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The Novak Guide to the

Borg-Warner T150 Transmission

t150_transmissionThe Borg-Warner T150 transmission was the three-speed transmission found in 1976 to 1979 Jeeps. It is a good transmission when well maintained and has often been adapted to V8 and V6 power.

Rated at medium-duty, the T150 is stronger than its compact size may suggest. Though it only holds a candle to the truck style four-speeds' strengths and capabilities, the T150 is frequently retained in CJ Jeeps when married to mild GM V6 and V8 power. It is regarded as the second strongest of all the Jeep three-speeds, second to the Jeep T15.

For the big-gears crowd, it is popularly replaced with the Ford T18 and Ford NP435 transmissions, since they share a similar bellhousing bolt pattern and compact installations.


The T150 is a top loaded, top shifting transmission. The T150 is fully synchronized in the second and third gears. All gears are helically cut.



The T150 transmission is 9" long and features a cast iron top cover that is retained by eight bolts and a main case of cast iron.

The Jeep T150 has a 1-3/8" x 6 spline output shaft for mounting the transfer case input gear. The transmission has a 7-1/2" input shaft (stick-out length) with 1-1/16" x 10 splines and a neoprene front seal and cast iron bearing retainer. The pilot tip is ~17mm.

The T150 features a conventional "H" shift pattern, with reverse being towards the driver and up.

Typical casting numbers found on the T150 are 2603983 or 2603347.


Transfer Case Compatibility 

The Jeep T150 was factory-married only to the Jeep Dana Spicer Model 20 transfer case.

Of interesting note, the T150 transmission was the subject of a recall in the late 1970's, for its rear seal being installed backwards. This seal should face spring-side towards the front of the transmission.

It may be possible to bolt a T150 to a Jeep Dana 18 transfer case, but this transmission uses a uniquely machined transfer case input gear with a seal journal. This transfer case gear does not interchange with any Model 18.

The Jeep Dana 300 is not compatible with the T150.

Bellhousing Adaptability


Buick V6, Chevrolet Small Block V6 and V8 conversions to the T150 are done with steady frequency and success.

AMC Jeep 

As the T150 was married to the Jeep AMC engines, it is OEM compatible with them.


The T150 has a front bolt pattern is the symmetrical Ford "butterfly" pattern; roughly 8-1/2" wide by 6-5/16" tall. It is sometimes married to Ford V8 power, as discussed here.

Rebuilding the T150 

When filling your T150 with gear oil, we recommend that you select a conventional mineral oil or a para-synthetic in lieu of a full synthetic oil. Properly assembled manual gearboxes do not have the thermal strains seen by combustion engines or hypoid gears. Synthetic fluid in these gearboxes, while not harmful, is probably an economic waste.

Hypoid gear oil is sulphurized higher than transmission oil and can be mildly corrosive to the non-ferrous alloys used for synchros, bushings and thrust washers in these transmissions.

An 80W-90, API-GL5 or MT-1 rated fluid is very good. Some claim faster shifts from using a 50W engine oil in their transmission and we do not consider this to be contraindicated unless you operate your vehicle in a very warm environment.

The T150 is simple and enjoyable to rebuild. Many shadetree mechanics do very outstanding rebuilds if they have access to a press, snap ring pliers and bearing pullers. Many choose to do a full rebuild during the adaptation process, and our instruction guides feature all the details, diagrams, pics and tricks required to do professional level work.