Divorced Transfer Case Setup - NOTE: The information listed below was collected through personal research from various Internet message boards and websites. I can't vouch for the accuracy of the information shown, so please do some further research before investing time/money into the conversion. If you would like to add any information in this section, please email me.
Day 21 - All 62-72 4-speed F100 4x4 trucks (typically NP435) and 73 6-cyl/4-speed trucks had a single-speed power distributor instead of a two-speed (hi-lo) transmission. case It's a cast iron block with a gear that just turns the front drive shaft on and off. There is no neutral, only "2WD" and "4WD". The ratio is 1:1
Divorced Transfer Case Setup
Used on '59-'72 F250-F350s 4x4s and also very common on '59-'66 F100s is the occasional 'split' 2-speed (hi-lo). They were also used on 6-cylinder '73-'75 F100/F150 trucks. Cast iron, gearing, low ratio 1.86:1. It's a solid case, but it lacks low range and parts are getting harder and harder to find.
Amazon.com: Prothane 76 & Earlier Ford F150/250 Transfer Case Mounts
The NP-203 is a moderately loaded "permanent" portable case. On F100s it was a "wedding" until '79. It was "divorced" on F250s until mid-'77, then "married" until '79. Has a set of differential gears that allow full-time operation; differential action can be manually locked. There are packages available to remove the motion and turn the job into a part-time job. The NP-203 can be distinguished from the part-time NP-205 by its one-piece rear exit housing and shift rails that protrude from the side of the housing. 31 spline input shaft, chain drive. 2.00:1 low ratio
In the F100, it was offered only as a "wedding". It was "divorced" on F250s until mid-'77, then "married" by '79.
The NP-205 was a heavy duty gearbox with a low gear ratio of 1.96 (although another source reports a low gear ratio of 1.98:1). It's smaller than the NP203 and about 40-50 pounds lighter. It is the choice of most solid core off-road vehicles because of its strength.
The links below are .jpg scans of the factory workshop service and repair manual for the Dana 21.
Land Rover Disco2: Out With The Old, In With The 4bt!
Dana 24 was installed on the F-250 4x4 from 1960 to 1972. The transfer case receives power from the transmission output shaft and transmits it to the front and rear axles. This model is a stand-alone unit, sometimes called a manifold-mounted transfer case. It has two speeds: high and low. Gear ratios are 1.86 and 1.00 to 1. There are four gear positions: 4L-N-2H-4H (and an undocumented and unrecommended 5th position between 4L and N, which gives you 2wd low). Bad transfer case bearings are a common source of drive vibration. It is worth the time and effort to restore the transfer case.
On the 24th, they are eligible for PTO. Dana 23/24 PTOs are extremely rare and highly prized by early owners of Napco conversion trucks. There were two styles: the first model was a large cast unit with the Dana PTO bolted directly to the housing, and a later style that used a standard 6-bolt PTO pattern with a thick adapter plate to fit 23/24 housings. Early style is worth its weight in gold.
If you use 80 or 90W gear oil in your gearbox or transfer case, it won't run as smoothly as it should. Ford's service and operation manuals recommend using 50W engine oil in both the 4-speed manual transmission and transfer case when operating temperatures are above 10 degrees Fahrenheit (operating temperatures below 10 degrees Fahrenheit 30 W engine oil is recommended).
The big downside to the Dana 24 body is the lack of a rack or any way to easily adjust it. Under heavy load (such as in towing conditions), the disengaged transmission will shift back and forth and cause a rough ride, and the truck's power takes a good hit.
Np205 To A 2wdc6, In A 70 F100
Most, but not all, 73-77 F-250 4x4s with the NP205 body were equipped with a factory shock, which consisted of a plate attached to the lowermost NP205 rear cover, a tube attached to one of several adjustment holes inside. the lower part, a bracket with a rubber shock absorber riveted to the column of the frame and an angle strut.
