blu72
Full Member
will a t-18 out of an 6cylinder F250 4X4 bolt up to the bronco 302? The conversion link on the left doesn't say either way.
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Fix Motor Mount
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T-18
- Thread starter blu72
- Start date
77sport
Jr. Member
I think all the ford std trans have pretty much the same input shaft. I think that the jeep t18 is different. The output shaft is the difference, i found a couple that were 28 spline but were the wrong length, make sure you double check it, i just made sure it was the same lenght as the 3 spd that i took out.
Here's a couple web sites:
http://www.jeeptech.com/convtrans/convt18.html
http://www.partsmikeparts.com/t18 ford and jeep.htm
Here's the writeup from http://www.novak-adapt.com/knowledge/t18_t19.htm
- the web site is down, so this is the Google cache:
The T18 four-speed was made by Borg-Warner from 1966 through 1986. It is a heavy-duty truck transmission designed for and used in such applications as ½, 3/4 and 1 ton trucks. It is the improved successor to the T98. The T18 is fully synchronized in the second through fourth gears. All gears are helically cut except first and reverse, which are spur gears.
Identification
Part of the battle in doing a T18 or T19 conversion is making sure you have the right one, especially if you did not actually witness the transmission's removal from the donor vehicle. Jeep used fourteen different T18s, International used three and Ford used three as well. Though all of these transmissions share many common parts and characteristics, they are all different!
For the Ford T18, the case and top cover are both cast iron, with the top cover being retained by six bolts. The T18 & T19 has a 1-1/16" diameter, ten spline input shaft that has a stickout of 6-1/2" from the front face of the transmission. The pilot tip of the transmission measures .668". The front bearing retainer flange measures 4.850" and the bearing retainer tube is 1.432" in diameter. The front bolt pattern is the symmetrical Ford "butterfly" pattern; 8-1/2" wide by 6-5/16" tall. The input shaft length is 6-1/2". Checking these dimensions will verify that the transmission is a 1966 or newer model, precluding it from being the T98.
The transmission can also be identified by its casting numbers, commonly "13-01", cast into the driver's side of the case. From 1966 until 1978, many T18s used a T98 shifter assembly. 1979 and newer T18s used a three fork shift cover assembly that shifts reverse gear directly. Because of this, reverse location is on the opposite side of neutral than the earlier version (‘66 to ‘78). Earlier versions reverse gears shifts over and up - later versions shift over and down.
Additionally, the T18 has three bronze synchro rings. You will also notice the power-take-off port at the right side of the case.
There were a few later versions of these CJs that had an optional T18 four-speed transmission - although the version that Jeep used with the V6 was only 4-to-1 first gear ratio. Note there are 12 different versions of the Jeep T18 from 1966-1979. Some of these can be adapted to Chevy V8 by use of a T18 adapter kit that we manufacture, kit #1879. 1972-1975 Jeep CJ T18's adapt to GM Engines with our #1415 kit.
Some individuals ask about T18's & T19's other than the Ford version. Our advice concerning some Jeep and IH T18 & T19 swaps is generally to avoid them, especially the latter. They will not work with our adapter kits and have different bolt patterns front and rear. We have designed our adapter to work with all three versions (2wd short and long shafts and the 4wd) Ford T18 & T19 because they are a more easily found, adapted and are often more affordable.
The IH T18 was available only in a close ratio (4.02:1). This transmission is a good unit, but not recommended for conversions due to its unique input shaft and front, stud-mounted style front face.
Compatibility
Interestingly, the bellhousing bolt pattern for the Ford T18 & T19 are the same as the Tremec 150 and the Tremec 176 transmissions, so no bellhousing modifications are needed. The Jeep T18 has one bolt hole different, the bolt near the clutch fork is higher on the Jeep version. A 1976 to 1979 Jeep clutch disk is required. Note that the SR4, T4, and T5 use a different bolt pattern from the Tremec series transmissions.
Ford & Scout T19's
Very much identical to the T18 in appearance and build is the T19. This four-speed transmission is different from the T18 and others in that it usually features taller gearing and a synchronized first gear. It was introduced in Ford trucks in the 1968 model year.
Three gearing options were available for the Ford T19. The T19 was available with a 6.32:1 first gear. These were only in rarer Ford 500-800 series HD trucks. The very most common T19 available in Ford applications was the T19A with the 4:02:1 first gear ratio. For two years (purportedely from 1983-1984) there was a Ford T19 with a 5.1:1 first gear. All ratios listed had a synchronized first.
The IH Scout T19 was available from 1975 to 1980 with close and wide ratio options. As for the IH T18, they had a unique case and input shaft that make most Jeep conversions impractically expensive.
