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| − | 150-T
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| − | 150-T (Tremec) is a Ford Toploader design. All the big three used them in the late '70s; A toploader 4 speed 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 3 speed.
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| − |
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| − | 150-T in cars is the exact same tranny as T-150 in Jeeps, the designation is just different for some reason. Both are correct ways to name it.
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| − | 150-T '77-'79 Granadas have an over-drive version and the later aluminum over-drive input shaft is 5/8" longer. Big engine fords have a 1.375" x 10 spline input and 31 spline output shaft.
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| − |
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| − | Laycock-DeNormanville over-drive was available 1974-'76 but only for the Hornets and Gremlins with 150-T. The OD could be had with column or floor shift.
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| − | The 150-T and SR-4/T-4/T-5 are two different bell-house bolt patterns.
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| − | 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.
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| − |
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| − | JEEP T-150:
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| − | *Cast iron case, three speed, fully synchronized
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| − | *Case # 260XXXX, case length: 9.18"
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| − | *Casting numbers of 2603983 or 2603347 on the drivers side and 2603357 on top
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| − | *Input shaft is 1-1/8" 10 splines
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| − | *Output is 1-3/8" 6 splines
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| − | *Gear ratios: 2.99 1.75 1.00 3.17(r)
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| − |
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| − | HR-1
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| − | *HR-1 (by BW) was the tranny used by Porsche/Audi 121cid and it has an unique bolt pattern.
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| − |
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| − | SR-4
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| − | *SR-4 was used with the 304 V8 in 1979 Spirit GT/AMX
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| − | *The SR-4 is only good for 220 ft/lbs. torque or less
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| − | *The AMC SR-4 is about the same as the Ford versions
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| − | *The T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive
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| − | *A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, throw out arm and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88).
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| − | **The GM size front bearing retainer is needed, if you don't want to modify the Mustang part. Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.
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| − | *The 150-T and SR-4/T-4/T-5 have two different bellhouse bolt patterns.
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| − | **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.
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| − | *AMC used a multi-pattern bellhousing from the late 1970s-'83 which had patterns drilled for T-96, T-14/T-4, T-5, and SR-4.
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| − | *Some 304s in the early-to-mid 1970s small cars used the six cylinder bellhousing (for example, the SR4 and T-14 equipped 304).
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| − |
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| − | Jeep SR-4
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| − | *Aluminum case, ball bearings on main drive gear and mainshaft, top cover has a Ford casting mark
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| − | *Case # 13-32-065-9XX or 13-40--065-9XX, case length 9.25"
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| − | *Gear ratios: 4.07 2.39 1.49 1.00 3.95 (Rev.)
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| − |
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| − |
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| − | T-4
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| − | *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.
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| − | *T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive.
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| − | *The 150-T and SR-4/T-4/T-5 have two different bellhouse bolt patterns.
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| − | *The T-5 was optional on any AMC T-4 application and should use the same bellhousing (also shared with the SR-4 and 150-T). The original Ford bellhousing wont work.
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| − | *AMC used a multi-pattern bellhousing from the late 1970s-'83 which had patterns drilled for T-96, T-14/T-4, T-5, and SR-4.
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| − | *Aluminum case, tapered bearings on maindrive gear and mainshaft
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| − | *Case # 13-51-065-9XX or 13-52-065-9XX, case length 9 3/16"
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| − | *Gear ratios: 4.03 2.37 1.50 1.00 3.76 (Rev.)
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| − |
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| − |
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| − | T-5
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| − | *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.
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| − | *T-5 looks very similar to the SR-4 and T-4, except for the bulge of the shift lever housing for the overdrive.
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| − | *AMC T-5 front bearing retainer is GM size, as is input shaft.
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| − | *A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, throw out arm and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88).
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| − | **The GM size front bearing retainer is needed, if you don't want to modify the Mustang part. Use the right clutch disc with the correct splines that matches the pressure plate, and the pilot bearing is also needed.
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| − | *1994-up T-5 mustang input shaft is ~2/3" longer.
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| − | *The 150-T and SR-4/T-4/T-5 have two different bellhouse bolt patterns.
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| − | *The T-5 was optional on any AMC T-4 application and should use the same bellhousing (also shared with the SR-4 and 150-T). The original Ford bellhousing wont work.
