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Old 09-02-2002, 07:40 AM
James 007 James 007 is offline
Gear Head
Join Date: May 29, 2002
Location: Long Beach, CA
Posts: 628

From AMC Forum: [img]smile.gif[/img]

Manual Transmission:
model type used in years
(S=synchro, N=non-synchro)
T-86 3spd N (196/199/232/250/287/290) '50-'67
T-89 3spd N (250/327) '56-'66
T-96 3spd N (196/199/232) '56-'70
T-96H 3spd N (199) '70
T-96J 3spd N (232) '67, 70-'72
T-14 3spd S (232/258/290/304) '68-'73,'76
T-15 3spd S (290/304/360) '68-'71
T-10 4spd S (287/327/290/343/360/390/401)'66-'74
150-T 3spd S (258/304/360) '74-'79
SR-4 4spd S (232/258/304) '76-'81
T4 4spd S (151/258 ) '82-'88
T5 5spd S (151/258 ) '83-'88
HR-1 4spd S (121) '77-'79

(AMC years & prior)
T-84 3spd N (J134)
T-96 4spd N (J134) '45-'57
T-86 3spd N (J226) '45-'58
T-90 3spd N (J134) '45-'58
T-90J 3spd N (J226) '45-'58
T-86A 3spd N (J225/J226) '55-'71
T-90C 3spd N (J232/J258/J304/J360) '45-'71
T-98A 4spd N (J232/J258/J304/J360) '55-'70
T-14A 3spd S (J225/J232/J258/J304/J360) '67-'75
T-15A 3spd S (J304/J360) '72-'79
T-18 4spd N (J258/J304/J360) '71-'75
T-18A 4spd N (J258/J304/J360) '76-'79
T-150 3spd S (J232/J258/J304) '76-'79
SR-4 4spd S (J151/J258 ) '80-'81
T-17X 4spd S (J258/J304) '80-'86
T-4 4spd S (J150/J151/J258 ) '82-'86
T-5 5spd S (J151/J258 ) '82-'86

Non-synchro transmissions DO have a synchronizer, but only one.
It is between 2nd and 3rd only. It doesn't work well at high
rpms if at all, but nonetheless is there.

T-86 used also by Ford with o/d. (289)
T-86 has top cover 6 bolts like the T-14.
T-86 was a hd option only behind the 196cid, stock all got T-96.

