Adapting the
Borg Warner T18 & T19 Transmissions
to the
Jeep Models 207, 231, 242, 249, 241J & 241OR Transfer Cases

Our T18 to the Jeep New Process (or New Venture) transfer cases conversion makes for an absolutely strong and capable assembly both on-road and off-road, and it remains one of our preferred manual transmission to transfer case combinations.

Kit 181, adapting the T18 or T19 transmission to the Jeep NP / NVG 207, 231, 242, 249 and 241OR transfer cases Part: #181 Weight: 18 lbs. Price: $492.00 Options: - Select your Transmission - T18 T19 Options: - Select Bolt Pattern - Ford Jeep/IH Options: - Select Spline Count - 21 Splines [not avail. w/T19] 23 Splines Buy: Notes: Transmission mainshaft, adapter casting, seal, gaskets, fastening hardware, mount base Choose a seal spacer sleeve if your transfer case has a short input gear (discussed below). If you're not sure of the length of your input gear, you may order the spacer and then return it for full credit if not used in your conversion. Spacer, seal, for short style NP / NVG input shafts (stickout of less than 2.1") Part: #SS231 Weight: 0.4 lbs. Price: $19.03 Buy: Notes: Consists of a seal spacer, required if you are retaining a short 231 input gear in your conversion

The adapter kit is designed for compatibility with the Jeep NP207, NP231, NP242, NP249 & NP241OR "RockTrac" transfer cases.

The Adapter
The Novak T18 / T19 to Jeep NP / NVG transfer cases adapter is very compact at only 3.2" long for a combined transmission and adapter length of 15.2". The adapter itself is cast and machined of a high-grade aluminum alloy, featuring thick flanges, a heavy cross-section and strength-adding gussets.

T18 / T19 Versions
Any versions (Ford, Jeep, IH - 2wd or 4wd) and year of the Borg Warner can be adapted to these transfer cases.

Transmission Mainshaft Replacement
Included with the kit is a mainshaft for the Borg Warner transmission. Replacement is largely straightforward and instructions are included. We also recommend our basic gasket & seal kit, or our all-inclusive master rebuild kit, depending on your assessment of your transmission's condition. See our T18 parts page for information on these items.

Transfer Case Input Gears
The included T18 or T19 output shaft splines in directly into the OEM Jeep input gears, and transfer case disassembly is not typically required. Transfer case input gear styles vary by length and spline count. If your transfer case has a short style input gear, add our #SS231 seal spacer, above.

The New Process / New Venture transfer cases in these Jeeps may feature a long or short style input. We provide an optional seal spacer (above) that will make sure your seal reaches your short input gear. Otherwise, leakage from your transmission into your transfer case is assured.

231 The NP231 may have 21 or 23 splines and a long or short style input gear 242 The NP242 may have 21 splines for the 1987-1990 versions. When connected to the 4.0L HO engine (1991- ) the 242 will have 23 splines 249 The NP249 always has 23 splines, but may have a long or short style input gear 241J The NP241J will always have a 23 splines, but may have a long or short style input gear 241OR The RockTrac will always have a 23 spline, short style input gear. This will require the seal sleeve spacer, above. NP207 The NP207 may have 21 or 23 splines. Many versions feature extra-long input gears whose stick-out lengths (as measured from the front edge of the input gear to the transfer case front mounting face) is longer than 2.2". These will require shortening with a cut-off saw and/or lathe and finished with edge breaking chamfers

New Process input gears come in varying spline counts and lengths. Whichever you have, we've got you covered.

Mount, rear, transmission, polyurethane Chevy / Jeep / Novak style Part: #RMU Weight: 1 lbs. Price: $38.27 Buy:

Transmission Rear Mount
This transfer case adapter's design is based on Novak's Universal Series adapters that feature a modular mounting and support system. Included with the adapter kit is a steel base that is a highly configurable mounting foot, and is ready to accept our industry standard urethane isolator mount, available for purchase (below). This is our preferred rear mount unit. Our kit is designed for it, and its usage is essential to protect powertrain components from the flex and jar typical of any automobile, but especially Jeeps.

