Adapting the

Borg Warner T18 & T19 Transmissions

to the

Jeep Model 300 Transfer Case

Adapter kit for T18 to Jeep transfer cases

Kit 183, adapting T18 & T19 transmissions to Jeep Dana Spicer Model 300 and FSJ transfer cases

Kit Contents:

  • Adapter housing
  • Transmission mainshaft, 23 spline output
  • Seal
  • Gaskets
  • Fastening hardware
  • Steel mounting base foot
  • Instructions

Our T18 to Dana 300 conversion makes for a strong, refined, compact geartrain assembly both on-road and off-road. It is still one of the most popular manual shift transmission conversions into Jeeps, providing a compact geartrain, an excellent crawling gear, compatibility with several engines, and simple installation.

The Novak T18 / T19 to Jeep D300 transfer case adapter is very compact at only 3.2" long for a combined transmission and adapter length of 15.2". The adapter itself is cast and machined of 356-T6 aluminum alloy, featuring thick flanges, a heavy cross-section, and strength-adding gussets. It is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). This transfer case adapter's design features a modular mounting and support system and mounting base, ready to accept our industry standard urethane isolator mount, available for purchase in Related Products, below.

The new Novak manufactured 23 spline output shaft is machined from premium alloy steel and hardened for maximum strength and longevity. It is ready to be installed in your Borg-Warner transmission and then spline directly into the Dana 300 or FSJ transfer case.

Note that this transmission / adapter length is the same as the SR4, T4 and T5. When replacing these transmissions, you may not need to change driveshaft lengths.

Ford T18 T19 rear bolt pattern Jeep T18 rear bolt pattern
Left: Ford T18 & T19 2wd or 4wd rear bolt pattern. This is also the Jeep T18 pattern from 1980-1986.
Right: Jeep bolt pattern from 1966-1979.

Applications & Compatibility

Compatible Transmissions

Any Ford, Jeep, IH - 2wd or 4wd (either works equally well) versions and year of the Borg Warner can be adapted to these transfer cases.

Mainshaft replacement is largely straightforward. Good work is within easy reach of the careful home mechanic and instructions are included. We also recommend our basic gasket & seal kit, or this is a good time for a more thorough master rebuild and update of the transmission.

Some installers consider one of our complete Novak remanufactured and upgraded transmission packages. This is a professionally built and dyno-tested transmission, delivered ready to bolt into your Jeep build.

Compatible Jeeps

This kit is compatible with any Jeeps in which the Dana 300 was available, and most thereafter. This is one of our shortest 4-speed combinations and they fit nicely into the tunnel of most Jeeps.

Compatible Engines

Any engine that can be made to work with the T18 or T19 will work with this conversion. They include:

Ford and AMC engines are the two most natural and recommended choices for this transmission.

Chevy bellhousing T18 transmission Dana adapter
A T18 to Chevy / GM bellhousing: this combination works better than most people would think.

Related Products

Urethane Rear Mount for Crossmember
T18 Parts
T18 Shifter Stick
Dana 300 twin stick shifter
1976-1986 Jeep floor tunnel cover
Billet PTO Cover
Billet aluminum Dana transfer case pan
Dana 300 Super Short Tailhousing
Dana 300 rear bearing cap
TurnKey T18 Transmission Package

Installation Considerations


The transmission shaft installation takes more specialized tools, heavy snap ring pliers, a press to remove and replace bearings, etc. Normal mechanics tools are required for the balance of the installation.

Transfer Case Shifter Considerations

T18 shifter clearance grinding
Unused cast-in bosses in the T18 case can be removed to improve shifter clearance and clocking. It is also common for installers to cut the inboard ear off the Dana 300 shifter mount yoke, as it offers no real strength nor function to the mounting of the shifter.

The T18 usually has cast iron bosses on the rear passenger side portion of the transmission case. These often need to be ground off in order to clear many factory Dana 18 & 20 shifter assemblies. In some situations with Dana 18's, the transfer case shifter mount needs to be ground for clearance as well. This is neither fun nor convenient, but is usually far outweighed by the T18's advantages.

Engines & Engine Mounting

Engine placement in these Jeeps should consider the following points:

  • Left-right offset location is similar to factory at ~1-1/4" to the driver's side
  • Avoid installing the engine too low (axle clearance and other issues)
  • Avoid installing the engine too high (transmission tunnel interference, etc.)
  • Set your engine to 4-7 degrees of tilt rearwards, like the factory engine & powertrain
  • It is usually best that Chevy and Gen III+ V8 engines install approximately 3" further forward, using the back of the engine block face as the datum
  • When mocking up your engine installation location, pay special attention to radiator and fan clearance.
  • Firewall modifications are not expected.

Since Jeeps featuring the T18 transmission are "high-hood", clearance for classic Small Block and high Vortec (truck style) intakes and accessories is not a problem.

GM Engine Mounts for Jeeps

Novak engine mounts are available to ease the installation of your engine.

Novak's engine mounts, feature vibration dampening, superior strength and useful adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.


Driveshaft length changes may be required. Chevy engines (with their rear distributors) can install around 3" further forward than AMC engines. It is also recommended that LS family engines be installed 3" further forward than the factory block (using the back face of the block as the datum point) for exhaust clearance, firewall access, etc.

Some installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.

Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or “CV style” rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.


Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.

Ford V8 T18 & Dana 300
A Ford V8, T18 and Dana 300 in a Jeep CJ frame.

Also See