The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

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The Novak Guide to the

Dana Spicer Model 18 Transfer Case
The Dana 18 is found in 1940-1971 Jeep vehicles. It is also
found in IH Scout trucks. It's production spanned 30
successful years, making it one of the most famous and
recognizable transfer cases of all time.

History

This is a difficult section to abbreviate, so hold on...

It is absolutely fair to say that the most important part of one of the most important vehicles of the last
century is the transfer case. If World War II was won by the "Jeep", than it was won by the gearbox that
gave the Jeep four-wheel-drive - the Dana Spicer 18.

The distinction of the invention of the first four-wheel-drive truck may go to the Brookford, Pennsylvania
Twyford Company in 1905, though built only in extremely limited numbers. A Wisconsin company named
Four-Wheel-Drive would later produce 4wd trucks for the US and UK armed forces for WWI. Marmon-
Herrington later made 4wd conversions for Ford trucks and their own heavy commercial and military
applications of 4wd technology. Before 1940, not Ford, nor GM nor Dodge had a production four-wheel-
drive offering.

Then arrived 1940. War was on in Europe and looming for the US.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

Forward thinking military brass rapidly comissioned the construction

The Spicer corporation was founded in
of a light utility vehicle. Bantam, Willys & Ford competed (listed in 1904 by Clarence Spicer and he was
descending order of success and in ascending order of these later joined by Charles Dana. The
Dana Spicer Corporation was the
companies' long-term economic success) for the contract.
premier supplier of automotive
powertrain and chassis components
Despite this break-neck, accelerated wartime development, the Dana through the largest part of the 20th
Spicer 18 transfer case was a total success and a pivotal century. Because of their rapport with
Ford, Willys and Bantam (after all,
development in the history of the Jeep and all subsequent four-wheel
Spicer u-joints and other components
drive trucks. The Willys MB and Ford GPW Jeeps were the first, full were in just about everything), chose
production four-wheel drive vehicles. them to build a successful prototype in
the 49 days given by the US
Department of War. It was only
obvious. Willys and Ford followed suit
in using Spicer as the supplier of the
transfer cases and axles.

The first Dana 18's by Ford and

Bantam were actually driver's side
drop models. The Willys model was
essentially identical but a passenger
side drop, which would become the
Jeep standard format until 1986.

Identification

The Dana 18 is the only cast iron, offset drive (meaning that both front and rear driveshafts are in-line)
transfer case found in production Jeeps.

The earliest Dana 18's in the Bantam and first GPW's were driver's drop. For the purpose of
standardization across the GPW & MB line for parts interchageability, they were changed to passenger
drop. These and all subsequent 18's had a passenger side rear output that is often coupled with a drum
brake assembly. The front output is also on the passenger side.

Features

This transfer case is compact, light, durable, simple to build and capable. It features dual modes (2wd +
4wd) and dual ranges (Hi + Lo).

The center rear portion of the 18 offers a capable

PTO port and what would later become an
aftermarket overdrive port. This port is otherwise
and most commonly sealed off by a stamped
steel plate.

The front input flange is shaped like Texas,

A view of the input gear as seen through the
PTO port. Removal of this gear through the
back of the case is required for removal from
the transmission, unless you have the 4" input
bore version of the 18, in which case the gear
will slip through the front.
backwards and uses five 3/8" mounting bolts
through to the transmission. The front output
yoke is a 1310 and the rear output yoke is a
flanged style. A Spicer #2-4-2851X yoke can
replace this rear flanged yoke. The output shafts
are 10 splines.
There is an interlock pin between the shifter rails.
Removal of this interlock allows for the added
function of 2wd/Low to the 18 - if you have the
"twin-stick" version (see below) of the 18.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

The Dana 18's offset design offers an advantage

over all other center-drive transfer cases, in that the axle pumpkins and transfer case drop are all inline
with each other and on one side of the Jeeps undercarriage - permitting the driver to pick a driving line to
more easily clear boulders and other trail obstacles.

Shift Pattern

For the twin-stick Dana 18, the lever closest to the driver (left hand drive models) disengages the front
axle in the forward mode, and engages the front axle in the rear mode. The passenger side stick is up for
low range, center for neutral and down for high range.

The shift pattern plate as found in a Bantam Jeep.

Single-stick 18's as found in the factory Buick V6 Jeeps featured a single stick that is 2wd High when fully
forward, 4wd High, Neutral and 4wd Low, front to back, respectively.

Jeeps that had the Spicer 18:

Bantam BRC
Willys MA & MB
Ford Pygmy & GPW
Willys or Kaiser Willys
CJ2, CJ2A, CJ3A, CJ3B, M38, M38A1, CJ5, CJ6, FC, Utility Trucks & Wagons

Versions

There are four major styles of the Model 18.