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| − | *AMC used a multi-pattern bellhousing from the late 1970s-'83 which had patterns drilled for T-96, T-14/T-4, T-5 and SR-4.
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| − |
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| − | JEEP T-5
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| − | *Aluminum case, tapered bearings on main drive gear and mainshaft
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| − | *Case # 13-51-065-9XX or 13-52-065-9XX, case length: 9 3/16"
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| − | *Has a 1-1/8" 10 spline input shaft and a 23 spine output shaft
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| − |
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| − |
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| − | T-10
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| − | *T-85/89 had a 4th gear added and became T-10.
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| − | *T-10/85/89 all had the 9 bolt side cover, but the T-89 shift arms were staggered, not inline like the T-10 and T-85.
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| − | *T-10 has a 10-spline input shaft with a length of 8".
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| − | *T-10 was used almost by every US car company in some point in time.
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| − | *T-10 and T-89 bolt patterns look very similar also to '49-'64 Ford pattern.
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| − | *T-10 1966-'70 used large diameter, thicker bearing cap, with the 10-1/2" clutch with long throw out bearing.
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| − | *T-10 1971-up used small diameter, thinner bearing cap, with the 11" clutch with short throw out bearing. This was also the same bearing that T-96 and T-14 used.
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| − | *AMC T-10 was "P" series 1965-'66, "T" series 1967-early 68, and "V" series from late 1968 until they quit using it.
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| − | *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 (although ratios are different).
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| − | *T-10 1970 some applications in Javelins use the National p/n 8169-S rear seal rather than the usual seal part number.
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| − | *T-10 used by AMC 1973-'74 was also known as the "Super T-10" as reaction to GM moving on to Muncie.
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| − | *Super T-10 aluminum cases are ~14 lbs. lighter than iron.
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| − | *The first gear ratio may vary but the gears that make up first gear (on the cluster) are the same except the last set.
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| − | *Super T-10 were available in three series (AMC may have used):
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| − | **SI dated from ~'66
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| − | **SII dated from ~'74
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| − | **SIII dated from '78
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| − | **Bearing retainer thickness is a clue and SIII cluster shafts are bigger, 1" vs 7/8".
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| − | <br>
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| − | <table align="center" border="1" cellpadding="2" cellspacing="0">
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| − | <tr bgcolor="#FFF8DC"><td colspan="5" align="CENTER" valign="CENTER"><b>T-10 FOUR SPEED RATIOS</b></td></tr><tr bgcolor="#FFF8DC">
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| − | <td align="CENTER" valign="CENTER">'''Series'''</td><td align="CENTER" valign="CENTER">'''Used in'''</td><td align="CENTER" valign="CENTER">'''First'''</td><td align="CENTER" valign="CENTER">'''Second'''</td><td align="CENTER" valign="CENTER">'''Third'''</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">CC</td><td align="CENTER" valign="CENTER">(GM)</td><td align="CENTER" valign="CENTER">2.88:1</td><td align="CENTER" valign="CENTER">1.91:1</td><td align="CENTER" valign="CENTER">1.33:1</td></tr><tr>
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| − |
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| − | <td align="CENTER" valign="CENTER">EE</td><td align="CENTER" valign="CENTER">(GM)</td><td align="CENTER" valign="CENTER">2.88:1</td><td align="CENTER" valign="CENTER">1.74:1</td><td align="CENTER" valign="CENTER">1.22:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">EE</td><td align="CENTER" valign="CENTER">(GM)</td><td align="CENTER" valign="CENTER">2.43:1</td><td align="CENTER" valign="CENTER">1.34:1</td><td align="CENTER" valign="CENTER">1.13:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">OD</td><td align="CENTER" valign="CENTER">(GM)</td><td align="CENTER" valign="CENTER">2.23:1</td><td align="CENTER" valign="CENTER">1.23:1</td><td align="CENTER" valign="CENTER">0.94:1</td></tr><tr>
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| − |
