T19 swap general questions

The machined pilot portion is about 7/8 (couldn't find my calipers so that is a tape measure measurement). If it matters, the splined portion from the edge of the throwout bearing tube to the end of the taper is about 1 3/4 inches.

 

Got the three speed next to the T19 today and I am starting to get a little worried. Still haven't found my calipers but the three speed's input shaft sticks out further than the one in the T19 and it is also larger in diameter at both the pilot bushing portion and the splined portion. I am hoping that all that I will need to do is find the right clutch and pilot bushing but I really am new to AMC running gear. I think the guy said this was in a YJ but I am not sure. Anyone know if they had smaller input shafts? The bell housing is also shallower on the T19.

T19 is on the left

T19

T15
I hope this isn't a deal breaker for using the T19. I was really looking forward to having the low gearing. I love it in my flat fender.

 

Not sure what the stickout should be, but there is a Jeep stickout (ca 7") for the T-14/T-15 bell, and there is Ford stickout (ca 6") used with the T-150, T-176, and SR4/T4/T5. Note the T-150 and T-176 bells have the Ford pattern, and the SR4/T4/T5 bells have a different pattern, but they are the same casting according to Nick. The T-15 is definitely the Jeep bell, with the longer stickout. A Binder T-19 could be anything - IHCs are known for being oddballs.

 

Do IH's and AMC's share the same bell housing bolt pattern? With a tape measure these two bell housings seem to be the same. If I can bolt the T19 to the 304 block, minus the clutch, would that at least prove that it had been mated to a Jeep engine at some time or were Internationals and Jeeps that similar?

 

Nope, IH bolts to the bell housing from the front (easier to take the bell off first). Your case is a ford case.
Also IH input shaft the longer and 1 3/8. I have one if you want a picture but what you have is not IH. The gears could be except the input.

 

I'll have to look tomorrow from my desktop (on my phone right now so hard to see) but that T-19 input looks to be a Ford unit. R&P, PartsMike, and others can supply the correct pilot bushing. The AMC crank has two steps in it to accommodate two different od pilot bushings and different input shaft lengths. With the right pilot bushing and clutch parts that should be a direct bolt up to AMC I-6's and V-8's.

 

[QUOTE=" that T-19 input looks to be a Ford unit. R&P, PartsMike, and others can supply the correct pilot bushing. [/QUOTE]
Thanks. Just got done googling some questions I had and agree that it is likely a Ford input. Supposed to be 1/16" smaller diameter than the Jeep input. Found that a clutch kit for a 79 CJ5 with 304 should have the right parts except for the throwout bearing as you mentioned. Just ordered one of those from Novak. I think it might be gold plated based on price. We'll see how it goes when parts get here.

 

The new clutch and throwout bearing look like they will work. Haven't received the pilot bushing yet.

New problem is the mounting bolts in the bottom of the T19 are space further apart than the T15 mounting holes. The mount from the T15 looks like it would almost work but it won't. There are two sets of holes on my frame for the crossmember to use. Moving it back to the second (rearmost) set of holes put it under the transmission in the right area. It is just that the holes in the T19 are spaced wider apart than the holes on the T15.. Not sure I can drill the mount because of the rubber block. Would probably be good to know if the t18 and t19's all had the same mounting configuration. Maybe ther is a Jeep T18 mount that will work with my trans and crossmember.

 

I don't know about the T19 but this was an issue when I installed a T18 in my CJ.. I ended up drilling and re-engineering the original rubber mount and re-locating the OEM cross member. I am less then impressed with the OEM tranny mount and cross member setup, as the mount tore up about once a year and the OEM cross member hung down and caught on every little thing it seemed. Eventually the OEM mount was bent up and getting twisted. I then fabbed a new mount out of 3/8 flat stock still using the rubber mount. The rubber mount still seemed to tear up and be a problem. Eventually I found a universal cross member kit from Dave's Customs. I bought and installed one and end of problems.. Dave's isn't the only one offering a mount kit, there are at least one other that is similar in design.

 

Depends on what adapter you have. The Scout mounted by a mounting perch that is on the t19 case. As the Scout supported by the tranny there was no mounting perch on the adapter between the trans and transfer case.
Jeep mounted the t18 on that adapter, Since whom ever you got the setup from swapped to a ford case there will be no mount on the tranny.

So I'm guessing the adapter is from a T18 or after market since it has a perch. I used an Advance Adapters mount that consist of an an aluminum spacer block and a standard chevy tranny mount.

 

In this era, the T-18 mount from the factory has a torque arm, IIRC. This could be why you are tearing up the mount.

I have this picture from the parts manual -



Looks like 18.215-1 bolts to the side of the cross member. The torque arm is 18.190, to a grayed-out bracket on the frame.

Maybe someone that has one of these Jeeps can show more detail.

 

Another thing that tears up the rubber mount is people installing them backwards. If you look from the end carefully you will see that mounting surfaces are not parallel, but have an angle built into them. If not put in the right direction the mount will tear itself apart and can damage the bolt holes in the adapter. This angle is built in to compensate for the angle of the engine, transmission, transfer case. Also not mounting these components at a matching angle to the mount can tear it up also.

 

To clarify: I have ditched the OEM stuff and replaced the cross member etc. When I was using the OEM style rubber mount I did not have or even know about part #18.215-1. And on mine the rubber mount was on the tranny.. I have my problem solved, thanks for the clarification.

These mounts etc on tranny conversion always seem to be an issue..

 

I put a T-18 in my CJ-6 using Novak adapters, and my shifter poked its nose up through the original hole in the original location that the T86 had lived in.

 

bcurtman,

I'm guessing yours is a Jeep case?? A Ford case would not need an adapter to the v6 bell housing with elongated bolt holes.
I'm thinking the thickness of the adapter at the front is the same as the mount I had to move the hole for the shifter forward.

 

Lots of good information everyone. Thanks. I just got back from NC and am too tired to go out and take more pictures right now. Not really any adaptors anywhere. The mounting holes are in the transmission case. Here's the only picture I already had uploaded.

 

There is a 1" thick adapter between the transmission and transfer case.

 

Oh.okay. I see it now. I assume that is factory from IH, Jeep, or Ford?

 

Any of these mfrs will have an adapter between a Dana 20 transfer case and the transmission. Only Ford and IHC offered the T-19. so it's not factory Jeep. My best guess its that it's a IHC T-19, and it uses the factory adapter plate and T-19 main shaft. The rest could be factory IHC, since they offered the 258 in some models. I believe the IHC setup uses studs in the front of the transmission and nuts inside the bell, and this does not look like that. However, bolts could be the factory setup when used with the 258.

Another possibility is that the IHC T-19 was merged with a Ford T-19, using the IHC guts and Ford input shaft and case. Then the Jeep T-150/T-176 bell could bolt to the Ford case, and fits the AMC engines.

If you get better pictures of how the bell attaches to the case, that might tell us more. Also, detail pictures of the adapter plate area may also help.

 

This what I used. I got a scout T19 and used the main shaft from it in a ford case and gears.
It a 5.11 low gear which is very common and cheap from 1985->1987 trucks. Ford truck guys
want the close ratio 4.02 T19 so the and run 3 to 1 gears and have good gear splits with better highway speeds.
A T18 Jeep adapter can me modified to extend the reverse idler shaft pocket location as shown below.

This is the scout adapter setting on the scout case. It has no mounting foot and clocks the transfer case lower to the ground.
Also not the mounting foot on the scout T19 case.