Will a 32RH handle a 350 Chevy engine?

[Riley001]

I'd be worried about it but here is what I found.



If it can handle up to 300 ft-lbs of torque then with a stock motor I'd say it stands a chance. I'm not a huge fan of going backwards in engine management, IE going from fuel injection to carburetor. Depending on where you use your Jeep it shouldn't be an issue but it's still a step backwards to me.

I would start looking for a newer O/D transmission that would fit in your Jeep for when the 32RH fails.

Thanks for the input mate I appreciate any feedback I can get

 

[Wildman]

2 - torque handling (2-300 ft-lbs)

That's a mighty large spread, assuming I'm reading that correctly as 200 ft-lbs to 300 ft-lbs.

I've seen other spreads like that before...

Here's what AA says about the 32RH:

Torqueflite 999 (32RH)

The Jeep 999 transmission was 1st used in 1980 behind the AMC 258 inline 6 motor. The 999 has stronger holding power versus the 904. This is due to the planetary gear stationary and double-wrap rear band. The 999 also uses more clutch packs and a larger planetary. This is obviously due to the increased torque capacity of the 4.0L engine. Overall, the 999 very capable behind the 258 and can handle most V8 applications. We have found the 999 was also used in rock buggies running heavy horse power V8 engines. Chris Durham is one competitor that ran an upgraded 999 transmission with a V8.

The 999 were used exclusively behind the Dana 300 transfer case in 1980-1986 CJ Jeeps. Later Wranglers would use the NP231 transfer case. Both of these transfer cases utilized the round circular 6 bolt pattern still in use today. The output shaft of the 999 always used a 23 spline shaft and a somewhat long transfer case adapter. Dana 300 transfer cases always had the front drive shaft located on the passenger side of the vehicle. Jeep Wrangler NP231 transfer cases always had the front drive shaft located on the driverside side of the vehicle. It should be noted that we have seen a rotational bolt pattern difference on the 6 bolt pattern on the rear of the Jeep Torqueflite transmissions. This could cause the transfer case to clock differently when using a Wrangler 999 on a Dana 300. Advance Adapters does offer a clocking ring/ longer input to correct the rotation. We sell this under part #50-8604

The Torqueflite 999 transmission used behind the 4.0 I-6 have a provision for the crank positioning sensor. The 999 transmissions found behind the standard 258 in the CJ jeeps will not have this provision.

The 999 is relatively short at 16.5" in over length; however, the tailhousing section adds an additional 6.125". This makes the Jeep 727 an overall length of 22.625".

Torqueflite 999 Gear Ratios First gear: 2.74 Second gear: 1.54 Third gear: 1.00

727 versus 999

Starting in 1980, Jeep used 2 different automatic torqueflite models. The 999 and 727 were chosen. The 727 model is physically larger. Being designed for use with 8 cylinder engines of for heavier-duty applications. Major differences between the 727 and 999 models are in the rear clutch, valve body, kick down servo, planetary gear assemblies and end play adjustments. The 727 has an external characteristic that will identify it from the 999 models: the slope of the converter housing is much more gradual. The difference is readily identifiably by the picture below (picture on left is 727). Also as the picture indicates, the 727 oil pan sticks out significantly more on the passenger side than the 999. This 727 hump can cause greater front driveshaft clearance issues versus a 999.

https://www.motortrend.com/how-to/0701-4wd-jeep-transmission-rebuild

 

[Riley001]

Carbs r dumb

I know how to strip a carby and repair it with basic tools if you have got fuel injection in outback Australia and the computer doesn’t work your stuffed the less electronics the more chance you have i even tried finding a Malory twin point dizzy to put in I haven’t Found one yet but I’m still looking cheers for your input mate

Carbs r dumb

 

[Riley001]

I've seen other spreads like that before...

Here's what AA says about the 32RH:

Torqueflite 999 (32RH)

The Jeep 999 transmission was 1st used in 1980 behind the AMC 258 inline 6 motor. The 999 has stronger holding power versus the 904. This is due to the planetary gear stationary and double-wrap rear band. The 999 also uses more clutch packs and a larger planetary. This is obviously due to the increased torque capacity of the 4.0L engine. Overall, the 999 very capable behind the 258 and can handle most V8 applications. We have found the 999 was also used in rock buggies running heavy horse power V8 engines. Chris Durham is one competitor that ran an upgraded 999 transmission with a V8.