Early Military, 1941-1945

Military versions of the 18 built for the MB & GPW wartime Jeeps have a 1.97:1 ratio low range and a 1:1
high range. These early versions featured a 3/4" diameter intermediate idler shaft and dual shifters. These
transfer cases were only married to the Borg Warner T84 three speed transmission and had a 3-5/32"
input locating bore.

Early Civilian, 1945-1946

A handful of the earliest civilian Dana 18's that were married to

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

the side-shift version of the T90 feature 2.43:1 low range and have a
3/4" intermediate shaft. Relatively few examples of these exist but
the reader should be aware of it. They were developed for the
prototype 6x6 Tugs (only 16 of these were made). This transfer case
came in the preproduction 1944 CJ-1 and 1944-1945 CJ-2 and were
installed in the CJ2A up through serial number CJ2A-24196.

Mid Civilian, 1946-1955

With military restrictions freed up and Willys eyeing the civilian,

utility and agricultural markets, the Dana 18 was improved with a
lower 2.46:1 low range gear ratio. The intermediate idler shaft was
increased to 1-1/8", using caged needle roller bearings. The rear PTO
port began to see serious use as a driver of accessories ranging from The
Warn overdrive is a clever, classic and
pumps, winches, generators, farm implements, etc. The locator bore
famous Dana 18 add-on offered during
continued to be the 3-5/32" diameter. Casting numbers of C18-15-10 the 1960's and early 1970's. It was
have been seen on these versions. available on the aftermarket,
originally, and then later as a dealer
item also. Husky and Dual-Matic were
Later Civilian, 1955-1971 similar knock-offs during this same
era.
In 1955 (this varies by a year or so on some models; no doubt while
Willys-Overland was using up its remaining inventory) Jeeps received What's more, some of these overdrives
even had a PTO adapter available for
the Dana 18 with an 1-1/4" intermediate shaft. This improvement
those who needed the best of all
was not intended to increase the shear strength of the pin, but to worlds.
increase the bearing area and the number of bearings. Free needle
rollers, then, replaced the earlier and significantly fewer caged needle
rollers. The locator bore continued to be the 3-5/32" diameter.

Final Civilian, 1966-1971

The "large case" version of the Dana 18 was the most improved version of all. It was only found behind
the Buick V6 engine with its T86 and T14 transmissions. The case casting used was that from the Dana
18's progenitor, the Dana Spicer Model 20. This case featured a 4" locating bore and a single stick shifter
and new front output cap. The front output assembly did not provision for a shifter mounting point, as the
shifter was anchored to a transmission bracket. The internals were essentially identical with the standard
Dana 18. This version is best thought of as Dana 18 guts in a Dana 20 shell. Individuals can build a
"Super 18" by copying this version.

Strength

It is nearly remarkable how much power this compact transfer case can transmit and sustain. It is not so
rare to see them handling Big Block grade power and deep, compound gearing.

The 18 is not without a fuse when under extreme service; its offset design causes the reactive driven
torque of the driveshafts to apply a large upward moment force against the case and the case can split
between the intermediate shaft bore and the PTO port or the case bottom opening. Gears (as with any
gearbox) may break under some outstanding circumstances. Also, the forces of the front helical gearset
are not captured and balanced by the rear spur gearset, causing these forces to be applied against the
case, which may stretch it to a failure point. However, these situations are quite rare and essentially non-
issues for the appropriate driver, Jeep and terrain.

The "large case" 18 is the stronger of the lot, though not dramatically so. Its case casting was improved
in both engineering terms and in is method of casting.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

Fat gears in a little case... the underside of a

Model 18 showing the front helical set of gears,
and the rear set of spur gears.

Rebuilding

A benchtop rebuild of a Dana 18 is doable and possibly

even enjoyable by the shadetree mechanic or
experienced technician. Parts are readily available both
new and salvaged, along with standard rebuild kits that
address the common wear points.

Our classic rebuild guide is found here and offers an

indication as to the tools and techniques involved.

Our parts, which include a specially hardened

intermediate shaft, are always available and kits have
been configured to address the wear points and upgrade
where possible. Gears and other components remain
largely available and in production. Ask us if you require something not seen in our catalog.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

Because the Dana 18 is a side-drive type transfer case, the intermediate gear is under not only
constant spin, but constant load.

Above is an original Dana 18 intermediate shaft showing a fascinating and classic wear pattern.
The bearing surfaces are evident and generally exhibit normal wear. However, note the flaked
section at the front portion of the shaft, showing how the gear attempts to tilt, creating
localized wear due to alignment variation.

This is a factory Dana shaft, which were generally made of decent steel. Nearly all aftermarket
intermediate shafts costing anything less that $40. are made of unsuitable alloys and processes
- what JP Magazine's John Cappa once called "rebar". Novak shafts "turn it up to 11", seeking
hardness levels of 62RC to a deep case depth attainable in a triple alloyed gear steel.