T-89 is a big veefy 3spd used with many early-mid '60s engines.
T-89 also used by Ford with o/d. (390)
used by Olds mid '60s. (394)
T-89 w/od Ford was the last to offer them, in '71 pickups.
T-85 basically the same tranny as T-89 was also used with
Dodge-Plymouth 426 engine in '64
T-85/89 had a 4th gear added and became T-10.
T-90 which is basically the same as T-86 was also used in Studebaker
Six taxis and Jeep fleet van.
T-96 used also in Jeeps (CJ2-&gt, Studebaker sixes, and early Falcons.
T-96 and Borg-Warner alum. automatics have the same spline and
are the same length
T-96 shaft length is 6.5"
T-96 came in 2 models for '70-'72, the H for 199, J for 232;
both only in Hornet & Gremlin. T-14 was used in all others
with the 232cid.
T-96 models are distinguished by different letters. These indicated
a "minor" internal change, sometimes a different gear ratio,
different bearings, etc. Case remained the same for a
number as did overall internal design.
T-96H might also be the same tranny as T-96, just an indication to
differ it from the J series. (?)
T-96J was only used by AMC (much harder to find parts for).
T-96J was used in Rebel & American in '67 as well as
'70-'72 Hornets & Gremlins
T-96J is a hd version of the T-96 with a larger larger first hear
(3:01:1 vs. 2.60:1 in T-96), a larger front bearing, and a
larger mainshaft. The standard gear cluster should fit the
J model as well. Output shaft also seems to be the same,
but it may be larger.
T-96J Some were prone to premature failure due to improper hardening
of internal shafts circa 1971
T-96 and automatic BW M-37 have the same number of splines.
T-96 and automatic BW M-35 also have identical universal yokes.
T-10/85/89 all had the 9 bolt side cover , but the T-89 shift arms
were (stagered ) not inline like the T-10 & 85 .
T-14 replaced the T-86 behind 290s starting in '68.
Also in '68 the 232 moved up to the t-14 and the 290 moved
up to the t-15.
All manual transmissions up to '71 have a 10-spline output.
T-10 is always 10-spline with a shaft length of 8"
T-14 was reintroduced in 76, but only used in the Gremlin with
the 232 and 258. All others used the 150-T for 232-304.
T-14 '68-'70 (coarse) splines interchange
T-14 '71-'72 (coarse) splines interchange
T-14 '73-'76 (fine-TF) splines interchange
T-14 differences are the output spline and extension housing.
Two gear sets [2.61:1 and 3.10:1]
T-14 are all the same length. There's only one'68-'72 mainshaft.
T-14 the 3.10 gears didn't appear at first ('72-3). it would make sense
to use the deeper gears with the taller axles.
T-14/T-15 are both 10 spline but T-14 (and T-96) are 10x15/16 where the
T-14 shaft length is 6.5"
T-15 shaft length is 8"
T-15 was used behind 290 at first but starting '70 was also used with
T-15 is 10x1 1/8. Bold parrent/shaft length are also different.
T-15 has an almost square pattern, 5.75x6" also common for T-86
(and Jeep T-14)
T-15 is propably biggest 3spd ever used in cars.
T-15 was used in Jeeps until '75, and in some IH Harversters/Scouts
T-15 was the fleet/hd option for 232 Rebels and Ambos.
T-10 and T-89 bolt patterns look very similar also to '49-'64 Ford
T-10 was used almost by every US car company in some point in time.
T-10 '66-'70 used Large ( diameter, thicker) bearing cap, with
the 10-1/2 inch clutch with long through out bearing.
T-10 '71-up used Small (diameter, thinner) bearing cap, with
the 11 inch clutch with short trough out bearing.
This was also the same bearing that T-96 and T-14 used.
T-10 that AMC used was "P" series '65-'66, "T" series '67-early'68,
and "V" series from late '68 until they quit using it.
T-10 Ford case looks the same, but the bottom left bolt hole is
kicked out toward the drivers side . In AMC case the
bottom right bolt is kicked out toward passenger side.
Input shaft, tail shaft and tail shaft housing are different
and can not be used. But most internals of the Ford,
should work since they use the basically same case.
(though are geared differently)
T-10 1970 some applications in Javelins use the National -8169-S
rear seal rather than the commonly called for seal part number.
T-10 used by AMC '73/'74 was also known as "Super T-10" as reaction
to GM moving on to Muncie (redesigned T-10, in-house in '64)
T-10 Super aluminum cases are good for ~14lbs over iron
T-10 Super were available in three series (AMC may have used):
SI dated from ~'66
SII dated from ~'74
SIII dated from '78
Bearing retainer thickness is a clue and SIII cluster shafts
are bigger, 1" vs 7/8".

SR-4 was also used with 304s in '79 Spirit GT/AMX's!
(it's ONLY good for 220 ft lbs.)
SR-4 AMC is pretty much the sma as the Ford versions.
T-4/T-5 has TF-904 output shaft and seal, so when converting
from AMC T-4/5 to a Ford unit you will need the yoke.
T-5 looks very similar to the SR-4 and T-4, except for the buldge
the shift lever housing for the overdrive.
T-5 front bearing retainer in the AMC T-5 is GM size, as is input
shaft. They're maybe shared with gm, or just compatible.
T-5 from a Mustang will fit any AMC engine if you get the bellhousing
from SR-4 ('76-'81), T-4 ('82-'88 ) or T-5 ('83-'88 ) , and the
throw out arm and bearing, from the same bell.
Also the front bearing retainer is needed, gm size,
(maybe gm part?), if you don't want to modify the Mustang part.
Right clutch disc with the correct # of splines that also fits
the pressure plate you're using, and the pilot bearing is
also needed.
T-5 '94-up mustang input shafts are ~2/3" longer.
150-T (Tremec) is a Ford Toploader design. All the big three used
them in the late '70s; A toploader 4spd will slip right into the
bellhousing and clutch. Also the output spline is the
same [ 28 ] - the 150t is ford all the way.
From compact to midsize cars the trannies are the same
length as the 3spd.
150-T in cars is the exactly same tranny as T-150 in Jeeps, the
designation is just different for some reason.
Both are correct ways to name it. (that's it for this subject)
150-T '77-'79 Granadas have an O/D version and the later
aluminum O/D input shaft is 5/8" longer.
Big engine fords have a 1.375x10 spline input and
31-spline output
Iron Duke 2.5L and the AMC 150cid equipped Jeeps are all equipped
with a hydraulic clutch assembly, as are the Cherokee
and Wrangler sixes (GM 2.8, 4.0, 4.2).
HR-1 (by BW) was the tranny used by Porsche/Audi 121cid and it has
an unique bolt pattern.
The flywheel was changed in the sixes '71(153->164 teeth) and
this coincided with the bellhousing going to the V8 size/pattern.