The 999 were used exclusively behind the Dana 300 transfer case in 1980-1986 CJ Jeeps. Later Wranglers would use the NP231 transfer case. Both of these transfer cases utilized the round circular 6 bolt pattern still in use today. The output shaft of the 999 always used a 23 spline shaft and a somewhat long transfer case adapter. Dana 300 transfer cases always had the front drive shaft located on the passenger side of the vehicle. Jeep Wrangler NP231 transfer cases always had the front drive shaft located on the driverside side of the vehicle. It should be noted that we have seen a rotational bolt pattern difference on the 6 bolt pattern on the rear of the Jeep Torqueflite transmissions. This could cause the transfer case to clock differently when using a Wrangler 999 on a Dana 300. Advance Adapters does offer a clocking ring/ longer input to correct the rotation. We sell this under part #50-8604

The Torqueflite 999 transmission used behind the 4.0 I-6 have a provision for the crank positioning sensor. The 999 transmissions found behind the standard 258 in the CJ jeeps will not have this provision.

The 999 is relatively short at 16.5" in over length; however, the tailhousing section adds an additional 6.125". This makes the Jeep 727 an overall length of 22.625".

Torqueflite 999 Gear Ratios First gear: 2.74 Second gear: 1.54 Third gear: 1.00

727 versus 999

Starting in 1980, Jeep used 2 different automatic torqueflite models. The 999 and 727 were chosen. The 727 model is physically larger. Being designed for use with 8 cylinder engines of for heavier-duty applications. Major differences between the 727 and 999 models are in the rear clutch, valve body, kick down servo, planetary gear assemblies and end play adjustments. The 727 has an external characteristic that will identify it from the 999 models: the slope of the converter housing is much more gradual. The difference is readily identifiably by the picture below (picture on left is 727). Also as the picture indicates, the 727 oil pan sticks out significantly more on the passenger side than the 999. This 727 hump can cause greater front driveshaft clearance issues versus a 999.

https://www.motortrend.com/how-to/0701-4wd-jeep-transmission-rebuild

Thanks for your input mate we used to have them behind the 360 Chrysler v8 engine when I was a teenager I remember going

I've seen other spreads like that before...

Here's what AA says about the 32RH:

Torqueflite 999 (32RH)

The Jeep 999 transmission was 1st used in 1980 behind the AMC 258 inline 6 motor. The 999 has stronger holding power versus the 904. This is due to the planetary gear stationary and double-wrap rear band. The 999 also uses more clutch packs and a larger planetary. This is obviously due to the increased torque capacity of the 4.0L engine. Overall, the 999 very capable behind the 258 and can handle most V8 applications. We have found the 999 was also used in rock buggies running heavy horse power V8 engines. Chris Durham is one competitor that ran an upgraded 999 transmission with a V8.

The 999 were used exclusively behind the Dana 300 transfer case in 1980-1986 CJ Jeeps. Later Wranglers would use the NP231 transfer case. Both of these transfer cases utilized the round circular 6 bolt pattern still in use today. The output shaft of the 999 always used a 23 spline shaft and a somewhat long transfer case adapter. Dana 300 transfer cases always had the front drive shaft located on the passenger side of the vehicle. Jeep Wrangler NP231 transfer cases always had the front drive shaft located on the driverside side of the vehicle. It should be noted that we have seen a rotational bolt pattern difference on the 6 bolt pattern on the rear of the Jeep Torqueflite transmissions. This could cause the transfer case to clock differently when using a Wrangler 999 on a Dana 300. Advance Adapters does offer a clocking ring/ longer input to correct the rotation. We sell this under part #50-8604

The Torqueflite 999 transmission used behind the 4.0 I-6 have a provision for the crank positioning sensor. The 999 transmissions found behind the standard 258 in the CJ jeeps will not have this provision.

