Our T18 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.
Kit 188 & 198
use the options above to select the correct product for your conversion
The Novak T18 / T19 to Jeep transfer cases adapter is very compact at only 1" long for a combined transmission and adapter length of 12.9". The adapter itself is machined 6061T6 Billet aluminum alloy, featuring thick flanges and a heavy cross-section.
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 D18 or D20 input gear attaches directly to it.
The kit contains aluminum adapter housing, transmission output shaft, seal, seal sleeve, transfer case to adapter gasket, transmission to adapter gasket, fastening hardware, steel mounting base, and instructions.
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. Many consider 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.
Our adapter shaft is splined for six spline input gears.
Consult our informative Dana gears interchange chart if necessary.
All Warn and Saturn type overdrives are compatible with this conversion as long as the spline count is correct. We do not have replacement gears for the overdrive version.
The diameter of the transfer case center input locating bore will be either 3-5/32" or 4".
This kit is compatible with most Jeeps as this is one of our shortest 4 speed combinations.
Any engine that can be made to work with the transmission will work with this adapter. We have available parts to adapt several versions to various engines. See the T18/T19 information page linked below for that discussion.
This transfer case adapter's design has a structural base for an industry standard urethane isolator mount, available for purchase. This is our preferred rear mount unit. Our kits are designed for it, and its usage is essential to protect powertrain components from the flex and movement typical of any automobile, but especially Jeeps.
Whether you are assembling onto a stock crossmember/skidplate or if you are setting up a high-clearance skid plate, you will find it to be a clean and simple process.
A pilot bushing is always required for installation choose the correct version for your application from these choices
Ford Small Block Cranks
Though complete disassembly of your transmission is not required to install our new output shaft, often this is a great time to rebuild a tired or unknown unit. These rebuild kits offer the best available components, bearings, synchros, gaskets, and seals to perform a first rate rebuild along with your installation. Our instructions accompany all rebuild kits.
Straight sticks are available if you want to start with a clean slate to get the bends right.
These billet aluminum, anodized billet covers seal up substantially better than the factory stamped steel covers. Check your transmission to see if it requires one or two of them.
Because the transmission and transfer case shifters are often in a different location than factory in these Jeeps, this new transmission tunnel cover gives the installer a clean slate. There are no screw holes nor transmission & transfer case shifter holes, allowing the installer to drill and cut them as necessary. An easy way to get a perfect fit is to use the old cover as a template, making cuts as necessary, then overlay on the new aluminum piece for perfect holes.
The finish is natural brushed aluminum, which looks pretty terrific, but it can easily be primed and painted to suit, if desired.
This tunnel cover is compatible only with 1976-1986 CJ Jeeps.
Gasket and seals kit
Dana 20 Billet Pan and PTO Cover
These rigid and precisely machined billet bottom pans are a big step in getting your Dana transfer case sealed up. The thick, smooth-finished flange replaces the thin, warped factory pans and they virtually assure a drip-free seal. They also add structural rigidity to the overall transfer case.
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.
To install this adapter on the transmission, it will be necessary to drill and tap an additional hole in the rear face of the transmission case. A drill, 13/32" and 5/16" drill bits and a 3/8"-16 tap will be required. This process is simple and instructions, as always, are included. This method makes the resulting transfer case clocking angle better than otherwise available on the aftermarket, and more like the factory setup. Other adapters yield a transfer case that is clocked down and likely to offer clearance problems under the Jeep chassis.
The T18 conversion will allow for the retention of the factory Dana 18 twin-stick shifters, Dana 18 single-stick shifter, and many of the Dana 20 shifters. Very minor grinding of the earlier Dana 18 dual-shifter mount may be necessary. Some tube-mounted Dana 20 shifters may need to be modified, or possibly replaced with this twin-stick shifter kit. T19's are wider on this side and will require more extensive modifications. Excessive case grinding is not recommended. A custom shifter solution from Novak may be the best solution and we'd welcome your contact about this.
Engine placement in these applications is an effort in compromise to find the best position overall as a package. Generally the engine will be about 1” or even more towards the left, (driver’s side in the USA) away from the front differential in a CJ application. This gives the best balance of weight, and more importantly clearance, for the driveshaft going to the front axle. Your tight spots will be steering to exhaust on the left (hold that as tight as you can) and clearance for the front driveshaft on the right. On a driver’s side drop transfer case, usually the later Jeeps, things often get a little easier as steering and front driveshaft are pushing you the same direction. Fore and aft position will vary with the Jeep model and engine.
Have a CJ5 and Gen I with a rear distributor? You’ll be better off a little forward for more rear driveshaft length and clearance for that HEI. If you are in a longer Jeep and using an LS engine with no distributor, you’ll have more fan clearance and better balance if you hold it to the rear. Usually for ground clearance tuck things up nicely for height to avoid damage to oil pans and other life giving parts in the Jeep. On later Jeeps with a Driver’s side drop transfer case and front differential, things are a little easier as the steering and offset are both pushing the drivetrain to the passenger’s side. Again, that 1 to 1-1/2” dimension is usually where you want to be. Common sense and taking a step back to look at things overall goes a long way.
Use of the factory size driveshaft and yoke is recommended. Our adapter design has maximized clearance between the transmission pan and yoke, but it is necessary that you install your GM engine offset 1-1/4" to the driver's side. If you are installing against a factory AMC engine with our 437 AMC adapter kit, your factory engine should already have this proper offset. Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). However, pan clearances and front axle width may inhibit the flatter options.
If converting to a V8 in conjunction with this upgrade, aftermarket engine mounts are available to ease its installation. Because of the broad spectrum of engines and vehicle combinations used with this adapter, it would be difficult to list them all here. Whatever your application, Novak likely has the perfect solution. From a 225 Buick V6 in a CJ2A to an LS3 in your JK, we’ve got you covered.
Novak's engine mounts, featuring excellent vibration dampening, superior strength, and impressive adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.
Driveshaft length changes are often required. Most conversions to these transmissions will require that the rear driveshaft be modified to be shorter and front driveshaft longer.
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.
Driveshaft modifications and rebalancing can be affordable when performed by driveline, RV or tractor implement specialists. New driveshafts are an option, but not necessarily a requirement in regards to the actual successful conversion if your existing driveshafts are in good condition.
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 “CV 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.