Help with T-18?

My plans are to hold out until I fined a T-18A in a CJ, but at this time I know were there is a Ford T-18 for $60. I would like to pull it out this weekend and rebuild it when I get a chance. I look at it this way, I will gain experience and I will have a spare T-18. My question concerns the removal of the transmission from the Ford. Do I need any special tools? Are there any short cuts? Would removal be any easier with a 4 or 2 wheel drive. Which would you choose to pick from 4 or 2 wheel Ford T-18? It seems straight forward, but I don’t want any surprises.

Chuck

 

2wd is the 6.32/1 first. only tools you need are wrenches and a strong back. a very strong back is helpful.

edit: i would check it by spinning the input while in 1st to make sure it is the granny tranny.

 

I was told by Novak that all Ford T-18 had 6.32/1 first gear whether it was 4 or 2 wheel drive.
What reaction will I get from spinning the input shaft with a 6.32/1 gear oppose to not having 6.32/1 gear?

 

Count the turns at the input vs. output.

The 2WD transmission should be cheaper. Whether you start with a 2WD or 4WD transmission just depends on what conversion kit you will use.

Not all Fords are T18s. Some had T19s (which could have a 4:1 1st gear) or NP435. The NP435 will have 8 cover bolts, not 6.

All these truck 4-speeds are heavy; getting a friend to help would be a good idea.

 

Would you know the input vs output count for a 6.32/1 opposed to a 4.1 first gear? I will check the .id # to make sure it's not a T-19.

 

Ford T18's also come in a 5.??:1 variety, used mainly in diesels

 

I should of gave that more thought...(input vs output).............Thanks for the answers guys.

 

T19s are ok, as are NP435s. Just make sure that it's the transmission that you want. Externally the T19 is the same as a T18; the internal parts are different. If you want a really low crawling gear, the NP435 is lower than the T18; 6.68 vs 6.32. The SM420 is even lower at 7.0:1, but not as easy a conversion for '79 Jeeps.
http://www.novak-adapt.com/knowledge/t18_t19.htm
http://www.novak-adapt.com/knowledge/np435.htm
http://www.novak-adapt.com/knowledge/sm420.htm

 

I will let you know how I made out this weekend. Thanks again.

 

A question on the t18. I have a cj t18 and spicer 20 tcase dying to be rebuilt and installed. There is a fella on ebay selling a kit (
http://cgi.ebay.com/ebaymotors/ws/e...tem=7923452428&category=33733&sspagename=WDVW) , but I dont really trust that it has good quality parts in it. Any feelings on this?

Karl

 

The site does supply an email address, I would ask a few question about their products and company.

 

I need to clarify a few things here on T-18 vs. T-19. The T-18 only had two ratio's, 4.03-1 and 6.32-1. The T-19 (synchro'ed first gear) had 3 different ratio's available, 4.03-1, 5 something to 1, and 6.32-1. The only parts that interchange between the T-18 and T-19 are some of the synchro's, the rebuild kits, The cluster shaft, and reverse idler shaft, and the main drive gears (input gears). Oh, yeah, the sticks will also if you have the tall top. There are two tops to T-18's, tall and short, and the stick is different for each one. The cases and shift tops are different from T-19's to T-18's and will not interchange, although the length overall is the same. I suppose one MIGHT be able to put T-18 guts in a T-19 case, I don't know, never tried it, but you definitely cannot put the T-19 guts in a T-18 case without extensive modifications. Then again, why go to the trouble?
A 6.32-1 T-18 will have 17 teeth on the main drive gear (input) and a 4.03-1 will have 23 teeth.
Even the output shaft on the T-19 is different as it has an extra snap ring groove and one of the other grooves is in a different location than the T-18 so those won't interchange either. Most T-18 cases don't have a mount point built into the case whereas most T-19 cases do. On the T-18's the mount is built into the adapter in case of 4x4 version or into output housing on 2 wd versions. There are other differences too, but that get's the basic idea out.

Nickmil.

 

Thanks for clarifying that point. I received a call from a guy that could get me a CJ T-18A for $550. I know that the adaptor for the Ford T-18 is around $500. plus I have to also deal with the drivesafts, but I still think that $550 is a little too high. What is your thoughts on that price?

 

You want to make sure that includes ALL the adapters, front and rear, and the bellhousing. Also make sure it is in fact a 6-1 and not a 4-1 as "72-'75 you could get the T-18 factory but most were a 4-1 unit. The most common CJ 6-1 units that I've seen were an option on '77-'79 CJ's with the I-6 only. They had a special bellhousing, a 1" thick adapter on the front, and a 1" thick adapter on the back for the transfer. They also had a special length input shaft. Price depends on location. I've heard of them going all day long in some areas for $350 and other areas lucky to find one for $550. Just make sure it's complete and in good shape before you buy. The rebuild kit is approximately $125-$150 so figure that in as a possibility. Don't forget you will need to mostly likely change clutch discs as the spline diameter is probably different, and plan on Driveshaft mods also. It's well worth the money spent, but don't end up throwing good money after bad. Remember, you are buying something used, most likely with no guarantees. Nickmil.

 

Be aware that the T18 weighs in at about 150 lbs. Way more that you can muscle out without a jack.

 

I didn’t realize that a CJ T-18 had adapters. When Novak says the CJ T-18 is a perfect swap for a T-150 they really mean with ALL THE ADAPTERS. I also thought that the CJ T-18 having a smaller case then a Ford T-18 would swap without adapters. This is a great forum! I have a lot to learn and hopefully in time I will be able to help others.

 

The CJ T-18 is a perfect swap candidate for the T-150, as long as it is complete with all the adapters. Just realize you would still need to do drive shaft work, move the crossmember, etc. It's a great way to go and is a far better trans than the T-150 would ever be. I've never quite understood why Jeep didn't just use a modified Ford T-18 in the Jeep cause then there would be no adapter on the front and no special input shaft. Only thing I can think of is they had a bunch of the Wagoneer/Pickup T-18 cases they wanted to use up. By the way, when you add the length of the front adapter on the CJ T-18, it is actually 1" longer than a Ford T-18 that's been converted to fit a Jeep model 18 or 20 transfer case using a stock rear adapter and output shaft from a Jeep or Scout T-18. Nickmil.

 

$60 bucks for a T-18? Wow! Grab it!

My buddy picked up a T-19 that he is putting behind a stroked 383 in a scrambler. I told him he is going to buying either a new drve shaft or rear end once he gets it on the road. The t-19 is nice since first and reverse are syncro. But as mentioned by other psoters the first gear is not as low a gearing as a t-18. Either way they are very beefy and HEAVY trannys. Bring a buddy for sure!