Whether you are assembling onto a stock cross member / skidpan or if you are setting up a high-clearance skid plate, you will find it to be a clean and simple process.

Engine Crank to Transmission Pilot Bushing
Many manual transmissions will be married to stock as well as conversion engines, and a custom pilot bushing will be required in many instances. Some common choices with the T18 / T19 transmissions are listed below:

>Bushing, pilot, AMC cranks to Ford T18 Bushing, pilot, AMC cranks to Ford T18 / NP435 transmissions Part: #A6932A Weight: 0.12 lbs. Price: $21.01 Buy: >Bushing, pilot, GM Gen. I-III (1955-2000) cranks to Ford T18 Bushing, pilot, GM Gen. I-III (1955-2000) cranks to Ford T18 / NP435 (all) or Jeep T18 / T150 (1976-1979) transmissions Part: #A6914G Weight: 0.11 lbs. Price: $18.82 Buy: >Bushing, pilot, Ford Small Block, stock Bushing, pilot, Ford Small Block, stock Part: #6925 Weight: 0.13 lbs. Price: $8.84 Buy: For pilot bushings not listed, see our full collection.

Transfer Case Clocking
Our adapter is clocked optimally for slightly better ground clearance than factory locations, which is actually quite good. The Jeep transfer case belly will sit a fair amount higher than the transmission itself.

Many of our customers upgrade their NP / NVG shifter while doing the conversion. Our #SK2X makes the conversion easier than it's ever been.

Transfer Case Shifter
This transmission conversion will allow for the retention of the factory shifters, or allow you to upgrade to the Novak #SK2X shifter assembly for a simpler conversion and a clean shifting, direct linkage system.

Transmission Shifter
Use of the OEM style transmission shifter for the T18 is easily done. The installer may opt to bend the stick to fit the particular Jeep application. We can supply a new, straight stick that replaces the factory unit. This stick can be custom bent to the driver's preference and will sometimes restore a more solid feeling to the shifting of a T18 or T19.

Driveshafts
Driveshaft length changes are sometimes required, as this geartrain combination is typically shorter than most factory Jeep combinations. Some potential conversion engine installations sit further ahead than OEM engines in the Jeep's bay and will allow for better driveshaft angles, especially when done with this very short combination.

Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, sometimes to the detriment of the project. Driveshaft modifications are usually inexpensive when performed by driveline, RV or tractor implement specialists. New driveshafts are an option but seldom a requirement in regards to the actual successful conversion. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation.

Novak's MM Series engine mounts, featuring excellent vibration dampening, superior strength and impressive adjustability - adjustable even after the engine is installed.

Engines & Engine Mounting
A T18 or T19 installation is sometimes done in conjunction with an engine conversion into the Jeep. These engines include the Chevrolet Small Block V6 & V8, from Generations I, II, & III, 1955-2006. Carbureted, TBI and TPI engines are all compatible with this transmission. Ford and various AMC engines are also compatible.

A turn-key T18 or T18, professionally built, adapted and delivered to your door - ready for a variety of engines and Jeep transfer cases. Read more...

AMC (258, 4.0L, etc) engines may be left in the factory location in virtually all T18 installations.

Axles
Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.

21 vs. 23 Splines & Warranty Exemption We're often asked about whether the 21 spline style connection is strong enough, vis a vis the 23 spline version. In most situtations, 21 splines will be adequate. This is due to the fact that we don't use friction welding on our shafts, and that much of the punishing torque multiplication takes place within the transfer case low range, which occurs after the input portion of the transfer case. However, we have seen limited instances where 21 spline shafts have failed where 23 would not have. For this reason, we do not warranty the 21 spline version of our output shafts. If you require maximum strength, then you may purchase from us a 23 spline input gear for your NP231 in conjunction with the 23 spline version of our kit.