Adapting the
Borg Warner T18 & T19 Transmissions
to the
Jeep Model 300 Transfer Case
Our T18 to Dana 300 conversion makes for a strong, refined, compact geartrain assembly both on-road and off-road. It is one of the most persistently popular manual shift transmission conversions into Jeeps, providing a very compact geartrain, an excellent crawling gear, compatiability with several engines and simple installation.
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The adapter kit is also desinged for compatibility with the Jeep NP208, 219 & 229 transfer cases as found in Full Size Jeeps, 1980-1991.
The Adapter
The Novak T18 / T19 to Jeep 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. There are no inherent advantages or disadvantages to either the 2wd of 4wd versions.
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 Shafts
All Jeep Dana 300 (and FSJ New Process) transfer case input shafts / gears feature 23 splines. Our included mainshaft will spline in directly to these input shafts with no transfer case modifications required.
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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, GM Gen. I-III (1955-2000) cranks to Ford T18>Bushing, pilot, Ford Small Block, stockFor pilot bushings not listed, see our full collection. |
Transfer Case Clocking Information & Driveshaft Clearance
Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). We feel it is optimal to install in the provided position between these, but all three options are available. The flatter rotation option may require Dana 300 shifter modifications. The middle location provided in our adapter is likely optimal.
Transfer Case Shifter
This transmission conversion will allow for the retention of the factory shifters, or allow you to upgrade to twin-stick or other types of transfer case shifters.
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
Installers replacing the SR4, T4 or T5 transmissions in 1980-1986 CJ Jeeps will find that no driveshaft modifications are required when using this transmission assembly with our kit.
Apart from the above instances, 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.
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| 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.
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| 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, 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.