(JEEP Tranny Information - most of this info should apply to cars)
T-84 was only used in the Willys MB and Ford GPW in WWII.
Gear Ratios: 2.94 1.94 1.00 N/A(r)
T-86 Cast iron case, Helical 1st and reverse gear, spiral cut
mainshaft, case # T86X-1X, Case length 8.12"
T-86 has a 1 1/8" 10 spline input shaft. Length of input shaft
varies with application. Output is 1 3/8" 6 spline.
Gear Ratios: 2.798 1.687 1.00 3.798
T-86 case/gears and other parts are interchangable with with the T-90.
T-90 Cast iron case, Straight cut 1st and reverse gear, staight cut
mainshaft, case # T90X-1X, Case length 8.12"
T-90 has a 1 1/8" 10 spline input shaft. Length of input shaft
varies with application. Output is 1 3/8" 6 spline.
Same with the T-86.
T-90 Gear Ratios include:
(CJ version) 2.98 1.66 1.00 N/A(r)
(PU version) 3.44 1.85 1.00 N/A(r)
T-90-J 2.798 1.551 1.00 3.798(r)
T-14 Cast iron case, mainshaft has 10 splines on the output
Case # T14X-1X or 13-02-065-9XX, Case length 8.68"
T-14 has a 1 1/8" 10 spline input shaft. The I6 T-14 has a 1 3/8"
6 spline output while the V6 version has a 1 3/16" 10
spline output. Input shafts lengths also vary between the
two applications.
Gear Ratios: 3.10 2.61 1.00 3.10(r)
T-15 Cast iron case, mainshaft has 6 splines on the output
Case # T15A-1X or 13-07-065-9XX, Case length 10"
T-15 has a 1 1/8" 10 spline input shaft and 1 3/8" 6 spline
output shaft.
Gear Ratios: 3.00 1.83 1.00 3.00(r)
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
T-98 was used in Jeep, Ford, and IH trucks.
Gear Ratios: 6.40 3.09 1.69 1.00 n/a(r)
T-18 Cast iron case, not synchronized on first, originally Ford
truck part number on case T18-1X or 13-01-065-9XX,
case length 11.87"
T-18A were wide ratio with 6.32:1 first gear.
Gear Ratios: 6.32 3.09 1.69 1.00 7.44(r)
T-18 were close ratio and had a 4.02:1 first gear. There is NO way
to tell from the outside of the tranny unfortunately.
Putting it in first gear and rotating the input shaft and
counting the output shafts revolutions is the only real
way to verify.
Gear Ratios: 4.02 2.41 1.41 1.00 4.73(r)
T-18 is probably the most common transmission to swap into a Jeep
because it is heavy duty, relatively inexpensive, and it can
be swapped in easier than almost any other transmission.
T-18 was used in IH trucks from the mid 60s until the mids 70s.
They all tend to have long input shafts compared to the Jeep
and Ford T-18s. All of the T-18s used in the Scout 800 and
Scout II are close ratio T-18s with a first gear around 4:1.
It is an excellent transmission, but it doesn't have the low
first off-roaders want. Other IH trucks do use wide ratio T-18s.
T-18 An advantage of the IH 4WD T-18s is most of them were mated
with the Dana 20 transfer case. The Dana 20 used in Scout
trucks uses the same bolt pattern and input gear as most
of the Dana 20s used in Jeep trucks. The transmission to
transfer case adapter for the Dana 20 used in IH trucks
is short like the adapter used in Jeep trucks.
Rebuilding one of these transmissions with a Ford or Jeep
input shaft may be a way of getting a low buck T-18 in
your Jeep.
SR-4 Aluminum case, ball bearings on maindrive gear and mainshaft,
top cover has a Ford casting mark.
Case # 13-32-065-9XX or 13-40--065-9XX, case length 9.25"
Gear Ratios: 4.07 2.39 1.49 1.00 3.95(r)
T-4 Aluminum case, tapered bearings on maindrive gear and mainshaft
Case # 13-51-065-9XX or 13-52-065-9XX, case length 9 3/16"
Gear Ratios: 4.03 2.37 1.50 1.00 3.76(r)
T-5 Aluminum case, tapered bearings on maindrive gear and mainshaft
Case # 13-51-065-9XX or 13-52-065-9XX, case length: 9 3/16"
T-5 has a 1 1/8" 10 spline input shaft and a 23 spine output shaft.
Gear ratios: 4.03 2.37 1.50 1.00 0.86 3.76(r)
T-150 Cast iron case, three speed, fully synchronized,
Case # 260XXXX, case length: 9.18"
T-150 has casting numbers of 2603983 or 2603347 on the drivers side
and 2603357 on top.
T-150 input shafts is 1 1/8" 10 spline and the output is
1 3/8" 6 spline.
Gear Ratios: 2.99 1.75 1.00 3.17(r)
T-17X Aluminum case, 4 speed, Case # C2604XXX, case length 10.25"
The other T-17X trannies differed only in gear ratios.
T-176 3.52 2.27 1.46 1.00 3.52(r)
T-177 3.82 2.29 1.46 1.00 3.82(r)
T-178 3.00 2.08 1.47 1.00 3.01(r)
T-17X has 1 1/8" 10 spline input shaft and a 23 spine output shaft.

