All this confusion seems to have been created by Ford.

Some of the part manuals (as NumberDummy stated) only show the 205. I have an exploded view from Ford (dated Jan 75) that IS the Dana24 but does not ID it that way. (the 203 and 205 both have a large ribbed cover on the back of the front output shaft) The diagram can be found here: http://www.fordification.com/tech/im..._64-72F250.jpg
(I'm not sure if I'm allowed to post it here)

The Ford issued diagram does state that this transfer case was used in 64-5 in the F100 and 64-72 in the F250.

It looks (to me) like someone at Ford writing manuals saw
"chain drive t-case = 203"
"bronco t-case = Dana 20"
"gear drive 1-speed = Dana 21"
"gear drive 2-speed = 205"
and completely missed the Dana 24. Aftermarket suppliers rarely double-check the OEM.

Jim

 

Most of the confusion is people do not seem to understand that ford did not produce these. prior to 64 they were an option installed by the dealer. Today options are factory installed. Options use to be things the dealer installed after they ordered your truck and such dealer installed options do not appear in ford part manuals.

 

George,
You are partially right. Ford began building it's own 1/2 & 3/4 ton 4x4's in 1959.

Before that, they were converted by an external company (Marmon-Herrington) and sold through the dealer or a 'kit' could be purchased from Marmon-Herrington by a dealer (to be installed by the dealer). This conversion process worked much the same as it still does for ambulances, hearses, early crew cabs, schoolbusses and other special body styles. Marmon-Herrington continued building F-350 and larger 4x4's until a later date (possibly '64 ?? anybody else know?) I think they still do Ford's conversions on 3-ton and larger trucks.

Ford mechanics still had to maintain these. Unlike body conversions authorized mechanical conversions (4x4) were documented so that they could be repaired. Even as NumberDummy (THE Ford Parts God around here) has said the official books list the NP203 & NP205 as the only transfer cases used. This is simply not true. The text and pictures don't match, if you read up further you'll find a link to an exploded view dated '74 that IS a Dana/Spicer 24, but it's not labeled as Dana/Spicer part. I stand by my statement that Ford created this confusion.

Jim

ps: NumberDummy you rock !! Unfortunately, not all parts guys are created equal and some believe those parts books were chiseled on stone tablets by the infallible hand of Henry Ford himself. A parts manager near me came just short of calling me a moron because tried to get parts for this "non-existant" transfer case. ND, your efforts have helped me and many, many, MANY others get info we never would have found ourselves. And the internet preserves this info for others who will hopefully continue to fix, rebuild and play with our toys long after we're dust.

 

since were talking dana 24's, does anybody know the shift pattern?

 

FRONT

4L
N
2H
4H

 

subscribing.

 

So I found this thread searching for seals for my original 1959 DANA transfer case whice Mr. NumberDummy so accurately states above that it's listed as a Model 205. Well we all know it's a DANA 24, so to end the confusion I present this picture I took yesterday.

Now you know the rest of story.

 

Back in the late 50's.....The NP205 didnt even exist........Im not even sure when New Process began making ANY transfer cases. Before the 205, they built a NP200, NP201, and NP202.......Ive owned several older IHC 4x4's, my 1966 1200A and a 1970 1200 Travelall both had the 202, which was a single stick box similar to the later 205, and i had a 66 Dodge W200 with a 201, which was two stick kinda like the old Dana/spicer 18 that was used in jeeps and early IH scouts.......it seems to me, if i recall correctly that the Kaiser Jeep M715 Ton and a Quarter used the NP200.........the numbers unfortunately dont necessarily follow a logical chronology, since the chain drive, 2 speed full time NP203 was produced after the 205 was already in full production.
GM used a Rockwell T-case before switching to a mixture of Np 205 and Dana 20's around 1969 or 70.....the rockwell had straight cut gears and made a distinctive gear whine noise, and i have heard that Rockwell equipped some Fords as well

 

The confusion was due to the Ford #300205

Check the lable in the pic and you'll see what I mean.

 

That could very well be, Chet! the Bill of materials number does have a 205 in it.......Worse still, what if the guy just figured the Serial Number meant something, then you have a T18

 

Not to high-jack this thread but....

My ole 24 leaks like a siv and occasionaly pops out of gear. I researched rebuilding it then read that the 205 will bolt right in it's place.

Keep'un an eye on CraigsList I found a 205 from a 1976 F250 for $100. I plan on rebuilding it an installing this spring.

Just another option for this thread.

Lee

 

Thanks for sharing the interchange info. Does your Dana 24 pop out in 2H or some other position? Mines has never popped out of gear but I haven't had a chance to try try 4H or 4L. Otherwise it just leaks a lot.

 

Hi,

I have only had it pop out in 2H.

Trouble is that I can't get it back in gear until I come to a complete stop. (Non-Sync). Really sucks when it happens on the highway while pulling my RV

 

That sucks. Maybe the shift detent needs adjustment?

I just came across a trick to use 2 seals instead of one on the input/output shafts. One to keep the oil in and one to keep the dirt out. Not sure if you can use original seals though. I also read that people are using sealed bearing as an upgrade.

 

One thing that was not mentioned about the change of the Dana 24 to the New Process 205 is the gear ratio difference. I am sure that there are other changes throughout the production run but here is what I have found through my shop and my comprehensive Ford Shop Manual and Factory Parts books. I am a numbers dummy as well as a master mechanic having worked on these. 1959 to 1964 1/2 and 3/4 tons used the Dana/ Spicer 24 two speed transfer case. 1965-1976? F100 used the Dana/ Spicer 21 single speed transfer case. Just hi range 1 to 1 gear ratio. Broncos used the Dana/ Spicer 20 with low range at 2.4 to 1 in low range. ( I installed a set of OBrian (sp) gears in my 67 Bronco for 4.88 to 1 in low range) This is the first generation Bronco. The F150 used the NP 205 and was not divorced. The two speed transfer case was one of the differences between the F100/F150. The 1965-72 F250 used the Dana 24 changing to the New Process 205 in the new body style 1973 F250. Some say that 1972 has the 205 and possibly some late ones did but I have not seen one personally. The low range in the Dana/ Spicer 24 was I believe 1.86 to 1 and the 205 is 2.0 to 1. I am away from my notes in Mexico and doing this from memory. I have access to the Ford parts books and illustration books from 1959 to 1976 for sure and possibly the early 2000s.