Transmission identification
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==AMC manual transmissions== | ==AMC manual transmissions== | ||
| − | ===AMC transmission application | + | |
| + | ===150-T=== | ||
| + | *150-T (Tremec) is a Ford Toploader design. The big three used them in the late '70s. A toploader 4-speed will swap into the bellhousing and clutch. Also the output splines are the same (28 spline). From compact to midsize cars the trannies are the same length as the 3-speed. | ||
| + | *150-T in cars is the exact same tranny as T-150 in Jeeps, the designation is just different. | ||
| + | *The 1977-'79 150-T in the Granada used an overdrive version and the later aluminum overdrive input shaft is 5/8" longer. Big engine Fords have a 1.375" x 10 spline input and 31 spline output shaft. | ||
| + | *Laycock-DeNormanville overdrive was available 1974-'76 but only for the Hornets and Gremlins with 150-T. The OD could be had with column or floor shift. | ||
| + | *The 150-T and SR-4/T-4/T-5 are two different bell-house bolt patterns. | ||
| + | *T-14 was reintroduced in 1976, but only used in the Gremlin with the 232 and 258 inline 6. All others used the 150-T for 232 through the 304 V8. | ||
| + | :'''Jeep T-150''': | ||
| + | *Cast iron case, 3-speed, fully synchronized | ||
| + | *Case #260XXXX, case length: 9.18" | ||
| + | *Casting numbers of 2603983 or 2603347 on the driver side and 2603357 on top | ||
| + | *Input shaft is 1-1/8" 10 splines | ||
| + | *Output is 1-3/8" 6 splines | ||
| + | **Gear ratios: 2.99 1.75 1.00 3.17 (Rev.) | ||
| + | <br> | ||
| + | ===HR-1=== | ||
| + | * The HR-1 was made by Borg-Warner. It was the tranny used with the Porsche/Audi 121cid 4-cylinder boxer engine that gave it a unique bolt pattern. | ||
| + | <br> | ||
| + | ===SR-4=== | ||
| + | *SR-4 was used with the 304 V8 in 1979 Spirit GT/AMX | ||
| + | *The SR-4 is only good for 220 ft/lbs torque or less | ||
| + | *The AMC SR-4 is about the same as the Ford versions | ||
| + | *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 | ||
| + | *A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, clutch fork and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88). | ||
| + | **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. | ||
| + | *The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns. | ||
| + | **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 won’t work. | ||
| + | *AMC used a multi-pattern bellhousing from the late 1970s to '83 which had patterns drilled for T-96, T-14/T-4, T-5, and SR-4. | ||
| + | *Some 304 V8 engines in the early-to-mid 1970s small cars used the 6-cylinder bellhousing (for example, the SR4 and T-14 equipped 304). | ||
| + | :'''Jeep SR-4''': | ||
| + | *Aluminum case, ball bearings on main drive 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 (Rev.) | ||
| + | <br> | ||
| + | ===T-4=== | ||
| + | *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 bulge of the shift lever housing for the overdrive. | ||
| + | *The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns. | ||
| + | *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 won’t work. | ||
| + | *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. | ||
| + | *Aluminum case, tapered bearings on main drive 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 (Rev.) | ||
| + | <br> | ||
| + | ===T-5=== | ||
| + | *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 bulge of the shift lever housing for the overdrive. | ||
| + | *AMC T-5 front bearing retainer is GM size, as is input shaft. | ||
| + | *A T-5 from a Mustang will fit any AMC engine if you get the bellhousing, clutch fork and bearing from SR-4 (1976-'81), T-4 (1982-'88) or T-5 (1983-'88). | ||
| + | *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. | ||
| + | *1994-up T-5 mustang input shaft is ~2/3" longer. | ||
| + | *The 150-T and SR-4/T-4/T-5 have two different bellhousing bolt patterns. | ||
| + | *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 won’t work. | ||
| + | *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. | ||
| + | :'''Jeep T-5''': | ||
| + | *Aluminum case, tapered bearings on main drive gear and mainshaft | ||
| + | *Case #13-51-065-9XX or 13-52-065-9XX, case length: 9 3/16" | ||
| + | *Has a 1-1/8" 10 spline input shaft and a 23 spine output shaft | ||
