Trade T14 With Dana 20 Twin Stick

OK all... y'all been here before. Purchased a t14 in mint shape coupled to a dana 20 with twin stick in equally fine shape. Come to find out, the dauntless era t14 can't be converted to a chevy bellhousing. Awesome. Anyway, I'll post pics shortly, and am primarily looking to trade for a t90 in fine shape or possibly an sm420, but would prefer the t90 due to length issues. Also attached to the trans is the dauntless bellhousing, also have an excellent condition dauntless flywheel. Looking for $400/best offer or more gooder, a trade for one of the mentioned transmissions. Parts in SW Virginia.

 

What year t14 do you have ?
What is the maindrive stickout length from front of transmission ?

 

Roughly 8.94 inches, tough to measure with the limited tools i have. Originally from a 1971 jeepster... purchased from a fellow that converted his truck to 2wd and an automatic.

 

I was just trying to figure out what your issue is with adapting your T14 onto a GM engine.
Was you wanting to eliminate the bell adapter ?

 

From Novak - "Kaiser era Jeep CJ T14's from 1967 - 1971 (Buick V6) are not compatible with this kit." Stickout, bearing housing, front retainer all very different from later T14 found behind inline 6 engines.

https://www.novak-adapt.com/catalog...ransmission/gm/jeep-t18-bh-adapters/kit-1415/

Unless there's a different adapter that'll get me to where i need to be, I gotta change directions a bit. I don't think the trans will bolt directly to a gm small block bellhousing?

 

The only difference between the pre 1972 and post 1971 Jeep T14’s is that the earlier pre 1972 T14 maindrive gear (input) is exactly 1” longer.
The factory cast iron adapter plate on the T14 you bought is 2-5/8” thick where as the Novak adapter is 1-3/4” thick.
I have two of the thinner T14/T15 adapter plates (1-5/8” thick) available in case you’re wanting one of those.
I also have an immaculate T15 that was fully rebuilt with Borg Warner NOS parts and OEM MRC bearings.

 

A Chevy bellhousing will bolt right up in place of the Biuck bellhousing currently on there.

 

X2. A Chevy bellhousing will bolt right to that.

 

I should add that a T14 (and the T90 you mentioned) is pretty marginal strength wise. If you're thinking V8 you'd be better off with one of the truck 4 speeds, or the T15 mentioned above.

 

If you're going SBC, don't even bother with a T90. Save your 20, that's a good twin stick and you already have it.

 

Best Jeep transmission for D20 is T15 (no rear adapter plate required) or T18 with factory adapter plate.
Those both will handle ample v-8 power.
T-15 = 11-5/8” OAL
T18 = 12-7/8” OAL

 

Wow... great info! Funny how everyone automatically assumes I'm going v-8 power... Well, I'm not. Going industrial turbo diesel. Yeah, there's going to be a TON of adapter mods and such coming to go from a flange to a gm bellhousing, but I'm looking for crawling power. Torque is where it's at. Motor is light and small, with ample power to move it down the road... REAL well with an overdrive. The T-15 sounds good... lets talk some. Was thinking of a SM 465 or an SM420, but there's got to be a limit as to insanity here.

 

Yeah well using a Chevy bell typically suggests a v8.
But regardless all of these transmissions can handle strong engine torque.
The biggest problem with Synchro Mesh transmissions is that they are somewhat longer than the Borg Warners when adapted to a D18/20. This fact is an issue for SWB Jeeps.
The T15 has a 3/1 first gear whereas the T18 has a 3.09 first gear plus the 6.32 low which is not often used.
On Jeeps the 6.32 is only used for extreme slow rock crawl maneuvers to buy yourself some steering reaction time, to essentially smooth out the bumps and also can be used if skidding logs and maybe for pushing snow. That’s really about it.

 

For raw power. Got it. The length was definitely something that was concerning... don't want the rear driveshaft to be 4 inches long. The T-15 would likely be the best option due to space limitations. The adapters that need to be stacked up add length too.

 

Well...oldtime always has some good info, but this is an opinion which I challenge!
The granny low is GREAT for running with other vehicles, with automatics in high range, and varied trail conditions.
Once comfortable with the unsynchronized low gear, a skilled driver can make the shift to low, without stopping, and keep up with the newer vehicles!
Aside from the low crawl ratio, which is valuable, I have learned additional advantages to having the low first gear in the transmission.

 

I guess I don’t see the other advantages to having super slow speed low gears if advantages are not specified.
Anyway Here’s a couple more examples:
If running a PTO winch from the Spicer one gains super slow line speeds.
Here’s another example that’s just not seen with Jeep usage. If you had a 2 ton dump truck loaded down with 16 tons of sand the low gear is used to help get the load rolling if stopped on an uphill.

 

Running on memory here,
The overall length of the T18 bolted directly to the BOP (GM) bellhousing is only about 3/4" longer than the T14 plus the adapter.
You also have both the T150 three speed or the T176/77 four speed. Both bolt directly to the D20. They will need to be adapted to the GM bellhousing.

I have a bad taste with the T14. They are weak behind the V6 and I wouldn't think of running one behind a high torque diesel.

 

Early T-14 is 11” OAL including the 2-5/8 bell adapter
Late T14 is 10” OAL including the 1-5/8” bell adapter
T15 is 11-5/8” OAL including the 1-5/8” bell adapter.
T18 is 12-7/8” OAL including the rear adapter plate but not using a bell adapter

 

I run a T-15 in my M38A1. I use a 231 even fire with an edlelbrock manifold and Mc2100 carb. I have the T15 bolted to my Dana 18 with overdrive and 4:88 gears. I love that transmission. Shifts like butter!

 

that tag says T86 on it. YOu sure thats a 14 and not an 86?