The 999 is relatively short at 16.5" in over length; however, the tailhousing section adds an additional 6.125". This makes the Jeep 727 an overall length of 22.625".

Torqueflite 999 Gear Ratios First gear: 2.74 Second gear: 1.54 Third gear: 1.00

727 versus 999

Starting in 1980, Jeep used 2 different automatic torqueflite models. The 999 and 727 were chosen. The 727 model is physically larger. Being designed for use with 8 cylinder engines of for heavier-duty applications. Major differences between the 727 and 999 models are in the rear clutch, valve body, kick down servo, planetary gear assemblies and end play adjustments. The 727 has an external characteristic that will identify it from the 999 models: the slope of the converter housing is much more gradual. The difference is readily identifiably by the picture below (picture on left is 727). Also as the picture indicates, the 727 oil pan sticks out significantly more on the passenger side than the 999. This 727 hump can cause greater front driveshaft clearance issues versus a 999.

https://www.motortrend.com/how-to/0701-4wd-jeep-transmission-rebuild

 

[ColoJeep]

I know how to strip a carby and repair it with basic tools if you have got fuel injection in outback Australia and the computer doesn’t work your stuffed the less electronics the more chance you have i even tried finding a Malory twin point dizzy to put in I haven’t Found one yet but I’m still looking cheers for your input mate

Carbs are stupid simple , they may have very minor drive-ability issues , however they will always work and can be repaired in field with minor tools . Modern fuel injection is reliable and great until it isn't , and you can't fix it in field . I get what you are doing Riley001 . Have you looked at using a chevy auto transmission to connect your SBC to the 231 ?

 

[Rickyd]

I'd be wondering which torque converter to use. I would think the stock one would stall pretty high and possibly the lock up could get smoked

 

[Riley001]

Thanks for your input mate we used to have them behind the 360 Chrysler v8 engine when I was a teenager I remember going to the drags and seeing them sometimes up to 500 hp and they held up they preferred them over the 727 because lighty and didn’t take as much hp to turn I just didn’t know if the 32rh was the same as the ones from back then there’s so many different names for them I can’t keep up thanks again for your help mate

 

[lBasket]

I know how to strip a carby and repair it with basic tools if you have got fuel injection in outback Australia and the computer doesn’t work your stuffed the less electronics the more chance you have i even tried finding a Malory twin point dizzy to put in I haven’t Found one yet but I’m still looking cheers for your input mate

Haha no offense meant I'm just messing around

 

[Wildman]

I know how to strip a carby and repair it with basic tools if you have got fuel injection in outback Australia and the computer doesn’t work your stuffed the less electronics the more chance you have i even tried finding a Malory twin point dizzy to put in I haven’t Found one yet but I’m still looking cheers for your input mate

The simplicity of a carb has it's points when miles from nowhere. Now most EFI systems are reliable and the chances of having a failure are slim but I do totally get it.

Thanks for your input mate we used to have them behind the 360 Chrysler v8 engine when I was a teenager I remember going

Yep, I had a few cars with a TF999 in them. I did find this also.

The 32RH transmission, also known as the 999, is an automatic transmission known for its reliability and durability. While it's not rated for extreme horsepower, it can handle a decent amount of power for typical Jeep applications. It's generally considered capable of handling up to 250 horsepower and 250 lb-ft of torque

Carbs are stupid simple , they may have very minor drive-ability issues , however they will always work and can be repaired in field with minor tools . Modern fuel injection is reliable and great until it isn't , and you can't fix it in field . I get what you are doing Riley001 . Have you looked at using a chevy auto transmission to connect your SBC to the 231 ?

After dealing with carbs when trying to do more extreme crawling I'll take EFI any day but I do like how simple they are.

I'd be wondering which torque converter to use. I would think the stock one would stall pretty high and possibly the lock up could get smoked

I would think AA would be the folks to be talking to about this.

 

[Rickyd]

Keep in mind the 32rh doesn't circulate fluid in park without some kind of modifications. Neutral will be your friend for cooling it down and lubrication while stopped.