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| − | <td align="CENTER" valign="CENTER">P</td><td align="CENTER" valign="CENTER">(AMC)</td><td align="CENTER" valign="CENTER">2.43:1</td><td align="CENTER" valign="CENTER">1:76:1</td><td align="CENTER" valign="CENTER">1:46:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">Q</td><td align="CENTER" valign="CENTER">(Ford)</td><td align="CENTER" valign="CENTER">2.64:1</td><td align="CENTER" valign="CENTER">2.10:1</td><td align="CENTER" valign="CENTER">1.60:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">S</td><td align="CENTER" valign="CENTER">(AMC/GM/*)</td><td align="CENTER" valign="CENTER">2.43:1</td><td align="CENTER" valign="CENTER">1.61:1</td><td align="CENTER" valign="CENTER">1.23:1</td></tr><tr>
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| − |
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| − | <td align="CENTER" valign="CENTER">T</td><td align="CENTER" valign="CENTER">(AMC)</td><td align="CENTER" valign="CENTER">2.64:1</td><td align="CENTER" valign="CENTER">2:10:1</td><td align="CENTER" valign="CENTER">1.46:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">V</td><td align="CENTER" valign="CENTER">(AMC/*)</td><td align="CENTER" valign="CENTER">2.23:1</td><td align="CENTER" valign="CENTER">1.77:1</td><td align="CENTER" valign="CENTER">1.35:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">W</td><td align="CENTER" valign="CENTER">(GM/*)</td><td align="CENTER" valign="CENTER">2.64:1</td><td align="CENTER" valign="CENTER">1.75:1</td><td align="CENTER" valign="CENTER">1.33:1</td></tr><tr>
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| − |
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| − | <td align="CENTER" valign="CENTER">X</td><td align="CENTER" valign="CENTER">(aftermarket)</td><td align="CENTER" valign="CENTER">2.64:1</td><td align="CENTER" valign="CENTER">1.61:1</td><td align="CENTER" valign="CENTER">1.23:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">Y</td><td align="CENTER" valign="CENTER">(aftermarket)</td><td align="CENTER" valign="CENTER">2.88:1</td><td align="CENTER" valign="CENTER">1.74:1</td><td align="CENTER" valign="CENTER">1.33:1</td></tr><tr>
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| − | <td align="CENTER" valign="CENTER">Z</td><td align="CENTER" valign="CENTER">(GM)</td><td align="CENTER" valign="CENTER">3.42:1</td><td align="CENTER" valign="CENTER">2.28:1</td><td align="CENTER" valign="CENTER">1.46:1</td></tr><tr>
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| − |
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| − | <td align="CENTER" valign="CENTER">U</td><td align="CENTER" valign="CENTER">(GM/*)</td><td align="CENTER" valign="CENTER">3.42:1</td><td align="CENTER" valign="CENTER">2.28:1</td><td align="CENTER" valign="CENTER">1.46:1</td></tr><tr>
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| − | <td colspan="5" align="CENTER" valign="CENTER"> </td></tr><tr>
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| − | </tr></table>
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| − | Note:
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| − | *'''<nowiki>*</nowiki>''' = were also available as aftermarket.
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| − | *V series wide ratio transmission was used 1966-'68 with 2:64 and 2:43 1st gear.
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| − | *U series had 34 teeth driven by 18 on the cluster. Later when GM used this transmission, the tooth count was changed to a stronger 30 driven by 16.
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| − | *Some T-10's were Super T-10's with aluminum main bodies.
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| − | *Z series were all SIII, but to simplify the job of rebuilding, Warner came up with a set of parts that would work in a SII case (7/8" cluster shaft) ( this retrofit may make the transmission a "U" series?).
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| − |
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| − | T-14
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| − | *T-86 has top cover 6 bolts like the T-14.
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| − | *T-96 came in 2 models for '70-'72, the H for 199, J for 232; both only in Hornet and Gremlin. T-14 was used in all others with the 232ci inline 6.
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| − | *T-14 replaced the T-86 behind 290s starting in 1968. Also in 1968 the 232 moved up to the T-14 and the 290 moved up to the T-15.
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| − | *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.
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| − | *T-14 '68-'70 (coarse) splines interchange.
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| − | *T-14 '71-'72 (coarse) splines interchange.
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| − | *T-14 '73-'76 (fine-TF) splines interchange.
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| − | *T-14 differences are the output spline and extension housing. Two gear sets [2.61:1 and 3.10:1]
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| − | *T-14 are all the same length. There's only one 1968-'72 main shaft.