| + | <br> | ||
| + | ===T-10=== | ||
| + | *T-85/89 had a 4th gear added and became T-10. | ||
| + | *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. | ||
| + | *T-10 has a 10-spline input shaft with a length of 8". | ||
| + | *T-10 was used almost by every US car company in some point in time. | ||
| + | *T-10 and T-89 bolt patterns look very similar also to '49-'64 Ford pattern. | ||
| + | *T-10 1966-'70 used large diameter, thicker bearing cap, with the 10-1/2" clutch with long throw out bearing. | ||
| + | *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. | ||
| + | *AMC T-10 was the "P" series in 1965-'66, the "T" series in 1967 to early ‘68, and the "V" series from late 1968 until they quit using it. | ||
| + | *T-10 Ford case looks the same, but the bottom left bolt hole is kicked out toward the driver 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 cannot be used. But most internals of the Ford should work since they use the basically same case (although ratios are different). | ||
| + | *In 1970 some Javelin applications used a National p/n 8169-S rear seal rather than the usual seal part number. | ||
| + | *The upgraded T-10 used by AMC in 1973-'74 was also known as the "Super T-10" in reaction to GM switching to Muncie. | ||
| + | *Super T-10 aluminum cases are ~14 lbs. lighter than iron. | ||
| + | *The first gear ratio may vary but the gears that make up first gear (on the cluster) are the same except the last set. | ||
| + | *Super T-10 were available in three series (AMC may have used): | ||
| + | **SI dated from ~1966 | ||
| + | **SII dated from ~1974 | ||
| + | **SIII dated from ~1978 | ||
| + | **Bearing retainer thickness is a clue and SIII cluster shafts are bigger, 1" vs 7/8". | ||
| + | <br> | ||
| + | <table align="center" border="1" cellpadding="2" cellspacing="0"> | ||
| + | <tr bgcolor="#FFF8DC"><td colspan="5" align="CENTER" valign="CENTER"><b>T-10 4-SPEED RATIOS</b></td></tr><tr bgcolor="#FFF8DC"> | ||
| + | <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> | ||
| + | <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> | ||
| + | |||
| + | <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> | ||
| + | <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> | ||
| + | <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> | ||
| + | |||
| + | <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> | ||
| + | <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> | ||
| + | <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> | ||
| + | |||
| + | <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> | ||
| + | <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> | ||
| + | <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> | ||
| + | |||
| + | <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> | ||
| + | <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> | ||
| + | <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> | ||
| + | |||
| + | <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> | ||
| + | </tr><tr> | ||
| + | </tr></table> | ||
| + | '''Note:''' | ||
| + | *'''<nowiki>*</nowiki>''' = were also available as aftermarket. | ||
| + | *V series wide ratio transmission was used 1966-'68 with 2:64 and 2:43 1st gear. | ||
| + | *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. | ||
| + | *Some T-10's were Super T-10's with aluminum main bodies. | ||
| + | *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, possibly this retrofit makes the transmission a "U" series?). | ||
| + | <br> | ||
| + | ===T-14=== | ||
| + | *T-86 has top cover 6 bolts like the T-14. | ||
| + | *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 232ci inline 6. | ||
| + | *T-14 replaced the T-86 behind 290 V8s starting in 1968. Also in 1968 the 232 inline 6 moved up to the T-14 and the 290 moved up to the T-15. | ||
| + | *T-14 was reintroduced in 1976, but only used in the Gremlin with the 232 and 258. All others used the 150-T for 232 through 304 engines. | ||
| + | *T-14 1968-'70 (coarse) splines interchange. | ||
| + | *T-14 1971-'72 (coarse) splines interchange. | ||
| + | *T-14 1973-'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 1968-'72 main shaft. | ||
| + | *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. | ||
| + | *T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the: | ||
