The T-18 is a heavy duty four speed with unsynchronized first
gear. These transmissions were manufactured by Borg Warner
and they have a cast iron case. The casting number on the drivers
side of the T-18 is T-18 or 13-01. The T-18 has a 1 1/8" 10
spline input shaft and a 1 3/8" 6 spline output.
The T-98 has a very similar appearance to the
T-18 except a casting number of T98. It is heavy duty like the
T-18, but a bit more prone to wear since bearings and lubrication
are not as good. Internals from a T-18 can be put in a T-98 case.
The side picture above is actually a T-98 with granny T-18 guts.
The T-98 has a 1 1/16" 10 spline input shaft and 1 3/8" 6 spline
T-18s used after 1978 have reverse down by fourth and earlier T-18s
have reverse up by third. The shape of the case is also different
with the '79+ cases for the different reverse configuration. On
the right is a T-18 out of a '79 CJ-5. The blue T-18 in the picture
above is out of a '78 CJ-5. Notice the later T-18 has a flat side
rather than the bulging side of the earlier T-18. Both versions
have a PTO port on the drivers side.
The T-18s used in full size Jeeps(FSJs) such as the Chorokee, Wagoneer,
and J-series pickups use a transmission to bell housing adapter.
Three basic variations exist with different adapters.
Early 70s T-18s use a 1" cast iron adapter with a deep AMC bell
housing. The bell housing is the same as the bell housing used
with the T-15.
Later 70s FSJs with V8 engines use a 5" aluminum adapter and a
AMC T-15 bell housing. There are pictures of this version
Later 70s FSJs with I6 engines use a shoter aluminum adapter and a
AMC T-15 bell housing.
The different adapter means a different length input shaft is used.
The input shaft size and spline count is consistent for all the Jeep
T-18s, but the pilot bushing size varies. The different adapters
used with the later V8 and I6 engine where presumably used to keep
the drive shaft lengths consistent regardless of engine.
All Jeep T-18s come with a 1" adapter for the Dana 20 transfer case
except the T-18 used in 1980 and 1981 J-20 pickups. These trucks
used the NP208 transfer case and the adapter for the NP208 is around
9" long and it uses a round bolt pattern. The output shaft of this
version of the T-18 is 23 spline. The Dana 20 version of the T-18
has the big hole "Texas" bolt pattern and 6 spline output shaft.
A picture of a wide ratio T-18 from a J-10 pickup with the 360
V8. The Dana 20 is still attached. The spacer measures approximately
From the passenger side, you can see the long transmission to
bell housing adapter attached and the long linkage used for this combo.
From the passenger side again with the transmission to bell housing
adapter removed. The adapter length and input shaft length are
different depending on engine combination. The adapter bolts to
a long AMC bell housing.
A slightly different angle on the adapter.
The T-18 was optional on CJs from 1971-1979. The T-18A
version used from 1977-1979 is the best transmission ever
put in a CJ by the factory since it features a granny low first
gear(6:32:1.) Earlier T-18s have the same great strength, but a
4.03:1 first. The T-98 is the predecessor to the T-18 that was
an option for CJs from 1955-1970.
Other Jeep trucks also had the T-98 as an option from 1955-1970,
the close ratio T-18 optional from 1971-1975, and the wide ratio
T-18 from 1976-1979. After 1979, the wide ratio T-18 was only
avilable as an option in the J-20 pickup truck from 1980-1981.
This version of the T-18 has the round New Process bolt pattern
and 23 spline output, but the adapter is long for a short wheel base
Jeep. Earlier T-18s and T-98s used the "Texas" bolt pattern and
6 spline output. The truck version of the T-18 uses a long input
shaft compared to the T-98 or CJ T-18s.
|Transmission ||1st ||2nd ||3rd ||4th ||5th ||Rev |
|T-98 ||6.40 ||3.09 ||1.69 ||1.00 || ||N/A |
|T-18 ||4.02 ||2.41 ||1.41 ||1.00 || ||4.73 |
|T-18A ||6.32 ||3.09 ||1.69 ||1.00 || ||7.44 |
CJ and FSJ photos courtesy of Jeepin' Joe Heinrich. '79 CJ-5
T-18 picture courtesy Kirk Beasley.