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| − | *T-14 the 3.10 gears didn't appear at first years (1972-'73). it would make sense to use the deeper gears with the taller axles.
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| − | *T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the:
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| − | *T-14 shaft length is 6.5"
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| − | *T-15 shaft length is 8"
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| − | *T-15 has an almost square pattern, 5.75" x 6", also common for T-86 (and Jeep T-14)
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| − | *The bellhousings on the T-96, T-14 [in cars], SR-4/T4/T5 and 150-T are 'short' whereas, T-89, T-86, T-10, and T-15 are 'deep'.
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| − | *Some 304s in the small cars used the six cylinder bellhousing (for example the SR4 equipped 304 and T-14 equipped, early-mid 1970s.) .
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| − | JEEP: T-14 Cast iron case, mainshaft has 10 splines on the output
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| − | Case # T14X-1X or 13-02-065-9XX, Case length 8.68"
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| − | JEEP: 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.
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| − | *Gear ratios: 3.10 2.61 1.00 3.10 (Rev.)
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| − |
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| − | T-14A
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| − | *No info
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| − |
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| − |
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| − | T-15
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| − | *T-14 and T-15 replaced the T-86 behind 290s starting in '68.
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| − | T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the:
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| − | *T-14 shaft length is 6.5"
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| − | *T-15 shaft length is 8"
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| − | T-15 was used behind 290 at first but starting '70 was also used with 304/360cids.
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| − | T-15 is 10 x 1-1/8". Bold parrent/shaft length are also different.
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| − | T-15 has an almost square pattern, 5.75" x 6" also common for T-86 (and Jeep T-14)
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| − | T-15 is propably biggest 3 speed ever used in cars.
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| − | JEEP: T-15 was used in Jeeps until 1975, and in some IH Harvesters/Scouts
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| − | T-15 was the fleet/hd option for 232 Rebel and Ambassador.
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| − | JEEP:
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| − | *T-15 Cast iron case, mainshaft has 6 splines on the output
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| − | *Case # T15A-1X or 13-07-065-9XX, Case length 10".
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| − | *JEEP T-15: 1-1/8" 10 spline input shaft and 1-3/8" 6 spline output shaft.
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| − | *Gear Ratios: 3.00 1.83 1.00 3.00 (Rev.)
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| − |
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| − | T-15A
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| − | *No info
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| − |
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| − |
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| − | T-18
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| − | *The JEEP 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.
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| − | JEEP: Internals from a T-18 can be put in a T-98 case
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| − | JEEP: 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"
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| − | JEEP: 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.
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| − | *Gear Ratios: 4.02 2.41 1.41 1.00 4.73 (Rev.)
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| − | JEEP: 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.
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| − | JEEP: 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.
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| − | JEEP: 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.
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| − |
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| − |
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| − | T-18A
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| − | *The Jeep T-18A was wide ratio with 6.32:1 first gear.
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| − | *Gear ratios: 6.32 3.09 1.69 1.00 7.44 (Rev.)
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| − |
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| − |
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| − | T-84
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| − | *The Jeep T-84 was only used in the Willys MB and Ford GPW in WWII.
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| − | *Gear ratios: 2.94 1.94 1.00 N/A (Rev.)
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| − |
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| − |
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| − | T-85
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| − | *T-85 basically the same tranny as T-89 was also used with Dodge-Plymouth 426 engine in '64.
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| − | T-85/89 had a 4th gear added and became T-10.
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| − | T-10/85/89 all had the 9 bolt side cover , but the T-85 shift arms were inline (like the T-10) and not staggered like the T-89.
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| − |
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| − |
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| − | T-86
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| − | *T-14 replaced the T-86 behind 290s starting in '68.
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| − | T-90 which is basically the same as T-86 was also used in Studebaker Six taxis and Jeep fleet van.
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| − | T-86 Cast iron case, Helical 1st and reverse gear, spiral cut main shaft, case # T86X-1X, Case length 8.12"
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| − | T-86 has a 1 1/8" 10 spline input shaft (length of input shaft varies with application) and the output is 1 3/8" 6 spline (same as T-90).
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| − | T-86 case/gears and other parts are interchangeable with with the T-90.