The Ford T18 & T19 are also compatible with GM and AMC bellhousings, following some minor modifications. See Adapting Ford Transmissions to GM Bellhousings, and Adapting Ford Transmissions to AMC Bellhousings.
http://www.jeeptech.com/convtrans/convt18.html
http://www.partsmikeparts.com/t18 ford and jeep.htm
Here's the writeup from http://www.novak-adapt.com/knowledge/t18_t19.htm
- the web site is down, so this is the Google cache:
The T18 four-speed was made by Borg-Warner from 1966 through 1986. It is a heavy-duty truck transmission designed for and used in such applications as ½, 3/4 and 1 ton trucks. It is the improved successor to the T98. The T18 is fully synchronized in the second through fourth gears. All gears are helically cut except first and reverse, which are spur gears.
Identification
Part of the battle in doing a T18 or T19 conversion is making sure you have the right one, especially if you did not actually witness the transmission's removal from the donor vehicle. Jeep used fourteen different T18s, International used three and Ford used three as well. Though all of these transmissions share many common parts and characteristics, they are all different!
For the Ford T18, the case and top cover are both cast iron, with the top cover being retained by six bolts. The T18 & T19 has a 1-1/16" diameter, ten spline input shaft that has a stickout of 6-1/2" from the front face of the transmission. The pilot tip of the transmission measures .668". The front bearing retainer flange measures 4.850" and the bearing retainer tube is 1.432" in diameter. The front bolt pattern is the symmetrical Ford "butterfly" pattern; 8-1/2" wide by 6-5/16" tall. The input shaft length is 6-1/2". Checking these dimensions will verify that the transmission is a 1966 or newer model, precluding it from being the T98.
The transmission can also be identified by its casting numbers, commonly "13-01", cast into the driver's side of the case. From 1966 until 1978, many T18s used a T98 shifter assembly. 1979 and newer T18s used a three fork shift cover assembly that shifts reverse gear directly. Because of this, reverse location is on the opposite side of neutral than the earlier version (‘66 to ‘78). Earlier versions reverse gears shifts over and up - later versions shift over and down.
Additionally, the T18 has three bronze synchro rings. You will also notice the power-take-off port at the right side of the case.
There were a few later versions of these CJs that had an optional T18 four-speed transmission - although the version that Jeep used with the V6 was only 4-to-1 first gear ratio. Note there are 12 different versions of the Jeep T18 from 1966-1979. Some of these can be adapted to Chevy V8 by use of a T18 adapter kit that we manufacture, kit #1879. 1972-1975 Jeep CJ T18's adapt to GM Engines with our #1415 kit.
Some individuals ask about T18's & T19's other than the Ford version. Our advice concerning some Jeep and IH T18 & T19 swaps is generally to avoid them, especially the latter. They will not work with our adapter kits and have different bolt patterns front and rear. We have designed our adapter to work with all three versions (2wd short and long shafts and the 4wd) Ford T18 & T19 because they are a more easily found, adapted and are often more affordable.
The IH T18 was available only in a close ratio (4.02:1). This transmission is a good unit, but not recommended for conversions due to its unique input shaft and front, stud-mounted style front face.
Compatibility
Interestingly, the bellhousing bolt pattern for the Ford T18 & T19 are the same as the Tremec 150 and the Tremec 176 transmissions, so no bellhousing modifications are needed. The Jeep T18 has one bolt hole different, the bolt near the clutch fork is higher on the Jeep version. A 1976 to 1979 Jeep clutch disk is required. Note that the SR4, T4, and T5 use a different bolt pattern from the Tremec series transmissions.
Ford & Scout T19's
Very much identical to the T18 in appearance and build is the T19. This four-speed transmission is different from the T18 and others in that it usually features taller gearing and a synchronized first gear. It was introduced in Ford trucks in the 1968 model year.
Three gearing options were available for the Ford T19. The T19 was available with a 6.32:1 first gear. These were only in rarer Ford 500-800 series HD trucks. The very most common T19 available in Ford applications was the T19A with the 4:02:1 first gear ratio. For two years (purportedely from 1983-1984) there was a Ford T19 with a 5.1:1 first gear. All ratios listed had a synchronized first.
The IH Scout T19 was available from 1975 to 1980 with close and wide ratio options. As for the IH T18, they had a unique case and input shaft that make most Jeep conversions impractically expensive.
The Ford T18 & T19 are also compatible with GM and AMC bellhousings, following some minor modifications. See Adapting Ford Transmissions to GM Bellhousings, and Adapting Ford Transmissions to AMC Bellhousings.