| + | **T-14 shaft length is 6.5" | ||
| + | **T-15 shaft length is 8" | ||
| + | *T-15 has an almost square bolt pattern, 5.75" x 6", also common to T-86 (and Jeep T-14). | ||
| + | *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'. | ||
| + | *Some 304 V8s in the small cars used the 6-cylinder bellhousing (for example the SR4 equipped 304 and T-14 equipped, early-to-mid 1970s) . | ||
| + | :'''Jeep T-14''': | ||
| + | *Cast iron case, mainshaft has 10 splines on the output | ||
| + | *Case is #T14X-1X or 13-02-065-9XX, case length 8.68" | ||
| + | *Has a 1-1/8" 10 spline input shaft. The inline 6 T-14 uses 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 (Rev.) | ||
| + | <br> | ||
| + | ===T-14A=== | ||
| + | *No info | ||
| + | <br> | ||
| + | ===T-15=== | ||
| + | *T-14 and T-15 replaced the T-86 behind 290 V8s starting in 1968. | ||
| + | *T-14/T-15 are both 10 spline but T-14 (and T-96) are 10 x 15/16" where the: | ||
| + | **T-14 shaft length is 6.5" | ||
| + | **T-15 shaft length is 8" | ||
| + | *Was used behind 290 at first but starting in 1970 it was also used with 304/360 cid V8s. | ||
| + | *Has a 1-1/8" 10 spline input shaft. Input shaft lengths are also different. | ||
| + | *Has an almost square pattern, 5.75" x 6" also common for T-86 (and Jeep T-14) | ||
| + | *T-15 may be the biggest 3-speed ever used in cars. | ||
| + | *T-15 was the fleet/HD option for 232 Rebel and Ambassador. | ||
| + | :'''Jeep T-15''': | ||
| + | * Was used in Jeep until 1975, and in some IH Harvesters/Scouts | ||
| + | * Cast iron case | ||
| + | *Case #T15A-1X or 13-07-065-9XX, case length 10". | ||
| + | *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 (Rev.) | ||
| + | <br> | ||
| + | ===T-15A=== | ||
| + | *No info | ||
| + | <br> | ||
| + | ===T-18=== | ||
| + | *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. | ||
| + | :'''Jeep''': | ||
| + | *Internals from a T-18 can be put in a T-98 case, case length 11.87" | ||
| + | * Cast iron case, first not synchronized. | ||
| + | *Original Ford truck part number on case T18-1X or 13-01-065-9XX | ||
| + | *Were also close ratio transmissions that had a 4.02:1 first gear. There is no way to tell the ratio from the outside, unfortunately. If it’s out of the vehicle, 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 (Rev.) | ||
| + | *The 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. | ||
| + | *It was used in IH trucks from the mid 1960s until the mid 1970s. 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 the close ratio T-18 with a first gear ratio around 4:1. It is an excellent transmission, but it doesn't have the low first gear ratio off-roaders want. Other IH trucks use wide ratio T-18s. | ||
| + | *An advantage to the IH 4WD T-18 is most of them were mated to a Dana 20 transfer case. The Dana 20 used in Scout trucks uses the same bolt pattern and input gear as most 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. | ||
| + | <br> | ||
| + | ===T-18A=== | ||
| + | *The Jeep T-18A was wide ratio with 6.32:1 first gear. | ||
| + | *Gear ratios: 6.32 3.09 1.69 1.00 7.44 (Rev.) | ||
| + | <br> | ||
| + | ===T-84=== | ||
| + | *The Jeep T-84 was only used in the Willys MB and Ford GPW in WWII. | ||
| + | *Gear ratios: 2.94 1.94 1.00 N/A (Rev.) | ||
| + | <br> | ||
| + | ===T-85=== | ||
| + | *T-85 basically the same tranny as T-89 was also used with Dodge-Plymouth 426 "Max Wedge "engine in 1964. | ||
| + | T-85/89 had a 4th gear added and became the T-10. | ||
| + | T-10/85/89 all had the 9 bolt side cover, but the T-85 shift arms were inline (like the T-10), not staggered like the T-89. | ||
| + | <br> | ||
| + | ===T-86=== | ||
| + | *T-14 replaced the T-86 behind 290 V8s starting in 1968. | ||
| + | *T-90 which is basically the same as T-86 was also used in Studebaker V8 taxis and Jeep fleet van. | ||
| + | * Cast iron case, helical 1st and reverse gear, spiral cut main shaft, case #T86X-1X. *Case length 8.12". | ||
| + | *It 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). | ||
| + | *The case/gears and other parts are interchangeable with the T-90. | ||
| + | *It was also used by Ford with overdrive behind the 289 V8. | ||
| + | *Has a 6-bolt top cover like the T-14. | ||
| + | *It was a heavy-duty option behind the 196 engine only, base tranny was the T-96. | ||
