T-14 To T-18 Upgrade

Ford close ratio? If such a thing exists, it's news to me. Ford built the T-19 in close ratio, but the Ford T-18s were all wide ratio AFAIK. Their bell is likely the Jeep T-150 bell that is currently being sold aftermarket. Omix Bellhousing for T150 or T176 | Best Prices & Reviews at Morris 4x4

 

You can assemble one using a combination of IH or Jeep close ratio T-18 guts and a 4.02-1 T-19 Ford main drive gear. I’ve built a few for customers that didn’t want the wide ratio and low first gear.

 

Interesting, but why not instead run a converted close-ratio T-19? Is the T-19 input gear available new aftermarket? And it also seems the long way around when the T-14 bell and T-18 plate adapter already works with the AMC engines and Jeep close-ratio T-18. You kinda have to have the Jeep close ratio T-18 to supply the cluster etc, and the OP already has the T-14 bell. Using the existing T-14 bell should keep all the existing clutch linkage too. If the plate were missing, that should be way easy for Novak. Seems like a lot of effort to get the inch or two shorter OAL of the Ford parts.

 

Hmmmm. I did not measure the rough in points. I just assumed Novak would build the same dimensions as the Jeep T-18. But now that you mention it. The transmission may fit up over the cross member.
If that's so I am going to cry,,,, after spending all this time fabricating. shoot,, well I will fit things up and see where it lands.
And call Novak tomorrow see what they put out.
will keep you posted

 

Ok
talked to Novak this morning. they said that their adapters and bell housing set up should mimic the original t-18 fasten points and rough ins. so guts balls here we go. I will paint the bracket and see how it all lines up.
keep you posted

 

Did Novak provide the bell that I linked to? The Ford input shaft is shorter than a Jeep '74 CR shaft by more than an inch, I'd guess closer to 2". Jeep used the same bell as the T-14/T-15 with the T-18 in 1974, and added a plate adapter between the T-14 square pattern to the uneven Jeep T-18 pattern that's like 5/8" or 3/4" thick. You can measure the depth of your T-14 bell and compare it to the bell Novak sent. Maybe Novak is thinking of the '77-79 wide ratio dimensions? Either that, or their TC adapter is that much longer than the Jeep factory adapter? Seems unlikely.

Not trying to put a wrench in the works, but it's interesting to follow along.

 

The T-14 Bell Housing is 8" from the front face to the back face, The housing that Noavak put on the t-18 is 7",,,, the pic is deceiving because i did not line up the camera correctly. then they installed a 1" adapter plate on the back to accept the D-20 TC.

 

Seems that Novak is mistaken here, for whatever reason. Their bell is clearly shallower, and leaves out the engine-to-transmission plate adapter: another 3/4" thickness. "The Novak T18 / T19 to Jeep transfer cases adapter is very compact at only 1" long" - impossible for the Jeep factory trans/TC adapter to be additionally thin enough to make the combo length come out the same.

I'm sure it's a great product, assembled well and ready to go. But it's nearly 2" shorter than the factory T-18 combo. That's actually a good thing once you sort out the mount, linkage, and shifters. It will give you a longer rear driveshaft, and you may be able to use your front driveshaft and transfer case shifter unchanged. Heat up and bend the T-18 stalk a little if you don't like the final location.

 

OK
so the distance from the motor mounts to the transmission mount should be the same as the stock T-14 ?
that puts the transmission mount over the cross member, I think.

I will lift the engine/trans combo off the stand this weekend and set in place to see where everything lines up.

the drive shaft is not a worry, I am planning on having Tom Woods build a double Carden shaft for it

 

You cannot use a T-18 output shaft and adapter in a T-19. The shaft is completely different. The T-19 has the reverse idler shaft in a different location so T-18 adapter won’t fit over that and the counter shaft. You cannot use a Scout T-19 adapter on a Ford case. No provision for transmission mount on either. That’s why we used to build our own custom machined steel adapter that would fit both T-18 and T-19. Jeep T-18’s can be very hard to come by with the correct length input shaft length. I know of at least 6 different input lengths and front bearing retainers used by Jeep alone. There are something like 20 different used in the T-18 alone and several for the T-19. There were other reasons we did it that way too. Ford cases were easy to modify to bolt up to a stock GM standard bell housing with no adapter so it could fit any GM engine at the time (pretty much).
With the modified Jeeps we were dealing with so much as one inch of extra driveshaft length could make all the difference. Also one of the reasons we were building high pinion rear axle assemblies.

 

The Novak combination comes out to the same length as a ‘76-‘79 CJ T-18. Those did not have an adapter between the transmission and bellhousing ad the bellhousing was the same depth as the one supplied by Novak. The one supplied by Novak is simply a redrilled ‘76-‘79 style or an ‘80-‘86 unit. It may be new, but that is the style. I covered this several times over the years here.
This is a conversion on anything than a ‘76-‘79 thAt came with a T-18.
The T-18 with Dana 300 adapter is virtually the same length as a SR-4,T-4/T-5 series so you can use the same driveshafts.

 

If I was considering the T-18 upgrade today, this thread would have me screaming and running away.

When I did mine, 85 or so, I got a 304bolted to a t-18 to a D20. supposedly out of an old Cherokee, took the D20 off the back, removed the bell housing, Found a guy in Ohio that had short shaft for the T-18, didn't mention ford or Jeep, put it in, put on the T-150 bell housing from the 3 speed, Used parts from both transfer cases to get the shifter properly centered. Moved the skid plate back a hole and lowered it about 1 inch.

Later after vibration issues started, put wedges on the rear axle and got a Tom Woods CV driveshaft.

 

The first mod I made to my heap was to install a T18. Wasn't too bad as I recall. I had two trannies, one with D20 attached. The other was good. Rebuilt it, only had one glitch. One bearing was the wrong width. Easy fix .. I bought a short input shaft from Novak

 

I’ve posted what is needed to an AMC engine many, many times here before but here it goes again.
Easiest path is Ford T-18. Use a ‘76-‘79 CJ T-150 bellhousing and drill and tap 2 holes for the front. Bolts right up will need a modified pilot bearing. Easy to source. If you use a ‘80-‘86 bellhousing for T-176, SR-4, T-4/T-5 it should bolt right up.
For the rear.
Use a mainshaft and adapter from a Jeep T-18. Drill and tap 6 holes in back of case and plug bottom left factory hole in case. All will bolt up. Depending on application you will probably need to modify crossmember, shifters, floor pan. This gives the shortest combination.
simple. If you use other T-18’s it depends on application it came from what parts need replaced or combination of parts need used.
If you can find the elusive ‘77-‘79 CJ T-18 WITH bellhousing then it is basically the same as the Ford conversion above as far as overall length goes. The pilot bearing will be the same as T-150 with that conversion.

So someone will inevitably ask “ what about a Scout T-18?” Forget the case although with tons of creativity they can be used in some applications but frankly a pain in the arse. They have a very narrow bolt pattern on front that uses studs that go through the bellhousing and held in place by nuts inside the bellhousing.
The Scout mainshaft works fine. The Scout adapter clocks the transfer case down toward the ground for the front output about 1”-1/12”.not ideal for ground clearance but good for front driveshaft angle.