Retail Price: $438.48
This adapter bellhousing assembly is used to adapt the GM 4.3, V8 to a Ford 4 speed manual transmissions. The bellhousing has been popular when using the Ford NP435, T-18 & T-19 truck transmissions.
Included in the bellhousing kit you will receive a 356 T-6 aluminum alloy bellhousing, universal dust cover plate, throw-out arm, pilot bushing, ball pivot, throw-out arm boot, fastening hardware, and adapter instructions.
Note: Bellhousing does not fit Mustang T-5 transmissions.
Note: The bellhousing has been designed to be used in Jeep applications. The Jeep mechanical clutch pivot can bolt directly to the bellhousing. Hydraulic clutch application, we offer our Jeep slave cylinder kit p/n PN716331.
Note: Don't forget a new clutch cover, clutch disc and throw-out bearing. We have Centerforce clutch parts in stock and ready for your conversion!!!!
New Process 435 Transmissions
The New Process 435 is regarded as a heavy duty transmission. It has a large following of aftermarket parts and is abundant in the salvage yards.
The NP435 was used by Ford, GM, Dodge, and used in some industrial applications. The adapters we manufacture are designed to fit the Ford version of this transmission.
The Ford NP435 can be identified by its cast iron case and a PTO output on the passenger’s side. The Ford input is 1-1/6" 10 spline that sticks out the front of the transmission 6.50" long. Ford did have some shafts that were a 7.50" stick out. The front bearing retainer has a index diameter of 4.848" and has the standard bellhousing bolt pattern of 8.50" across the top and bottom of the transmission and 6.250" vertical on both sides of the transmission. The NP435 was used in both 2 and 4 wheel drive trucks. The bolt pattern on the back side of these transmissions was different between the 2 and 4WD models. Most of our adapters are dual drilled to fit both Ford models. The early Bronco is the only exception as it requires the 2WD model. The Ford NP435 can be found in Ford 1/2 ton, 3/4 ton, and 1 ton trucks from 1966 to 1992. NP435 tranny
The Ford NP435 uses a tapered bearing on the front input shaft. The input bearing load is set by stacking gaskets under the bearing retainer. The aluminum shifter cover is bolted to the main case with 8 bolts, two are doweled. This transmission can pop out of gear due to worn shifter detent springs in the top cover. It is a good idea to replace these detent springs in the top cover and replace any other worn item. The shift fork pads should also be replaced when rebuilding this transmission.
The GM NP435 transmission can be used but requires machining on the transmission case to work with our adapter kits. The GM NP435 was used in trucks 1968 to 1972. The GM transmission did not use the deeper low first gear. These transmissions typically had a 4.56 or 4.90 low gear.
Forward Speeds .... 4
Dates Produced .... 1966 - 1992
Manufacturer .... New Process
Case Length .... 10.87
Bellhousing Length ... 6.50
Over All Length .... 17.375
Case Material ... Cast Iron
Input Shaft Spline .... 1-1/16 10 spline
Length .... 6.50 & 7.50
Pilot Diameter .... .670
Length .... .875
Output Shaft Spline .... 28 (2WD) & 31 (4WD)
1st Gear Ratio .... 6.69
2nd Gear Ratio .... 3.34
3rd Gear Ratio .... 1.79
4th Gear Ratio .... 1.00
Reverse Gear Ratio .... 8.00
Transmission Weight .... 135LBS
Power Take Off Capable .... yes
Borg-Warner T18 Transmission
The T18 transmission was designed as a replacement for the already successful T98. The transmission was used by numerous automobile manufacturers including Ford, International Harvester, and Jeep.Although the T98 was Jeeps first granny low transmission, it was the Jeep T18 that reached the American masses.The T18 introduced the idyllic attributes that jeep would be synonymous with: strength, low gearing, and dependability.
Jeep incorporated the T18 into their product line in 1966. The T18 transmission offered some benefits over the T98.Both were excellent transmissions; however, the T98 was more susceptible to wear since the bearings and lubrication system were not as efficient. The T18 also provided twice the bearing support on the cluster shaft than that of the T98.