AX4 solid case, used with 4 cylinders Jeeps up to 10/04/88.
AX5 solid case, cast iron intermediate plate, used in all
Wranglers from 1987-1989. After mid 1989, used only in
4 cylinder Wranglers.
Gear ratios: 3.93 2.33 1.45 1.00 0.85 4.74(r)
BA10/5 (Peugeot) split case, used with Jeep 6 cylinder engines
1987 up to 03/09/89, The input shaft is 1 1/8" 10 spline
and the output shaft can be 21 spline or 23 spline.
BA10/5 was used in all Wranglers from 1987-mid 1989.
It was also used in Cherokees and Comanches with the
2.8L V6, 2.5L I4, and 4.0L I6 from their start till 1989.
Gear ratios: 3.39 2.33 1.44 1.00 0.79 4:47(r)
AX15 aluminum intermediate plate, used with Jeep 6 cylinder
engines after 03/03/89 to present

Borg Warner OD was available from early '60 to '69, and
during '70-'73 there wasn't one available.
Laycock-DeNormanville OD was available '74-'76 but only for the
Hornets & Gremlins with 150-T. The OD could be had with
column or floor shift.
The same Laycock-DeNormanville OD was also available in the Pacer
for 1976. It was a column shift only.
British made Laycock-DeNormanville overdrive is the same
as used in many MG and Triumph models.
Borg Warner unit used a large electric solenoid to engage OD.
The L-D unit has a sump and hydraulic pump similar to an
automatic transmission. It pretty much worked like a two
speed automatic -- direct drive and overdrive.
It has a sliding clutch assembly to engage OD instead
of a band as used in an auto trans or locking pawl
as used in the BW units.
The T-89 also was used with the OD in the V8 torque tube cars.
Borg-Warner overdrive case is 11-3/4" long (less torque tube
adapter, if required). This includes the 1-1/2" thick adapter.
A complete T-96 w/OD is 18-3/4" long from front of case to end of
tailshaft housing. The OD unit is the same for all.
The old style overdrive tranny is a manual, newer style has an
automatic overdrive which shifts on 2nd and 3rd gear,
almost like an automatic tranny. There is an electric
kick-down to kick it out of OD. This switch is usually
mounted on the accelerator linkage.
T-89 was fitted with a BW overdrive unit on the rear.
These didn't bolt to just any tranny, there was an adapter
about an inch thick (25-26 mm) that went between the tranny
and OD unit. The output shaft of the tranny was a short
length and splined to fit into the OD unit as well.

The Saturn Overdrive (originally produced by Warn) is a bolt on
0.75:1 overdrive for Jeeps equipped with the Dana 18
transfer case.

series 1st 2nd 3rd
__________________________________________________ ____
CC (GM) 2.88:1 1.91:1 1.33:1
EE (GM) 2.88:1 1.74:1 1.22:1
EE (GM) 2.43:1 1.34:1 1.13:1
OD (GM) 2.23:1 1.23:1 0.94:1
P (AMC) 2.43:1 1:76:1 1:46:1
Q (Ford) 2.64:1 2.10:1 1.60:1
S (AMC/GM/*) 2.43:1 1.61:1 1.23:1
T (AMC) 2.64:1 2:10:1 1.46:1
V (AMC/*) 2.23:1 1.77:1 1.35:1
W (GM/*) 2.64:1 1.75:1 1.33:1
X (aftermarket) 2.64:1 1.61:1 1.23:1
Y (aftermarket) 2.88:1 1.74:1 1.33:1
Z (GM) 3.42:1 2.28:1 1.46:1
U (GM/*) 3.42:1 2.28:1 1.46:1