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| − | JEEP: T-86 used also by Ford with over-drive. (289)
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| − | JEEP: T-86 has top cover 6 bolts like the T-14.
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| − | JEEP: T-86 was a heavy-duty option only behind the 196cid, stock all got T-96.
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| − | JEEP: Gear Ratios: 2.798 1.687 1.00 3.798
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| − |
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| − |
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| − | T-89
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| − | *T-85/89 had a 4th gear added and became T-10.
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| − | T-89 is a big beefy 3 speed used with many early-mid '60s engines.
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| − | T-89 also used by Ford (w/ overdrive) (390) and by Olds mid '60s. (394)
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| − | T-89 (w/ overdrive) Ford was the last to offer them in '71 pickups.
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| − | T-85 (basically the same tranny as T-89) was also used with Dodge-Plymouth 426 engine in '64
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| − | T-10/85/89 all had the 9 bolt side cover , but the T-89 shift arms were staggered, not inline like the T-10 and 85.
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| − | T-89 and T-10 bolt patterns look very similar also to '49-'64 Ford pattern.
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| − | 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 over-drive unit. The output shaft of the tranny was a short length and splined to fit into the over-drive unit as well.
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| − | The T-89 also was used with the over-drive in the V8 torque tube cars.
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| − |
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| − |
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| − | T-90
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| − | *The T-90 is basically the same as T-86, and was also used in Studebaker Six taxis and Jeep fleet van.
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| − | *T-86 case/gears and other parts are interchangeable with with the T-90.
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| − | *JEEP T-90 Cast iron case, Straight cut 1st and reverse gear, straight cut mainshaft, case # T90X-1X, Case length 8.12"
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| − | *JEEP 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).
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| − | *JEEP T-90 gear ratios:
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| − | **(CJ version) 2.98 1.66 1.00 N/A (Rev.)
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| − | **PU version) 3.44 1.85 1.00 N/A (Rev.)
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| − | **T-90-J 2.798 1.551 1.00 3.798 (Rev.)
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| − |
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| − |
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| − | T-96
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| − | *T-86 was a heavy-duty option only behind the 196cid, stock all got T-96.
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| − | T-96 used also in Jeeps (CJ2->), Studebaker sixes, and early Falcons.
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| − | T-96 and Borg-Warner aluminium automatics have the same spline and are the same length.
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| − | T-96 shaft length is 6.5"
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| − | T-96 came in 2 models for 1970-'72, the H for 199, J for 232; both only in Hornet and Gremlin. T-14 was used in all others with the 232cid.
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| − | T-96 models are distinguished by different letters. These indicated a "minor" internal change, sometimes a different gear ratio, different bearings, etc. Cases remained the same for a number as did overall internal design.
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| − | T-96 is not exactly the same for all these years, there are different versions that have slightly different internals.
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| − | T-96E over-drive '64 has the 1.830 second gear, even though it is not a twin stick.
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| − | T-96F '66 has a bigger front bearing and synchro rings than the T-96E over-drive does.
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| − | T-96E over-drive case has a bigger hole in the back than T-96F.
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| − | T-96F has the rear bearing in the case, not in the adapter like T-96E. The rear bearings are the same though.
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| − | T-96H might also be the same tranny as T-96, just an indication to differ it from the J series. (?)
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| − | T-96J was only used by AMC (much harder to find parts for).
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| − | T-96J was used in Rebel and American in '67 as well as '70-'72 Hornets and Gremlins.
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| − | T-96J is a heavy-duty 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.
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| − | T-96J Some were prone to premature failure due to improper hardening of internal shafts circa 1971.
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| − | T-96 and automatic BW M-37 have the same number of splines.
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| − | T-96 and automatic BW M-35 also have identical universal yokes.
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| − | The T-10 '71-up used Small (diameter, thinner) bearing cap, with the 11 inch clutch with short through-out bearing. This was also the same bearing that T-96 and T-14 used.
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| − | 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.
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| − | AMC used a multi-pattern bellhousing from the late 70s-'83 which had patterns drilled for T-96, T-14/T-4, T-5 and SR-4.
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| − | T-98
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| − | *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.
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| − | Internals from a T-18 can be put in a T-98 case.