This shock rod (pictured right, click to enlarge) is very easy to fit on any '67-'72 F-250 4x4 after being swapped out for the NP205 trunk. Due to the difference in wheelbase between the '67-'72 trucks, the shock needs to be shortened by a few inches. Compared to the '73 trucks. later but works great and looks like factory.
The new 203 process was used behind automatic and manual transmissions by GM, Ford and Dodge in the 1970s. They were originally a four-wheel drive chassis, meaning all 4 tires were always powered. This is made possible by a rear 203 differential that allows the front and rear driveshafts to turn at different speeds, just as an axle differential allows each axle to turn at a different speed. For off-road use, the 203 had a "lock-up" position, where the differential was locked and the front and rear outputs rotated at the same speed. Gear positions: high, low, high lock, low lock and neutral.
A popular modification of the 203 model was the installation of a "part-time" differential removal kit. In this configuration, the 203 works like a conventional gearbox, as it comes with either 2-wheel drive or 4-wheel drive, and with 4-wheel drive, power is split equally from front to rear.
Let's Just See The Sas'ed Trucks
1. The transfer case consists of 4 bolted parts: the range case (used by various companies to make a "t-case doubler" installed to achieve an even lower range for going around rocks), the chain case, the front drive 'aysan shaft output, differential housing and output housing. The front 2 parts are made of cast iron, the back 2 parts are usually made of aluminum. 2. The overall length from the front of the housing to the centerline of the rear outlet yoke is approximately 22" - 23". 3. The transmission for 203 cars is a somewhat complicated box that drives two levers on a single shaft on the side of the box section, 4. The model number (if still available) is the front output shaft on the front of the chain case. It shows the model number, date of manufacture and gear ratio.
Used on: Ford, Chevy and Dodge on all 1971-80 full-size vehicles. Depends on year, model, engine and transmission. GVWR matches V-8 power in trucks up to 10,000 lbs.
The new 205 process was also widely used by GM, Ford and Dodge. GM and Dodge used the 205 in some trucks in the early 1990s, and Ford stopped using the 205 in 1979. The 205 is a 4WD chassis, meaning that in 2WD the front drive shaft is not powered. It has 4 standard gear positions, 2WD Hi, 4WD Hi, Neutral and 4WD Lo.
The NP205 bodies had several different configurations with Ford and Dodge using married and divorced models, while GM used many different types of intake struts and 2 different bolt patterns.
Anyone Else Have Rust Inside The Wheel On Delivery?
1. The transmission housing is made of one cast iron. The housing has a short bearing retainer/outlet housing at the tail and aluminum bearing retainers/seal retainers at the front and rear sockets, but all working parts are housed in a single steel housing. 2. The rear of the 205 has a small axle cover that holds 3 small screws. This is somewhat unique among transfer cases. 3. The overall length of the NP205 (on solid output yoke versions) is approximately 12-13" from the front of the housing to the center of the output yoke. Conductor guides slide in and out of the front of the housing 5. ID the label is located above the front drive shaft output and shows the model, date of manufacture and gear ratio.
Used on: 1971-1980 Broncos, Blazers and Ramchargers (and matching full-size pickups); NP 205 is still used on heavy Dodges. Some Dodge and IH models were longer, "manifold mounted" versions. The NP 205 has left or right front exits and a central rear exit. Be careful: the NP 205 shaft had many changes in the cables etc. The PTO plate is located on the left side of the housing.
Split ford units consist of 32 input / output units in the front and rear. They are very strong and cheap to rebuild if needed. A common upgrade for stock Ford NP205s is a late 80's Dodge fixed yoke output shaft with smaller drilled oil holes to replace the weaker early style oil spline output shaft. 32-spline series 1350 and 1410 also available. The standard Ford NP205 has a stock 1310 intake and front outlet and a 1330 series rear outlet.
The NP205 has many options, here are just a few
Redcat Gen8 Pre Assembled Chassis Kit
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