| + | *Gear Ratios: 2.798 1.687 1.00 3.798 | ||
| + | <br> | ||
| + | ===T-89=== | ||
| + | *T-85/89 had a 4th gear added to become the T-10. | ||
| + | *The T-89 is a big beefy 3-speed used with many early-to-mid 1960s engines. | ||
| + | *Was also used with the Ford 390 (w/overdrive), and with the 394 Olds in the mid 1960s. | ||
| + | *Ford was the last to offer them w/overdrive in 1971 pickups. | ||
| + | *It’s basically the same tranny as T-89, was also used with Dodge-Plymouth “Max Wedge” 426 engine in 1964. | ||
| + | *They had the 9 bolt side cover, but the T-89 shift arms were staggered, not inline like the T-10 and 85. | ||
| + | *T-89 and T-10 bolt patterns look very similar also to 1949-'64 Ford pattern. | ||
| + | *Was fitted with a B-W overdrive unit on the rear. These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and overdrive unit. The output shaft of the tranny was shorter and splined to fit the overdrive unit. | ||
| + | *The T-89 also was used with the overdrive in the V8 torque tube cars. | ||
| + | <br> | ||
| + | ===T-90=== | ||
| + | *The T-90 is basically the same as T-86, and was also used in Studebaker Six taxis and Jeep fleet van. | ||
| + | *T-86 case/gears and other parts are interchangeable with the T-90. | ||
| + | :'''Jeep T-90''': | ||
| + | *Cast iron case, straight cut 1st and reverse gear, straight cut mainshaft, case #T90X-1X. Case length 8.12" | ||
| + | *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). | ||
| + | *Jeep T-90 gear ratios: | ||
| + | **(CJ version) 2.98 1.66 1.00 N/A (Rev.) | ||
| + | **PU version) 3.44 1.85 1.00 N/A (Rev.) | ||
| + | **T-90-J 2.798 1.551 1.00 3.798 (Rev.) | ||
| + | <br> | ||
| + | ===T-96=== | ||
| + | * It was a heavy-duty option behind the 196 engine only, base tranny was the T-96. | ||
| + | *Also used in Jeeps (CJ2-up), Studebaker sixes, and early Falcons. | ||
| + | *T-96 and Borg-Warner aluminum automatics have the same spline and are the same length. | ||
| + | *T-96 shaft length is 6.5" | ||
| + | *T-96 came in only the Hornet and Gremlin for 1970-'72: the “H” for 199, “J” for 232. *The T-14 was used in all others with the 232 cid inline 6. | ||
| + | *The different models are distinguished by different letters. These indicated a "minor" internal change, sometimes a different gear ratio, different bearings, etc. Cases remained the same, as did overall internal design. | ||
| + | *It is not exactly the same for all years, there are different versions that have slightly different internals. | ||
| + | *1964 T-96E overdrive has a 1.83:1 second gear, even though it is not a “Twin-Stick”. | ||
| + | *1966 T-96F has a bigger front bearing and synchro rings than the T-96E overdrive. | ||
| + | *T-96E overdrive case has a bigger hole in the back than T-96F. | ||
| + | *T-96F has the rear bearing in the case, not in the adapter like T-96E. The rear bearings are the same. | ||
| + | *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 so it’s much harder to find parts for it. | ||
| + | *T-96J was used in Rebel and American in 1967 as well as 1970-'72 Hornets and Gremlins. | ||
| + | *T-96J is a heavy-duty version of the T-96 with a 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. | ||
| + | *Some were prone to premature failure due to improper hardening of internal shafts circa 1971. | ||
| + | *T-96 and automatic B-W M-37 have the same number of splines. | ||
| + | *T-96 and automatic B-W M-35 also have identical universal yokes. | ||
| + | *The T-10 1971-up used a smaller diameter, thinner bearing cap, with the 11-inch clutch and short throw out bearing. This was also the same bearing that T-96 and T-14 used. | ||
| + | *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. | ||
| + | *AMC used a multi-pattern bellhousing from the late 1970s through’83 which had patterns drilled for T-96, T-14/T-4, T-5 and SR-4. | ||
| + | <br> | ||
| + | ===T-98=== | ||
| + | *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 (Rev.) | ||
| + | <br> | ||
| + | ===T-150=== | ||
| + | *See 150-T | ||
| + | <br> | ||
| + | ===T-17X=== | ||
| + | *T-17X has 1-1/8" 10 spline input shaft and a 23 spine output shaft. | ||
| + | *Aluminum case, 4-speed, case #C2604XXX, case length 10.25". The other T-17X trannies differed only in gear ratios. | ||
| + | **Ratios: | ||
| + | ***T-176 3.52 2.27 1.46 1.00 3.52 (Rev.) | ||
