transfer case i.d.
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transfer case i.d.
Hello my fellow ford truck fans! I have a 79 half ton 4 by with the 400m and c6 with 3.50 gearing and I wanna rebuild transfer case. Unfortunately when I went looking for the I.d. tag it turned up missing. Now, I know ford ran 3 different models for that year and I know mine doesn't run off of trans fluid, it uses gear oil. Could someone help me narrow down the possibles?
Cargo Master
Joined: Jan 2012
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From: Northeast Indiana
What he said. Even a picture will help. Trucks of this generation either came with NP203 full time 4x4 transfer case or NP205 part time 4x4 transfer case.
Last edited by KingBigJoe; Oct 25, 2012 at 05:46 AM. Reason: Fixed a very minor error.
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From: S/W Missouri, Polk county
NP-205 TRANSFER CASE
The New Process 205 was also used extensively in GM, Ford, and Dodge. GM and Dodge used the 205 in some trucks into the early 90's, Ford stopped using the 205 in 1979. The 205 is a part-time 4WD case, meaning when it's in 2WD the front driveshaft will not receive power. It has 4 stock shift positions, 2WD Hi, 4WD Hi, Neutral, and 4WD Lo.
NP205 cases had several different configurations with Ford and Dodge using both married and divorced models and GM using many different input spline types and 2 different bolt patterns.
The NP205 is identified by several features:
1. The transfer case is one piece of cast iron. There is a short bearing retainer/output housing at the tail of the case, and aluminum bearing retainers/seal retainers at the front and rear outputs but the working parts are all in a single iron housing.
2. There is a small idler shaft cover on the back of the 205 with 3 small bolts holding it on. This is somewhat unique among transfer cases.
3. The overall length of the NP205 (in fixed output yoke versions) is about 12-13" from the front of the case to the center of the output yoke.
4. The shifter is a very simple lever operating a crossbar between the two shift rails that plunge in and out of the front of the case.
5. The ID tag is found above the front driveshaft output, and will list model, manufacture date and gear ratio.
Type: Gear-driven, cast-iron
Low-range ratio: 1.98:1 (WEBMASTER'S NOTE: another source reports 1.96:1 low ratio)
Weight (lb.): 138
Lubricant: 80- to 90-weight
Length (in.): 13.0 (GM); 16.0 (IH)
Width (in.): 18.0
Height (in.): 12.0
Used by: 1971-1980 Broncos, Blazers, and Ramchargers (and corresponding full-size pickups); the NP 205 is still used on heavy Dodges. Some Dodge and IH models were longer, "divorce-mounted'' versions. The NP 205 has left- or right-side front outputs and a center rear output. Caution is advised: there were many varieties in NP 205 shaft splines and so forth. A PTO plate can be found on the left side of the case.
ADDITIONAL NOTES:
Divorced ford units are 32 spline input/output front and rear. They are very tough and cheap to rebuild when needed. Common upgrades for the Ford divorced NP205 are the late-'80's Dodge fixed-yoke output shaft that has smaller drilled oiling holes to replace the weaker early-style output shaft with slotted oiling passages. 32-spline 1350 and 1410 series yokes are also available. The stock Ford divorced NP205 came with a 1310 input and front output and a 1330 series rear output yoke.
Case Variations
The NP205 has numerous variations. Different input-shaft diameters in male or female varieties, left or right drops, adapter bolt patterns or remote styles, and strange stuff we’ve never seen—yet all combine to provide a mystical aura for the hallowed 205. The most common varieties are the early-model GM (A) with eight-bolt racetrack pattern (round six-bolt front mounting pattern shown here), the Ford remote mounted with a fixed yoke on the input shaft (B), and the late-style GM with a slip-yoke rear output (C). Even input bearing diameters vary, so measure to see which one you have.
The New Process 205 was also used extensively in GM, Ford, and Dodge. GM and Dodge used the 205 in some trucks into the early 90's, Ford stopped using the 205 in 1979. The 205 is a part-time 4WD case, meaning when it's in 2WD the front driveshaft will not receive power. It has 4 stock shift positions, 2WD Hi, 4WD Hi, Neutral, and 4WD Lo.
NP205 cases had several different configurations with Ford and Dodge using both married and divorced models and GM using many different input spline types and 2 different bolt patterns.
The NP205 is identified by several features:
1. The transfer case is one piece of cast iron. There is a short bearing retainer/output housing at the tail of the case, and aluminum bearing retainers/seal retainers at the front and rear outputs but the working parts are all in a single iron housing.
2. There is a small idler shaft cover on the back of the 205 with 3 small bolts holding it on. This is somewhat unique among transfer cases.
3. The overall length of the NP205 (in fixed output yoke versions) is about 12-13" from the front of the case to the center of the output yoke.
4. The shifter is a very simple lever operating a crossbar between the two shift rails that plunge in and out of the front of the case.
5. The ID tag is found above the front driveshaft output, and will list model, manufacture date and gear ratio.
Type: Gear-driven, cast-iron
Low-range ratio: 1.98:1 (WEBMASTER'S NOTE: another source reports 1.96:1 low ratio)
Weight (lb.): 138
Lubricant: 80- to 90-weight
Length (in.): 13.0 (GM); 16.0 (IH)
Width (in.): 18.0
Height (in.): 12.0
Used by: 1971-1980 Broncos, Blazers, and Ramchargers (and corresponding full-size pickups); the NP 205 is still used on heavy Dodges. Some Dodge and IH models were longer, "divorce-mounted'' versions. The NP 205 has left- or right-side front outputs and a center rear output. Caution is advised: there were many varieties in NP 205 shaft splines and so forth. A PTO plate can be found on the left side of the case.
ADDITIONAL NOTES:
Divorced ford units are 32 spline input/output front and rear. They are very tough and cheap to rebuild when needed. Common upgrades for the Ford divorced NP205 are the late-'80's Dodge fixed-yoke output shaft that has smaller drilled oiling holes to replace the weaker early-style output shaft with slotted oiling passages. 32-spline 1350 and 1410 series yokes are also available. The stock Ford divorced NP205 came with a 1310 input and front output and a 1330 series rear output yoke.
Case Variations
The NP205 has numerous variations. Different input-shaft diameters in male or female varieties, left or right drops, adapter bolt patterns or remote styles, and strange stuff we’ve never seen—yet all combine to provide a mystical aura for the hallowed 205. The most common varieties are the early-model GM (A) with eight-bolt racetrack pattern (round six-bolt front mounting pattern shown here), the Ford remote mounted with a fixed yoke on the input shaft (B), and the late-style GM with a slip-yoke rear output (C). Even input bearing diameters vary, so measure to see which one you have.
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