 

[Riley001]

Carbs are stupid simple , they may have very minor drive-ability issues , however they will always work and can be repaired in field with minor tools . Modern fuel injection is reliable and great until it isn't , and you can't fix it in field . I get what you are doing Riley001 . Have you looked at using a chevy auto transmission to connect your SBC to the 231 ?

I’m seriously considering it mate the 32rh might have to be retired and I’ll get a turbo 350 here in Australia a stuffed one will set you back $1200 then the cost of a rebuild around $3500 so I think I just have to bite the bullet thanks for your advice mate much appreciated

Carbs are stupid simple , they may have very minor drive-ability issues , however they will always work and can be repaired in field with minor tools . Modern fuel injection is reliable and great until it isn't , and you can't fix it in field . I get what you are doing Riley001 . Have you looked at using a chevy auto transmission to connect your SBC to the 231 ?

 

[Riley001]

Keep in mind the 32rh doesn't circulate fluid in park without some kind of modifications. Neutral will be your friend for cooling it down and lubrication while stopped.

Cheers mate

 

[Riley001]

The simplicity of a carb has it's points when miles from nowhere. Now most EFI systems are reliable and the chances of having a failure are slim but I do totally get it.



Yep, I had a few cars with a TF999 in them. I did find this also.

The 32RH transmission, also known as the 999, is an automatic transmission known for its reliability and durability. While it's not rated for extreme horsepower, it can handle a decent amount of power for typical Jeep applications. It's generally considered capable of handling up to 250 horsepower and 250 lb-ft of torque



After dealing with carbs when trying to do more extreme crawling I'll take EFI any day but I do like how simple they are.



I would think AA would be the folks to be talking to about this.

Thanks mate who’s aa if you don’t mind me asking

 

[Rickyd]

Thanks mate who’s aa if you don’t mind me asking

https://www.advanceadapters.com/?ga...MxndLv_oCLLoe-7q3kTyt4CKZQivQjDoaAmgnEALw_wcB

 

[Wildman]

Thanks mate who’s aa if you don’t mind me asking

Advance Adapters

Image has a link to their main website.

 

[ColoJeep]

The simplicity of a carb has it's points when miles from nowhere. Now most EFI systems are reliable and the chances of having a failure are slim but I do totally get it.



Yep, I had a few cars with a TF999 in them. I did find this also.

The 32RH transmission, also known as the 999, is an automatic transmission known for its reliability and durability. While it's not rated for extreme horsepower, it can handle a decent amount of power for typical Jeep applications. It's generally considered capable of handling up to 250 horsepower and 250 lb-ft of torque



After dealing with carbs when trying to do more extreme crawling I'll take EFI any day but I do like how simple they are.



I would think AA would be the folks to be talking to about this.

A Q-jet on a SBC works as well as anything I've had off-road . Unlike a Holley it will work in extreme conditions and angles . I like you idea about Advance Adapters , they are a great resource . However our friend in Australia might need a local , more home brewed solution . Thanks.

 

[Riley001]

Haha no offense meant I'm just messing around

None taken mate we hang shit on each other here like it’s a national sport I cop it all the time for having a Jeep and not a landcruiser or patrol but at the end of the day we’re all still good mates p.s fuel injection is for pussies who can’t drive hahahaha

 

[Riley001]

Advance Adapters

Image has a link to their main website.

View attachment 633602

I actually got the kit off them and they said it’ll be fine but as I started doing more research I started second guessing myself

 

[ColoJeep]

Yep, I had a few cars with a TF999 in them. I did find this also.

The 32RH transmission, also known as the 999, is an automatic transmission known for its reliability and durability. While it's not rated for extreme horsepower, it can handle a decent amount of power for typical Jeep applications. It's generally considered capable of handling up to 250 horsepower and 250 lb-ft of torque

One thing to keep in mind is the TF 999 was the downgrade/cheaper alternative to the might MoPar TF-727 .

 

[Wildman]

One thing to keep in mind is the TF 999 was the downgrade/cheaper alternative to the might MoPar TF-727 .

Yes I am well aware of what & where the TF999 came from... The TF727 was/is one of the easiest auto transmission to rebuild too compared to other brands.