71- 76 Bell Housings

Hello All

It seems there must be different size (engine to transmission distance) bell housings utilized in this era of CJs. Does anyone have a clearer view of this than I do.

The size being determined by which transmission is used.

T-15s (on the V8 of course) and T-18s (regardless of engine) use one size
T-14 (on the I6 of course) use another.

Engine bolt patterns are all the same regardless of engine (8 or 6)

If I elaborate on why I think this it would take two pages so I thought I'd ask it simply first.

Thanks

 

'71 uses a different bellhousing as it would have to be a Buick V-6 motor or an F-head, neither which is the same as the AMC motor. '72-'75 T-14 and T-15 transmissions share a bellhousing between the I-6 and V-8. I believe, although it's been awhile since I've seen one, that the '72-'75 T-14/t-15 bellhousing is also used on the T-18 with a longer input shaft and a 1" thick adapter between the transmission and the bellhousing. The '76 up CJ uses a different bellhousing with a different depth than the '72-'75 CJ. the '76-'79 CJ with a T-18 used a special bolt patterned bellhousing that matches the Jeep T-18 transmission pattern but was the same depth as the same era T-150 3spd transmission. The T-150 bellhousing had a different transmission bolt pattern and is sought after for people doing the Ford T-18 conversion as it has the correct bolt pattern for the Ford T-18 also. Nickmil

 

What got me started on this whole thing is that I'm in the process of rebuilding a 74 CJ5 T-18 and the only thing I can't find is a replacement front bearing retainer. All that seems to be out there is the retainer for a short shaft T-18's used from 76-79 in CJs. After searching for solutions (and keeping track of measurements) it seems that in 76 not only did the T-18 become a short shaft but the depth of the bell housing must have changed as well. The stick out on my 74 T-18 is 9-3/8" The stick out on the 76-79 T-18 is around 2" less but all that was ostensibly eliminated was the 7/8" adapter. Some place there is 1-1/8" (or so) missing.
Additionally in a 74 CJ with either a T-15 or T-14 the center cross member is in the same place but if it has a T-18 the cross member moves back a couple of inches (I don't recall the exact number right now). This might at first seem reasonable but (if the information I have found is correct)T-15s and T-14s are not the same length.

So even if I find a retainer for my 74 T-18 will it (with the 7/8" OEM adapter) bolt up in place of a 74 T-14. (drive shafts, D20 shift linkage mods notwithstanding) or will I find I need a different depth bell housing as well.

I'm probably missing something here but I can quite put my finger on it.

Ok that didn't take two pages but I'll bet you have to read it twice.

Take Care All

 

The T-14/T-15 bellhousing should work with the '74 CJ T-18 with the adapter. The '74 CJ T-18 has an input shaft identical in length of pilot, spline count, and pilot size as the T-14 but longer to accommodate the adapter length. Remember this trans will be a close ratio unit with a 4.03-1 first gear, not wide ratio with a 6.32-1 first.
Regarding the bearing retainer, try R&P at 503-557-8911. They recently supplied one to Holbrook Specialties (of Holbrook Springs fame). I know because I delivered it for them. I don't know if they have any more but it's possible. You will need to give them measurements, i.e. length, diameter, diameter of throwout journal, etc. as they have a lot of loose stuff like that on the shelf with no real way of Identifying what it came from and there were tons of variations on T-18's. If no luck there, then try Parts-Mike. I don't have his contact info but I'm sure someone does. Nickmil

 

Thanks for the response. Parts-Mike is looking right now. I'll check R&P as well.

The combination of the 3.73 axles and 32's makes 1st a little high even for street use and the ratio jump between 2nd and 3rd makes shifting at 45mph up hill a choice between the frying pan and the fire. Hopefully the T-18 4:1 first and closer ratio between 2nd and 3rd will allow me to keep the engine in a narrower RPM range. Being a little introspective I have to laugh at myself that I used to think (30 years ago) 3000 rpm was a good cruising engine speed now I consider that to be the shift point.

Take Care