T14 Transmissions

Anyone know off-hand if there is any difference in the transmission case between the early T14's and the later AMC T14's? I know there is a shaft difference, but same case otherwise?

Rebuilding my 68 T14 and found some damage to the input bearing bore. Have a bead on a later T14 case for a good price.

Thanks

 

I'm sure timgr will see this and respond. If cases are different I may have a Dauntless one.

 

Here is your definitive answer: The Novak Guide to the Borg-Warner T14 Transmission

 

Note that the T-14 was used with the V6 to replace the T-86. This application uses a long input shaft like the T-90J and an adapter/spacer (3" thick?) between the T-14 and the Buick bellhousing. The 1971 was a little different, in that it had a unique bellhousing that combined the adapter and Buick bell. The Buick bell is about 6" deep.

When Jeep switched to the 232 and 258 in the CJs in 1972, they used a different input shaft length, with no adapter and the "unified" AMC bellhousing. This same bellhousing was used across all the Jeep line, with the 232, 258, 304, 360, and 401. It has about a 7" depth. The T-14 was used in '72-75 CJs with the 232 and 258. The T-14 was also used with the Rambler 232 and AMC 258 in Wagoneers and J-trucks through 1976-ish, when they switched to the T-15 with the 258. The Rambler engine is different, with the starter on the driver's side, but the 258 uses the above referenced "unified" bell.

In the past, some have claimed that the gear ratios are different between the Kaiser T-14s and the AMC T-14s, but I kinda doubt it. Certainly the input shafts are different lengths and not compatible, so the transmissions are not bolt-in compatible with each other. I would guess that the case, output gear, synchro and shift hubs, small parts and mainshaft are the same. If the gear ratios are the same (I suspect they are) then the internal gears (cluster, reverse, first, second) should be the same too.

 

Thanks guys. I guess we are about to find out for sure as I found a T14 case in pretty nice shape for $25 with the 1302 number designation (I believe this makes it the '72-75 batch). All of my gears, shafts, etc. are in nice shape, so I will use the originals doing the rebuild using the Novak kit. I do not foresee any issues, but will keep you posted.

 

Well, I can confirm no issues installing all of my rebuilt early T14 internals into a later 72-75 case. The Novak rebuild kit was good and provided plenty of different thickness outer snap rings to properly set/remove the end-play between input and output shafts. I found the FSM more useful than the included Novak instructions. I have another one to do as the transmission in my '69 has a noisy bearing, but it should go much easier this time knowing all the little tips and tricks.

I would appreciate any feedback on this:

Output gear on the back of the transmission that goes into the transfer case, two chipped teeth. Likely happened during some previous assembly/disassembly? A machinist friend said just dress it up a bit and run it. My fear in replacing is that is a slightly chipped original better than a questionable origin replacement? Also, typically when you replace a gear, you want to replace the mating gear as well. So, that would be two questionable gears or two originals that have already "mated". Thoughts?

 

I'd replace it.
Should be some good used 29 tooth T14 gears out there.
Do it once; do it right.

 

18-8-49 is the 26 tooth x 10
18-8-50 is the 29 tooth x 10

 

replace it the boy had a terrible time with output gears that looked like that

 

I'd personally run it. I've run them in waaay worse condition than that with no issues.