The cast iron T18 transmission case measures 11.87" in length, 17.45â€ in height, and weighs approximately 145lbs. The T18 utilizes a cast iron top cover which is retained by six bolts. The early T18 transmissions had a top cover with â€œT98â€ stamped on it, which often causes misidentification. The case may also have a casting # of â€œT18â€ or â€œ1301â€.The Jeep T18 case has a front pattern that is 8.50" across the top, 2.75" from the top to bottom hole on the driver's side and 4.62" top to bottom on the passenger side of the transmission. Jeep CJ 1977-79 used the Ford butterfly pattern and the input shaft is 7â€ as the pilot bushing is further inside the crankshaft, with our special pilot bearing AA716156 a Ford shaft can be used, the diameter is the same.
The PTO port is located on the driver's side of the transmission for both Ford and Jeep.
Ford T18's have a front bolt pattern of 8.5â€ wide x 6.3125â€ tall, known as a butterfly pattern and is compatible with AMC/Jeep bellhousings that utilized the T150/T176 transmissions as well as T18 Jeep transmissions 77-79 CJ as well as 77 and later full size Jeeps. All Ford T18's are 6.32 to 1 in granny 1st gear. The input gear stick out length is 6.50â€.
The rear of the Jeep T18 was typically a 1-3/8" x 6 spline output shaft for mounting to the input gear of the Dana 18/20 transfer case. The transmission was connected to the Dana 18/20 via a 1â€ thick cast iron adapter plate held in place by 6 bolts.
The Ford T18 will require AA adapter 50-7201 to connect to a model 18 or 20 Dana/Spicer transfer case, the Ford case has a 4 bolt pattern, this kit comes with the special pilot bushing AA716156 as well as all pieces required to bolt the T18 to a model 18/20. We offer other adapter kits for all the different transfer cases.
There was also an odd T18 combination used in Jeep trucks.T18 was used in 1980-1982 J-20 pickups where the transmission was mated to a round circular six bolt patterned NP208 transfer case. This version of the T18 utilized a longer 8â€ tail housing with a 23 spline transmission output shaft.
The T18 was offered with two different shift patterns.The earlier T18s have a reverse up and next to third. Transmissions manufactured after 1978 have reverse down and next to forth gear.The reverse shifter fork was relocated from the drivers' side of the case and into the top cover.The location of the reverse gear lever influences the shape of the transmission case.Earlier transmissions have a significant bulge on the driver side of the case. The later t18 transmissions have a flatter surface on the driver side of the case.
The Jeep T18 was offered with two distinct gear ratio options.These are commonly referred to as the â€œclose ratioâ€ and the â€œwide ratioâ€. The Granny low â€˜â€˜close ratioâ€ was offered with a 4.02:1 first gear ratio and had overall good gear spread.The â€œclose ratioâ€ T18 transmissions offer a more road friendly drivability. The â€œwide ratioâ€ T18 transmissions offered an impressively low first gear of 6.32:1.This alone makes this transmission desirable and heavily sought after by serious off road enthusiasts.The complete gearing is as follows:
The gear ratio differences can result in some confusion. The complexity becomes compounded by the variety of transmission input shafts. Jeep used over a dozen different input shaft variations on the T18. When sourcing a transmission from a donor vehicle, the variations in input shafts can cause confusion and frustration. It is very common to see individuals purchase T18 transmissions under the promise of finding a good deal only to find their T18 is unusable for their application.
We have put together a more detailed technical section on the T18 and T98 conversions. Please review this section for a better explanation on the differences, commonalities, and adaption options for these often misidentified and misunderstood transmissions.
This transmission looks identical to the Ford T18, and the case length is the same. The 1st gear ratio is 5.11:1 1st; 2nd 3.03:1; 3rd 1.79:1, and 1:1 4th gear ratio. These transmissions were used in Ford pickups 1974-88. The first gear on this transmission is synchronized, which is the biggest advantage over the T18. The adapter kits we manufacture for this transmission require a new main shaft. This shaft looks identical to the Ford T18, except it has a snap ring groove for the 1st gear synchronizer.