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| − | T-98 was used in Jeep, Ford, and IH trucks.
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| − | Gear ratios: 6.40 3.09 1.69 1.00 n/a(Rev.)
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| − | T-150
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| − | *See 150-T
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| − | T-17x
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| − | *T-17X has 1 1/8" 10 spline input shaft and a 23 spine output shaft.
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| − | T-17X Aluminum case, 4 speed, Case # C2604XXX, case length 10.25" The other T-17X trannies differed only in gear ratios.
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| − | *T-176 3.52 2.27 1.46 1.00 3.52(r)
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| − | *T-177 3.82 2.29 1.46 1.00 3.82(r)
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| − | *T-178 3.00 2.08 1.47 1.00 3.01(r)
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| − | Others
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| − | *More information is needed on these models. They are believed to be 'Jeep only' transmissions.
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| − | AX4 solid case, used with 4 cylinders Jeeps up to 10/04/88.
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| − | AX5 solid case, cast iron intermediate plate, used in all Wranglers from 1987-1989. After mid 1989, used only in 4 cylinder Wranglers.
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| − | *Gear ratios: 3.93 2.33 1.45 1.00 0.85 4.74(r)
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| − | 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.
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| − | 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.
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| − | *Gear ratios: 3.39 2.33 1.44 1.00 0.79 4:47(r)
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| − | AX15 aluminum intermediate plate, used with Jeep 6 cylinder engines after 03/03/89 to the present.
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| − | GENERAL
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| − | *All manual transmissions up to '71 have a 10-spline output.
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| − | JEEP: 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).
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| − | The flywheel was changed in the sixes '71(153->164 teeth) and this coincided with the bellhousing going to the V8 size/pattern.
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| − | OVER-DRIVE
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| − | *Borg-Warner OD was available from early '60 to '69, and during '70-'73 there wasn't one available.
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| − | 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.
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| − | The same Laycock-DeNormanville OD was also available in the Pacer for 1976. It was a column shift only.
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| − | British made Laycock-DeNormanville overdrive is the same as used in many MG and Triumph models.
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| − | 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.
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| − | The T-89 also was used with the OD in the V8 torque tube cars.
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| − | Borg-Warner overdrive case is 11-3/4" long (less torque tube adapter, if required). This includes the 1-1/2" thick adapter.
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| − | 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.
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| − | 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.
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| − | 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.
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| − | The Saturn Overdrive (originally produced by Warner) is a bolt on 0.75:1 overdrive for Jeeps equipped with the Dana 18 transfer case.
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| − | BELLHOUSINGS
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| − | *'67 and later V8s (290/304/343/360/390/401) have a different pattern than '66 and earlier V8s (250/287/327 only).
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| − | 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.
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| − | Some early '72 models might have the old six bellhousing pattern.
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| − | Generally all AMC's of the same year and engine will have the same transmissions, Changeover years (eg. '75-'76) can be a tossup.
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| − | The Jeep 4.0l [typo?] bellhousing will work with the '72-up AMC six.
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| − | The four cylinder uses same ford-style trans as sixes/v8s but have agm [typo?] bolt pattern on the engine side.
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| − | The six cylinder bellhousings are 6.5", V8 is 8"
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| − | T-96, T-14 [in cars], SR-4/T4/T5 and 150-T are 'short' and the T-89, T-86, T-10, and T-15 are'deep'.
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| − | Some 304's in the small cars used the six cylinder bell (for example the SR4 equipped 304 and t-14 equipped, early-mid '70s).
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| − | The 150-T and SR-4/T-4/T-5 are two different bolt patterns.
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| − | Ford bellhousings of the right years are often drilled with both Ford bolt patterns (meaning the one AMC used as well).
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| − | 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.
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| − | 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 some 150-T's). The original Ford bellhousing wont work.
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| − | The AMC 150-T has a GM 2.8 60-degree bellhousing.
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| − | 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.
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| − | SHIFTERS
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| − | *While the transmissions may be from different manufacturers, the shifter is always AMC.
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| − | Columns in most AMCs & Ramblers is AC-Delco manufactured and therefore can be swapped from a GM product of the same years but, the shifter marker is in the column itself in most AMCs when GM used the marker usually inside the dashboard (eg. by the speedo).
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