| + | ***T-177 3.82 2.29 1.46 1.00 3.82 (Rev.) | ||
| + | ***T-178 3.00 2.08 1.47 1.00 3.01 (Rev.) | ||
| + | <br> | ||
| + | ===Others=== | ||
| + | ;More information is needed on these models. They are believed to be 'Jeep only' transmissions. | ||
| + | *AX4 solid case, used with 4-cylinder 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 (Rev.) | ||
| + | *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 or 23 spline. | ||
| + | *BA10/5 was used in all Wranglers from 1987 to mid-1989. It was also used in Cherokee and Comanche with the 2.8L V6, 2.5L I4, and 4.0L I6 from their start until 1989. | ||
| + | **Gear ratios: 3.39 2.33 1.44 1.00 0.79 4:47 (Rev.) | ||
| + | *AX15 with aluminum intermediate plate, used with Jeep 6 cylinder engines after 03/03/89 to the present. | ||
| + | <br> | ||
| + | ===General=== | ||
| + | *All manual transmissions up to '71 have a 10-spline output. | ||
| + | *The Iron Duke 2.5L and the AMC 150 cid equipped Jeeps all have a hydraulic clutch assembly, as does the Cherokee and Wrangler sixes (GM 2.8, 4.0, 4.2). | ||
| + | *The inline 6 flywheel was changed in 1971 (from 153T to 164T) and this coincided with the bellhousing going to the V8 size/pattern. | ||
| + | <br> | ||
| + | ===Overdrive=== | ||
| + | *Borg-Warner OD was available from early 1960 to '69; during 1970-'73 there wasn't one available. | ||
| + | *Laycock-DeNormanville OD was available 1974-'76 but only for the Hornets and 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. | ||
| + | *The 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 worked similar to a 2-speed automatic, having 1:1 direct drive and overdrive. It has a sliding clutch assembly to engage OD instead of a band like used in an automatic transmission, or a locking pawl like used in the B-W units. | ||
| + | *The T-89 also was used with 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 disengage OD. This switch is usually mounted on the accelerator linkage. | ||
| + | *T-89 was fitted with a B-W overdrive unit on the rear. These didn't bolt to just any tranny, there was an adapter about an inch thick that went between the tranny and OD unit. The output shaft of the tranny was shorter and splined to fit the OD unit as well. | ||
| + | The [http://www.advanceadapters.com/downloads/saturn0.pdf Saturn overdrive] (originally produced by Warner) is a bolt on 0.75:1 overdrive for Jeeps equipped with the Dana 18 transfer case. | ||
| + | <br> | ||
| + | ===Bellhousings=== | ||
| + | *1967 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 the bellhousing and consequently the length of the transmission input shaft. They can be interchanged. | ||
| + | *Some early 1972 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 (e.g. 1975-'76) can be a tossup. | ||
| + | *The Jeep 4.0L bellhousing will work with the '72-up AMC inline 6. | ||
| + | *The 4-cylinder uses same Ford-style transmission as sixes/V8s but has a GM bolt pattern on the engine side. | ||
| + | *The 6-cylinder bellhousings are 6.5", V8 is 8" | ||
| + | *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”. | ||
| + | *Some 304 V8s in the small cars used the 6-cylinder bellhousing (for example the SR4 equipped 304 and T-14 equipped, early/mid 1970s). | ||
| + | *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 AMV and Ford bolt patterns. | ||
| + | *AMC used a multi-pattern bellhousing from the late 1970s through '83 which had patterns drilled for T-96, T-14/T-4,T-5, and 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, and some 150-T. The original Ford bellhousing won’t work. | ||
| + | *The AMC 150-T has the GM 2.8 60-degree bellhousing bolt pattern. | ||
| + | *There has been a report of a T-10-to-early inline 6 bellhousing (aka “Mexican” bellhousing). It's definitely the right shape for a GM bolt pattern, although it’s not drilled. But there are no GM trannies with an 8" input shaft that seem to work with it. | ||
| + | <br> | ||
| + | ===Shifters=== | ||
| + | *While the transmissions may be from different manufacturers, the shifter is always AMC. Columns in most AMC/Rambler vehicles are 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, while GM used the marker usually inside the dashboard near the speedometer. | ||
| + | |||
| + | ==AMC transmission application guide== | ||
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