We hear back from many customers having installed our shafts and they claim quieter running
transfer cases and dramatically longer wear times.

Individuals that have 1-1/8" shaft transfer cases should know that their cases can be precision
line bored to accept 1-1/4" intermediate shafts and their larger contingent of bearings,
resulting in quieter operation and longer gear bore, shaft journal and needle bearing life. This
is a service that Novak provides on request. Cost is $191.25. Contact us.

Components

Nearly all parts remain available for the Spicer 18.

A variety of gear cuts, spline counts and tooth counts in the Dana 18
gears existed. Anyone wanting to check for gear replacement and
interchange will benefit from this chart. Mixing the wrong parts will
cause substantial mechanical grief.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

Transmission Compatibility & Adaptability

The Jeep Spicer 18 is found behind these factory manual

T84, 1941- transmissions, left:
1945
T90, 1945- Adaptation to better transmissions is often less costly than rebuilding
1971 the weaker Jeep gearboxes and provides serious performance and
T98, 1955-
1971 strength upgrades. The Model 18 adapts very well to several popular
T86, 1966- transmissions, including:
1971
T14, 1966- Manuals
1971

SM420 SM465 T18 NP435

Automatics

TH700R4 / Early
TH350 TH400
4L60-E

The Dana 18 makes for a great replacement transfer case for the Borg Warner 1339 Quadra Trac transfer
case as found behind the TH400 in 1973 to 1979 Wagoneer and Cherokee "FSJ" Jeeps. It has the same
offset and drop, allowing for the retention of the front and rear axles. The strength of the Dana 18 if
properly maintained is adequate for even the heavier Jeeps and their V8's. Our #124 kit makes this
upgrade possible with the factory TH400.

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

Novak's Dana 18 divorced transfer case adapter assembly.

Interchangeability

Generally speaking, all Model 18 transfer cases are interchangeable

Parts for the Model 18 are similar with
as a unit. The proper input gear must be used for the transfer cases the exception of the above described
case being used. Match up holes in gaskets with the transmission shafts and their related bearings.
Shifting linkage also differs. Gear
and transfer case when using stock Jeep transmission as these
tooth count differs in the three
sometimes differ and may cause loss of lubricant from the transfer cases but gears can be
transmission into the transfer case. interchanged if all gears are changed.
Example: The MB or GPW transfer
cases case can be fitted with later
MB and GPW Jeeps can be upgraded with T90 transmissions, which
military or CJ gears if the input,
are superior to the original T84. T90's have larger diameter cluster intermediate, low range sliding, and
and reverse idler shafts that are spaced further apart than on the output gear are installed.
T84. The clearance pocket on the mating face of the transfer case
Because of the intermediate shaft size
must be opened up to accommodate these larger shafts with a rotary of 1-1/4" on the later transfer cases
file in a drill motor using a T90 gasket as a template. case, the MB/GPW case must be
machined to this size to accept this
larger shaft.
The Dana 18 can be replaced by a Dana 20, but only with some
work. Some individuals may wish to do so for the quieter, direct-
drive, or to use a centered axle. We don't believe that this change is desirable, overall. The Model 20 has
a higher and longer output section, and even if switching to a centered axle, this creates unnecessary u-
joint strain in early CJ Jeeps. Also, one loses the very useful ability to overcome some trail obstacles by
biasing the Jeep's underside somewhat right, as clearance is better with both axles offset towards the
passenger side. Also, the Dana 18's native 2.46:1 low ratio is better than that of the Model 20, at 2.03:1.

It is best to run a Dana 18 with good gears,

bearings and shafts for optimal quietness and
service than to change, in most situations.

Drive Gear Driven Gear

447331 448494
447331 448493
447021 448110
? 448316 Measuring the intermediate shaft diameter.
? 448361 This one is 1-1/8".
447096 448153
44745? 448701

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The Novak Guide to the Dana Spicer Model 18 Transfer Case 31/12/2018 21(00

If you have any contributions of knowledge to make to this list, please contact us and we'll make any
additions or corrections.

Unfortunately, Novak doesn't have new or used speedometer parts for sale. They have become rarer than
we'd like. Perhaps at some future date, we or others in the market will manufacture them and make them
available.

Conclusion

Not only is the Dana 18 a great gearbox, but an amazing bit of history. Its design (like the rest of the
early Jeeps) was mimicked by Rover, Toyota and others. It remains a very valid transfer case and
respected by its owners and used in a great variety of mild to punishing situations.

Sources

The Novak files and its many customer contributions

Willie Worthy
Search © Novak Inc. contact us: information@novak-adapt.com

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