Buick 350 T 18 input shaft length???

[kaiserjeeps]

I found an early J truck buick 350 bellhousing and T-18 about 8 hours away.
Does anyone have a T-18 out from a J truck that had the Buick 350, and can you measure the input length? Or does anyone know how long the input should be from the case to the tip of the input? I have been searching here, IFSJA and the web for hours. And thanks to photobucket's antics, pictures are now dead that would have helped. I just want to make sure the T-18 is the right one for that application. I have several T-18's but really need that input shaft and bellhousing for a project.
I also was hoping to find out what the fork length was from the pivot.

I also might be needing a Buick 350 flywheel.
No the 225 V-6 flywheel does not work. I have 4 V-6 flywheels and two buick 350's here. The 225 crank has a perfectly round mounting surface for the recessed flywheel and the 350 has an oblong casting that looks like a mini counter weight. The 225 flywheel counter bore is machined round and does not fit over the 350 crank. I am surprised how many places I read that the 225 flywheel fits the 350. It would not fit without machine work to enlarge the counter bore.
I see TA peformance has them new. I would prefer OEM. So if anyone has one or knows where to get one.

Thank you.
al

[Stuka]

There are two input shaft lengths for 74-79 Jeep T18a transmissions.

Short: Only used in CJ and i6 equipped FSJ's. For this setup the transmission bolts right to the bell housing.

Long: Only used in V8 equipped FSJ's. This had a spacer (roughly 5" as I recall) between the transmission and the bell housing. The input shaft is crazy long.

You can bolt a short input shaft version to a V8, but the shifter ends up by the heater box under the dash. So, you have to custom bend the shifter, cut new holes in the floor, and you end up with a very short front drive shaft.

[tgreese]

I would point out that the '62-73 Jeep parts manual shows four different V8 input shafts for the T-18, one each for the 327 and 350, and two types for the AMC engines. Very generally the 6 and V8 input shafts are short vs. long resp. but they are also somehow different depending on engine and year.

A better approach is to assume that the tag will be present under one of the cover bolts on the transmission, and check the Jeep part number. Look here https://oljeep.com/parts_man/62-73_FSJ_ ... g_w_bm.pdf at the text listings for group 6, in 6.001-1. Looks like a 350 will have a 947622 or 942410. The tag will have the Jeep PN, some Warner Gear number and "T-18A" or similar.

Regarding the flywheel, likely the only place you will find one is that repop from TAP. You could try searching junkyards at car-part.com either for Jeep trucks with the 350 or Buick cars from the mid-70s with a V8 manual transmission. The application information from TAP might give you a hint of where to look. If the 225 flywheel would fit, you could have it rebalanced for the V8. The oddfire 225 flywheel can be rebalanced for the later even fire engines by a competent shop, or similarly for a V8. The later V6s were 231 cid and either odd or even fire types. I expect the external balance of the 350 will be different from any of these.

[Stuka]

I would point out that the '62-73 Jeep parts manual shows four different V8 input shafts for the T-18, one each for the 327 and 350, and two types for the AMC engines. Very generally the 6 and V8 input shafts are short vs. long resp. but they are also somehow different depending on engine and year.

Ahh, yes, I will correct my post as being for 74-79.

The differences for the Buick and Vigilante are probably related to differences in the crank shafts.

[kaiserjeeps]

Thanks for the link to the parts catalog. I have the parts catalogs F-76073 R3 volume 1 and 2 that I bought for a 70 wagoneer restoration I just finished. All the engine trans parts were not in those. So that will help now and in the future. I also read that jeep had 13 or so different input shaft lengths for the T-18. Nothing like a few choices. So I suppose for now I will wing it unless someone can measure physically for sure and post.
The bellhousing is probably harder to find and I am getting that.

Looks like I found a flywheel for the 350. A friend called and had one in his spares. Mine if I come get it. Can't beat that.
Thanks for the link !!

[Stuka]

Thanks for the link to the parts catalog. I have the parts catalogs F-76073 R3 volume 1 and 2 that I bought for a 70 wagoneer restoration I just finished. All the engine trans parts were not in those. So that will help now and in the future. I also read that jeep had 13 or so different input shaft lengths for the T-18. Nothing like a few choices. So I suppose for now I will wing it unless someone can measure physically for sure and post.
The bellhousing is probably harder to find and I am getting that.

Looks like I found a flywheel for the 350. A friend called and had one in his spares. Mine if I come get it. Can't beat that.
Thanks for the link !!

I am sure you are aware of this, but just in case so you don't blow your engine up, the Buick 350 flywheel is unique, so an SBC, olds, poncho, etc cannot be used. Like AMC V8's, the Buick is externally balanced.

[kaiserjeeps]

Thanks Stuka,
Yes I read that about the buicks. The friend that has an extra buick flywheel built an M715 with a buick 350, T18 and I have a question to him on what transfer case he used. So it by all means should be a buick 350 flywheel. He is 99.4 percent it was his extra from years ago. He does not have any other GM stuff around so hopefully nothing is getting confused there. One of my Buick 350s is still in a 70 J3000 in front of a TH400. In talking with an engine rebuilder I have used twice with great results now, he says bring in the flexplate and he can run it and then match the flywheel to those readings. The other 350 is under a bench and no flexplate so I would probably have to use a TH400 for that one. Or just hope. I'll use the 70 truck motor. I am putting together another M715. A non stock truck this time. I have a 69 X model wagoneer to get after too. My X is next in line actually.
I leave at 5 AM for the long trip to eastern MT to get the T-18 and bell. I should be back by 8 or 9 PM. That's gonna be a long day.

[kaiserjeeps]

15 hours and 882 miles. I found an extra bonus while there. The T-98 I needed to also find later just happened to be sitting right next to the T-18 the seller had. A deal was struck and we loaded all three into the truck. Score... Now all I need is a divorced NP205 from a dodge or IH. I have two married (to TH400) 205's here. Bummer as I need a divorced unit.

The T-98, J truck T-18 and the Buick 350 cast iron bellhousing.



The J truck T-18 for behind the Buick 350 is exactly 13 inches measured from the front face of the transmission case to the tip of the input.



The Buick 350 bellhousing is 12 5/8 in length. Cast iron and heavy.



On the T-18 but not bolted tight.



I'm picking up the M715 from north of Seattle this coming saturday. Another project to get done.
I hope these measurements and pictures help the next guy looking as I was.
I still need to find how long the fork is from the pivot socket to the end of the fork. I will make something work.
Glad to find the parts.

[Stuka]

Nice score, hell of a drive though!

[kaiserjeeps]

Yes it was. I am still sore. The scenery was really something. Blue skies and 84 mph average. I like Montana for their 80 mph speed limits alone.
Crazy....