The Official "What The Heck Is This?" Thread

[Dana W.]

I have a typical-seeming D18 transfer with unusual markings that was installed in my current CJ5 project. I’ve seen mention of this particular case in a few other places on the web where owners ask what it is, but no definitive answers are forthcoming. My searches here have come up blank so I thought I’d ask since answers to esoteric Jeep questions are often found hereabouts.

The case lacks the typical Spicer logo and the casting date reads A154, which I’d take to mean Jan 15 1954. It was mated to a T90A-1 with a date of 1-18-54. Obviously not the original pieces in my ’62 CJ. I gather that W. G. DIV. refers to Warner Gear Division. Any other clues to the story behind this? Am I going to find oddball components inside?

 

[Keys5a]

I have a typical-seeming D18 transfer with unusual markings that was installed in my current CJ5 project. I’ve seen mention of this particular case in a few other places on the web where owners ask what it is, but no definitive answers are forthcoming. My searches here have come up blank so I thought I’d ask since answers to esoteric Jeep questions are often found hereabouts.View attachment 104787

The case lacks the typical Spicer logo and the casting date reads A154, which I’d take to mean Jan 15 1954. It was mated to a T90A-1 with a date of 1-18-54. Obviously not the original pieces in my ’62 CJ. I gather that W. G. DIV. refers to Warner Gear Division. Any other clues to the story behind this? Am I going to find oddball components inside?

All that really matters is to determine if your case is a “ small hole” or “large hole”, and the diameter of the intermediate shaft. The intermediate shaft is the item in the lower left in your photo. Is it 1-1/8” or 1-1/4”?. The later case uses the larger shaft which has individual needle rollers in the intermediate gear, and the earlier cases use a caged needle bearing setup. The very early (1940’s) Brown & Lipe cases use a 3/4” intermediate shaft.
The large hole cases have a 4” hole on the end that mates with the transmission, and this feature allows for removal of the transfer case without first removing the main drive gear on the transmission mainshaft. The hole is large enough for the gear to stay attached to the transmission and still slide the transfer case off as a complete assembly.
The small hole cases require removal of the castellated nut/locknut and main drive gear before you can separate the transfer case from the transmission. The switch to the large hole case was around 1965 or 1966 for the CJ’s. Around 1964, a switch was made to single-lever control (introduced on the Tuxedo Park models) and made standard a year or two later with the Dauntless powered CJ’s.
The style case can be determined at a glance by looking at the transfer case casting where it mates to the transmission. If the case “steps up” to a larger diameter around the area that surrounds main drive gear, it is a “large hole”. The small hole cases have the area surrounding the main drive gear roughly the same diameter as the adjoining case. Once you see both types of D18’s side-by-side, it will be pretty obvious.
Trying to determine the casting dates is pretty immaterial as its very common for 50-70 year old Jeeps to have had parts swapped around in their lifetimes. There isn’t any added value to a “numbers matching” original Jeep. These aren’t 1960’s/70’s investment grade muscle cars.

 

[Keys5a]

The number stamped (ink) on the bottom is visible in the second photo. It's kind of difficult to read through the rust and grime but it looks like 91-01967

Its likely that the compressor bracket is a “factory” piece, but maybe borrowed from a Commando. I have never seen an early CJ equipped with dealer air, though it may have been possible. Are there signs of an under-dash unit, or even extra holes for a/c hoses through the firewall?
As to the compressor bracket (and attached York compressor), I have seen close to a dozen examples on early CJ’s when living on the NC Outer Banks in the 70’s/80’s. It was fairly common to have “on board air” to re-inflate tires after being aired-down for beach use. Those York compressors were easily converted to an engine-driven air pump.

 

[Dana W.]

Thanks, Keys5a, for the comprehensive reply. The case is small hole, 1 1/4" intermediate shaft. I'm not too concerned about matching numbers and just offered the dates as a further clue to what might make this transfer different from one marked as Spicer. I am more concerned that there may be some internal differences, but I'm sure I'll figure it out when I get in there.

As far as added value, it has been my experience that a proper restoration of a half-century old automobile rarely produces a profit for the guy paying the bill.

 

[Mark Zanoni]

Its likely that the compressor bracket is a “factory” piece, but maybe borrowed from a Commando. I have never seen an early CJ equipped with dealer air, though it may have been possible. Are there signs of an under-dash unit, or even extra holes for a/c hoses through the firewall?
As to the compressor bracket (and attached York compressor), I have seen close to a dozen examples on early CJ’s when living on the NC Outer Banks in the 70’s/80’s. It was fairly common to have “on board air” to re-inflate tires after being aired-down for beach use. Those York compressors were easily converted to an engine-driven air pump.

Yes there are holes in the firewall, although like the compressor the under-dash unit is gone. I had never seen A/C on and early CJ either and given this Tux came from upper MI, I originally thought these extra holes were for a second heater but given it also looks to have been fitted with a hard top most of it's life, possibly someone added AC at some point.