Ok guys and gals heres the deal…….just when I thought I had my drive train the way I wanted it something tempting always comes along.Ive got an amc 360 freshly rebuilt hooked to an auto tf727 that was just overhauled with new seals and gaskets and properly vented through the case and a dana 300 that I also had completely rebuilt last year. A friend has offered to swap me a t18a(granny-yes I checked and its just over 6 turns)and dana 20(I think)that look like they just left the factory(clean).I want to know if this is for sure what I am getting and which application each piece is from(jeep-ford?) and what year they are .

the transmission was just pulled of an amc 360 so it should have no problem with the input shaft.the input shaft was not too long-maybe 3 inches from the flat of the case,there is a cover on the drivers side(pto?)and on the passenger side- 2 square bolts that look like drain bolts one in the middle and one directly below it at the very bottom.the numbers on the drivers side are:"18-01-065-906 borg worner" and a "f1" under that.

The transfer case is all cast including the rear output.the numbers on the tag are-
"309001-15 and 5359222.the other numbers on the case of the transfercase are:15-248 and 9050.

This swap is going to be immediate so PLEASE bombard me with any info no mater how trivial it may seem.thanks TODD

common>>>!!!!??????I was told pirate 4x4 had all the best gearheads-dont let me down.Ok I know the tcase is definitelly jeep cause i saw a bronco one and it doesnt even resenble the dana 20 the jeeps have(and I have)also I has the # wrong of the t-18-its:13-01-065-906.does this mean anything?

Ya know, coming in here with an attitude like that will get you nowhere.

That 13-01 indicates it's a T18.

Ford Dana 20s are different than Jeep/Scout Dana 20s. Ford uses a round 6 bolt pattern to mount to the tranny, and Jeep/Scout ones use a 'Texas' pattern.

Well,
I for one don't mind the attitude.
It's refresing here for someone wanting to lean instead of talk trash...

And as for one of the best 'gear heads', I just arrived back here...

If they have the rear output to one side, it's a Dana-18.

If it has a centered rear output and a cast iron output retainer, then it's a D20.

If it has a centered rear output and an aluminum output retainer, it's a D300.

If it's offset and chain driven it's a Borg Warner 13-39 Q-Track.

Be carefull, There were 3 length input shafts in the T-18's used in jeep/FSJs. The CJ
T18 had an input shaft 7.5", (myCJ-T98 has a 6.5" long stickout shaft) the FSJ truck w/V8 had an input shaft 16.5" and
the FSJ truck w/258 had an input 12" long. I used one from a 1979 Cherokee
w/258 just as it came out of the truck, with the spacer, etc., and my
shifter is 2" back from the stock T150. If you have a T18 from a V8 with
the super long 16.5" shaft, you can use Advance Adaptors part #712516 to use
the stock input shaft, or find and input shaft for a CJ (at least $150) and
install it into the T18, or use the whole smear from a I6 truck like I did.
Either way you choose to go, the T18 is well worth the price in bang for the
buck, as long as you have the 6.32:1 low gear. Be sure you have the 7.5" stick out shaft with the 1" adapter ring or the 6.5" stickout that bolts to the CJ B.H., the best one is the T176/T150 (Jeep CJ- '76-79, "multi-hole")


Here are the T18 and derivative (and precursor) transmission descriptions:

The Warner T98A and T18 (13-01) transmissions are externally identical. Positive I.D cannot be made by case casting numbers only.
T98A Top loaded heavy duty transmission with tower shift and iron case and cover. Case castings #T98x-1x, T18x-1x, or #13-01-065-9xx. Easily confused with the later T18 (13-01).Identification points: (1) 17 teeth on the small step of the cluster (2) 43 teeth on the 1st/reverse sliding gear (3) bronze bushing under third gear (4) loose rollers under 2nd gear (5) maindrive pilot bore 1.437" ID with 16 rollers required.
T18 Top loaded H.D. trans with tower shift and iron case and cover. An improved version of the T98A (see above). E.D. points: (1) 16 teeth on the small step of the cluster (2) 40 teeth on the 1st/reverse sliding gear (3) no bushing under 3rd gear (4) no rollers under 2nd gear (5) maindrive pilot bore 1.510" ID with 22 rollers required. Later units use large synchro cones on 3rd and 4th not found on T98/T98A.
T19 Top loaded heavy duty transmission with tower shift and iron case and cover (13-09). Externally similar to the Warner T18 (13-01) but with all forward gears synchronized. Distinguished from the Warner T18 (13-01) by the single step idler (2 step on the T18), the separate 1st and reverse gears (part of the 2nd gear synchro on the T18), and the 39 tooth synchro rings for 1st and 2nd (36 tooth on 2nd only for T18).

