining the T-18, but this was never available from the factory. All of the other transmissions (T150, T176, SR-4, T5, and T4) are marginal, even though adapters are available to mate them to various V-8s. The T-18 is a truck-type transmission with a granny-low First gear. The low First gear is a plus in rocky, slow-going terrain. Other areas that require tire speed can also benefit from the strength of the T-18, even if the First gear is not used often. CJs equipped with Quadra-Trac transfer cases came with an AMC version of the GM TH400. Other autos available were the TorqueFlite 904 and 999. The 904 was available behind the Iron Duke 151. This engine has the same bolt pattern as a Chevy. However, bolting in a small-block is not as easy as it seems. Here are some other tips for building up your CJ. If you're not sure what size tire fits with what lift, we also made a chart that will help.
CJ frames have been known to crack and should be inspected and reinforced at least from the bellhousing forward. Complete replacement frames are also available for those beyond rescue. We like the bobbed fenders on this CJ better than the rounded factory look. | 
CJs have had their engines swapped since before color TV. Just about every engine has been stuffed in to provide big horsepower. The coolest swap we've seen is with a 3.9L Cummins diesel. No major rpm, but enough torque to make a V-8 look weak. |
The '81-'86 CJs came with five-bolt locking hubs. Liberal use of the stupid pedal will certainly loosen the bolts and break them. Get Warn hubs if you refuse to upgrade (they seem to be the strongest and have a lifetime warranty). Internal hub conversions are available from Warn as well for those who get tired of the snappity hubs. Early six-bolt hubs are also a good swap alternative if used with studs. | |