Our Ford Borg-Warner T18 & T19 to Dana 18 & Dana 20 conversion makes for a strong, refined, compact geartrain assembly for broad use in severe terrain or refined roads. It is one of the most persistently popular manual shift transmission conversions into Jeeps, providing a very compact geartrain, an excellent crawling gear, compatibility with several engines, and simple installation.
The Novak T18 / T19 to Jeep transfer cases adapter is compact at only 1" long for a combined transmission and adapter length of 12.9". The adapter itself is of 6061-T6 aluminum alloy.
The new Novak manufactured 6 or-10 spline output shaft is machined from premium alloy steel and hardened for maximum strength and longevity. It is ready to be installed in your Borg-Warner transmission and then the Dana 18 or 20 input gear attaches directly to it.
Any Ford version and year of the Borg Warner T18 and T19 can be adapted to these transfer cases. There are no advantages between the 2wd vs 4wd versions of this transmission.
Mainshaft replacement is largely straightforward. Good work is within easy reach of the careful home mechanic and instructions are included. We also recommend our basic gasket & seal kit, or this is a good time for a more thorough master rebuild and update of the transmission. An option is one of our complete Novak remanufactured and upgraded transmission packages. The advantage of a superior, professionally built transmission, tested and ready to bolt in delivered to you is definitely worthy of consideration.
All Jeep models of the Dana Spicer 18 and Dana Spicer 20 transfer cases are compatible with this adapter assembly. IH versions of these transfer cases are also compatible. The correct input bore and spline count must be observed. This adapter is not suitable for the Ford Bronco transfer case as it is of an entirely different design in attachment and drop.
The diameter of the transfer case center input locating bore will be either 3-5/32" or 4".
This kit is compatible with any Jeeps in which the Dana 18 and 20 were available, and most thereafter. This is one of our shortest 4-speed combinations and they fit nicely into the tunnel of most Jeeps, though early flat fenders may require some sheet metal modifications.
Any engine that can be made to work with the T18 or T19 will work with this conversion. They include:
Ford and AMC engines are the two most natural and recommended choices for this transmission.
The transmission shaft installation takes more specialized tools, heavy snap ring pliers, a press to remove and replace bearings, etc. Normal mechanics tools are required for the balance of the installation.
The T18 usually has cast iron bosses on the rear passenger side portion of the transmission case. These often need to be ground off in order to clear many factory Dana 18 & 20 shifter assemblies. In some situations with Dana 18's, the transfer case shifter mount needs to be ground for clearance as well. This is neither fun nor convenient, but is usually far outweighed by the T18's advantages.
Engine placement in these Jeeps should consider the following points:
Since Jeeps featuring the T18 transmission are "high-hood", clearance for classic Small Block and high Vortec (truck style) intakes and accessories is not a problem.
Novak engine mounts are available to ease the installation of your engine.
Novak's engine mounts, feature vibration dampening, superior strength and useful adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.
Driveshaft length changes may be required. Chevy engines (with their rear distributors) can install around 3" further forward than AMC engines. It is also recommended that LS family engines be installed 3" further forward than the factory block (using the back face of the block as the datum point) for exhaust clearance, firewall access, etc.
Some installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.
Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or âCV style" rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.
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.