T98A (H) 6.40/3.09/1.69/1.00/7.82 Jeep '55-72 Ford '48-55 T98, '56-64 T98A
T18 (H) 6.32/3.09/1.69/1.00/7.44 Jeep '65-85 Ford '65-85 IHC '69-73
T18B (H) 4.32/2.26/1.51/1.00/5.08 Ford '65-85
T18C (H) 4.02/2.41/1.41/1.00/4.73 Jeep '65-85 IHC '69-73
T19 (H) 6.32/3.09/1.68/1.00/6.96 Ford '68-85 IHC '74-85
T19C (H) 5.11/3.03/1.79/1.00/5.63 Ford '68-85 (all T19's, all synchro)
T19A (H) 4.02/2.41/1.41/1.00/5.63 Ford '68-85 IHC '74-85
ball bearing maindrive/ mainshaft
T19D (H) 4.02/2.41/1.41/1.00/5.63 Ford '68-85 IHC '74-85
tapered bearing maindrive/mainshaft
NP420 (H) 6.68/3.10/1.69/1.00/8.25 Chrysler '56-68
NP435 (H) 4.78/2.39/1.37/1.00/ Chrysler
NP435A (H) 4.56/2.28/1.31/1.00/5.64 GM '63-72 Chrysler '63-85
NP435D (H) 4.90/2.29/1.19/1.00/6.06 GM '63-72
NP435E (H) 6.68/3.34/1.74/1.00/8.26 Ford '64-85
NP435L (H) 6.68/3.34/1.66/1.00/8.26 Ford '64-85/GM '64-72/IHC '64-85/Chrysler '63-85
NP4500 (H) 6.69/3.34/1.66/1.00/5.96 IHC '70-78(all synchro)
NP4500 (H) 4.56/2.28/1.31/1.00/5.65 Chrysler '70-79 (all synchro)(also called NP445)
NP4500 (H) 4.56/2.28/1.31/1.00/4.07 GM '67-72

Another option is the possibility of the 1970-79 use by Chrysler of the NP4500 (not to be confused with the later NV4500, an entirely different trannie).
NP4500 Top loaded H.D. transmission with tower shift, iron case and die cast aluminum cover. Similar to the NP435 but with synchros on all forward gears. Full synchronizer for 1st and 2nd. Tapered bearing maindrive and mainshaft and solid countershaft cluster supported by needle bearings.

The T-18 was optional on CJs from 1971-1979. The T-18A version used from
1977-1979 is the best transmission ever put in a CJ by the factory since it
features a granny low first gear(6:32:1.) Earlier T-18s have the same great
strength, but a 4.03:1 first. The T-98 is the predecessor to the T-18 that
was an option for CJs from 1955-1970.

Other Jeep trucks also had the T-98 as an option from 1955-1970, the close
ratio T-18 optional from 1971-1975, and the wide ratio T-18 from 1976-1979.
After 1979, the wide ratio T-18 was only avilable as an option in the J-20
pickup truck from 1980-1981. This version of the T-18 has the round New
Process bolt pattern and 23 spline output, but the adapter is long for a
short wheel base Jeep. Earlier T-18s and T-98s used the "Texas" bolt pattern
and 6 spline output. The truck version of the T-18 uses a long input shaft
compared to the T-98 or CJ T-18s.

Transmission 1st 2nd 3rd 4th 5th Rev
T-98 6.40 3.09 1.69 1.00 N/A
T-18 4.02 2.41 1.41 1.00 4.73
T-18A 6.32 3.09 1.69 1.00 7.44
regards, as always, jefe

That has got to be one of the most outstanding posts I have ever seen!
Consider your copyright infringed!
I'm stealing it for my web site!

Way to go JEFE!