* = were also available aftermarket
The drive hears vary pretty much by first-gear ratio but the first
on the cluster is the same for all but the last.
"V" series was used '66-'68 with 2:64 and 2:43 1st gear
These were wide ratio trans.
"U" series also had 34 tooth first driven by 18 on the cluster.
Later when GM used it on the assembly line the tooth
count was changed to a stronger 30 driven by 16 .
Some T-10's were Super T-10's with alumnium mainbodies
"Z" series were all SIII, but to simplify rebuilding Warner came up
with a set of parts that would work in a
SII (7/8" cluster shaft) case, this maybe "U"

Get the number of cover bolts and the shape of the shifter bosses
(where the shifter enters the trans) for the ID.

model - additional info - main case length - case #
T-86 6 bolt, round, connected with brace 8.12", T-86X-1X
T-90 6 bolt, round, connected with brace 8.12", T-90X-1X
T-96 4 bolt, round, separate 7", T-96X-1X
T-14 6 bolt, 1/2 round, separate 8.68", 13-02-065-9XX or T14X-1X
T-15 8 bolt, 1/2 round, connected 10", 13-07-065-9XX or T15A-1X
150-T 9 bolt, round, small & large section 9.18", 260XXXX
T-170 9 bolt, 10.25", C2604XXX
SR-4 Aluminum case, 9.25", 13-32-065-9XX or 13-40--065-9XX
T-4 Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX
T-5 Aluminum case, 9 3/16", 13-51-065-9XX or 13-52-065-9XX

T-86 has a horizontal brace between the shift lever bosses
(not a low ridge -- it extends nearly to the ends of
the bosses. T-96 may have a casting mark) and has six
(instead of four like on T-96) bolts retaining the
top cover.
There are ways to tell T-10's apart for example:
2:23 "V" has 5 grooves cut into the input shaft,
2:43 "P" has 4 grooves cut into the input shaft,
2:64 "T" has 3 grooves cut into the input shaft,
2:64 "W" super T10 has 1 groove cut into the input shaft.
2:43 "S" super T10 also has just 1 groove.
Some cases also have a machined boss on the lower drivers side
toward the front with the date code stamped into them.

'67 and later V8s (290/304/343/360/390/401) have a different
pattern than '66 and earlier V8s (250/287/327 only).
All '72-up (calendar year) AMC sixes and V8's have the same
bellhousing bolt pattern. Only difference is depth of
bell and consequently the length of the transmission
input shaft. They can be interchanged.
Some early '72 models might have the old six bellhousing pattern.
Generally all AMC's of the same year and engine will have the
same transmissions, Changeover years (eg. '75-'76) can
be a tossup.
The Jeep 4.0l bellhousing will work with the '72-up AMC six.
The four cylinder uses same ford-style trans as sixes/v8s but
have agm bolt pattern on the engine side.
The six cylinder bellhousings are 6.5", V8 is 8"
T-96, T-14 [in cars], SR-4/T4/T5 and 150-T are 'short';
T-89, T-86, T-10, and T-15 are'deep'.
Some 304s in the small cars used the six cylinder bell.
(for example the SR4 equipped 304)
(and t-14 equipped, early-mid '70s.)
The 150-T and SR-4/T-4/T-5 are two different bolt patterns.
Ford bellhousings of the right years are often drilled with both
Ford bolt patterns. (meaning the one AMC used as well)
AMC used a multi-pattern bellhousing from the late 70s-'83 which
had patterns drilled for T-96+T-14/T-4+T-5+SR-4.
The T-5 was optional on any AMC T-4 application and should
use the same bellhousing. (also shared with the SR-4,
some are also with 150-T). The original Ford bellhousing
wont work.
The AMC 150 has a GM 2.8 60-degree bellhousing.

There has been a report of a t10/early-six bell
('mexican' bellhousing). It's definitely the right shape
for a GM bolt pattern, though not drilled, but no GM trannies
with an 8" input shaft that seem to work with it.
If you own/know a car with this bell, get in touch.

While the transmissions may be from different manufacturers,
the shifter is AMC and is the same setup for both
Borg-Warner and Tremec.

Collected and posted by
Antti-Ville Nauha (Pori, Finland)

Any corrections/additions/questions ->
contact me at or at
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