CHEVY V8: When it comes to bellhousing bolt patterns, the small & big block Chevys are the same. (This is known as the 90 degree bolt pattern). These engines use a dowel pin alignment. The stock starter bolts to the bottom of the block except on some early blocks like the 265. (Note: These early blocks, in which the starter bolts to the bellhousing, should not be used for conversions). The flywheel can either be 153 tooth measuring 12-3/4” in diameter, or 168 tooth measuring 14” in diameter. The 1985 & earlier flywheels are not interchangeable with the 1986 & later flywheels due to a change on the flywheel crank bolt pattern and balancing. If you are using a stock GM bellhousing, make sure you have proper clearance for the flywheel. For the proper starter, GM used two different bolt patterns on the bottom of the block. The straight bolt pattern is normally used with the 153T flywheel, and the offset or staggered starter bolt pattern is normally used with the 168T flywheel. Many Chevy blocks today offer both starter bolt patterns on the block. Some of our conversion bellhousings require a special GM starter nose cone. If your stock starter is interfering with our bellhousing, you may need to grind on the bellhousing a bit or purchase a hi-torque starter which does not have a nose cone. Warning: Do not use one of our full conversion bellhousings with a diesel engine. The starter will not fit the bellhousing pocket on our bellhousings.
The oil pans on Chevy blocks have gone through a few changes. 1985 & earlier blocks are all the same except the dipstick access is either on the driver’s side or passenger side. In 1986, GM changed their gasket design to a one piece rear main seal. The earlier style oil pans will not fit the newer blocks. The computer controlled blocks in the ‘90s added oil level sensors. The pans that we manufacture do not have provisions for this sensor.
Most GM blocks used a triangular motor mount bolt pattern. Our conversion mounts all utilize this most common mounting configuration. Some late ‘90s blocks have varied from this bolt pattern. Please confirm that the block your converting has this triangular mounting pattern. LS1 blocks and Vortec Gen. III V8 blocks use a square bolt pattern for the motor mount. We offer a full selection of conversion mounts for these blocks. GM also changed the crank flange stickout location on the LS1 and Vortec Generation III V8 blocks. This crank is recessed .400” closer in than any other stock Chevy block. When these blocks are used in a conversion, the torque converter or clutch components will need to be adjusted. LT1, LT4, ZZ4, LS1, and Vortec blocks all use angle port heads which are not compatible with most of our header systems. We offer some specialized headers for these blocks. These blocks also require a steam release port on the radiator. The radiator we offer can be ordered with this steam release provision.
CHEVY 90 degree V6: This block can either be the 3.8 (229) or 4.3 V6. These engines are identical to the Chevy V8 application with reference to bellhousing, starter, and flywheel. The oil pan has year differences like the Chevy V8 except with the 1997 & newer aluminum oil pan. Vehicles requiring oil pan modifications should not use this block. Motor mounts are also the same as the Chevy V8 with the exception of the location of the triangular bolt pattern in reference to the back of the block. The mount is approximately 4-1/2” closer to the backside of the block.
CHEVY 60 degree V6: This is the 2.8L V6 used in S10s and Jeep Cherokees. This bellhousing bolt pattern is completely different than the 90 degree Chevy bolt pattern. GM automatics that have this bolt pattern will not bolt to the 90 degree blocks. In 1996, GM introduced a stock engine replacement known as the 3.4L.
BUICK V6: Buick used two different bolt patterns like the engines listed above. The 225, 231, and 3.8L (rear wheel drive vehicle) all used the standard Buick bolt pattern for which we offer motor mounts, bellhousings, and adapters. Engine blocks like the 3.8L transverse (front wheel drive vehicle) have the same bolt pattern as the Chevy 2.8L V6. We do not offer adapters or motor mounts for the Buick aluminum 215 block.