Ok must be a swapped in diesel motor, right?

 

This is good! All this talk of transfer cases and doublers, gears and ratios, axles and drivelines .....shucks! It just gets a feller like me excited!

IMO, the design is nothing less than brilliant in its simplicity. The "highboys" are much easier to service, versus a truck with a married setup. A clutch job, providing everything is ready to go can be done in roughly an hours time (excluding resurfacing flywheel) try that with a married setup!

The design also lends itself well to larger suspension lifts and axle swaps ...remember the original BIGFOOT started out as '74 F250 4x4 and still rides on the highboy chassis today!


There are some drawbacks though, and I think the main one being the tiny 1310 series u-joints that was used in the intermediate shaft...Ford failed here! ....Anyone ever have u-joint failure between the trans&t.c, on a hill, with a non operational e-brake?...e-brake is very important on a highboy!!!

The remote mounted (divorced just sounds ugly lol) T.C. does hang down below the frame but is rarely an issue until you start pushing the truck to the point of being high centered, but this is possible with any vehicle.

Really, a person needs to be aware of the components and where their located in relation to the terrain being traveled.

Dana 24... I've never had one but I've read they are prone to leaks and probably getting harder to find parts for? A np205 should be a very simple swap.



Wouldn't rotating/clocking it up with a LP axle make the front driveline angles worse?
I'm sure that you probably meant reverse spiral cut gears, If there was such a thing as "reverse rotation axle" ...the front and rear assemblies would be driving towards each other ...can't get very far that way!

It's possible to clock the t.c. without the use of a doubler.
https://www.google.com/search?q=np20...05clockingring

 

Well they sell them...Fig.8 NP205

But I read this...."The problem with clocking a 205 is the shift rod hitting the adapter. This is what I did to clock one strait down (off road only).

A clocking ring you would have to remove the lose bolt and ribbing,making the adapter very weak. I still have to drill and tap one hole."

Pm sent for more info on it....

 

I am not a know it all or claim to be one by no means and post what I find and read and what seems to make sense to me. Even they (the folks that seem to know) say "the NP205's only serious drawback is the menial 1.96 low-range reduction."

And 1.86:1 in the Dana 24 is not that far form it # wise and is even lower and that's BAD (read below). That information I posted was a copy and paste. I guess there are better or higher #'s to have, to have a real good low range transfer case you want a higher ratio #.

Any transfer case ratio guru's chime in right here (.............). I think I am on to something here that might explain it better? Since I can't seem to get a handle on it. lol

ONE SPEED OR TWO?
For most of us, our transfer cases share another common factor: They’re two-speed units, which means a set of gears in the case—almost like an auxiliary transmission—can be engaged to lower the gear ratios coming from the transmission. This action, which occurs when you engage low-range, multiplies the torque going to the driven wheels. For effective climbing and pulling power, you want as low a low-range ratio (as high a number) as you can get. Most current factory T-cases have low-range ratios of between 2.50:1 and 2.70:1, though you can go far lower for specialized applications. (See the Ultra Low sidebar for more on these transfer cases.)

From: How Transfer Cases Work - Four Wheeler Magazine

From: Building a Bulletproof NP205 Transfer Case - 4-Wheel and Off-Road Magazine

What I read is this...Used Transfer Case, Junkyard Parts, Chaindriven, Geardriven - 4 Wheel and Offroad Magazine

Building a Bulletproof NP205 Transfer Case - 4-Wheel and Off-Road Magazine

There are tons of sites (and I am all about good information) that cover this and many transfer case ratios and issues. Do not know if I really answered your question, I hope I did.

 

A bit more on transfer cases ratio's.

"Every 4WD vehicle uses a transfer case to split the drive coming from the transmission into two outputs, one directed to the front axle and one directed to the rear axle. Most transfer cases that we are familiar with are two-speed versions, having a high-range and low-range gear set.

The high-range is most often a 1:1 ratio. That is to say that for every revolution of the transmission output shaft, the front and rear transfer case outputs rotate one revolution. Factory low-range ratios can vary from about 2:1 to about 4:1. This means that the road speed in low-range is reduced by a half or by a quarter. With this reduction in speed we gain an increase in torque by the same factor."

Less effort (eng power required) to get more torque/power to the axles and then to the wheels/tires is a good thing. That's why some folks do a "doubler" transfer case NP-205 and a NP-203 to get better and higher ratio's. Which make things spin REAL slow.

With rock crawling the lower the gear the better the traction, unless you are one of them rock buggy bouncing crazy guys then is all about horse power and then lockers come into play.... and twin stick's your case for front diggs ect...

 

To buffalobillsexhaust a big apology to you for hijacking your thread. I just wanted to try to explain the answer in detail to evam350.

So did you get that ol truck or what? If so post a pic no matter the year, cause we all love Ford truck pics. lol

HJ over.

 

I'd like to see the truck also!

If no one opposes to the hijack ...I've got more information and opinions on the topics here, when time permits. Please bare with me!

 

Please hijack this thread and make something useful of it haha. I ended up not buying the truck due to the seller being a d*ck and the thing was a lemon anyways . i love the insights on T- cases goin on here good thread IMHO. And to the other guy my earlier comment about gas mileage was a sarcastic joke lol. Oh and just wanna throw this in there that i had a 205 and 4 speed in my 76 F-150 and that was one hell of a bulletproof drivetrain couldnt kill it and at stock height i went through some massive stuff.

 

This was the potential rig. Kinda dissapointed the deal went bad. But oh well you win some you lose some.

 

Well that looked like a nice rig, but who wants to buy something from a .... especially if its a lemon? I am sure there are more trucks for sale in Oregon, so happy hunting.

 

This is also the "case" with the 205/203, without the strut rod. My hb didn't have one when I got it, and the stamped oem mounting plates that are supposed to be flat, had a nice bow to them.

I think it was a misprint or typo, I thought the single speed is the Dana model 21 ...seems to be some controversy over this mysterious "case". Couple fte threads showed up in this search.
https://www.google.com/search?q=dana...spv=1&ie=UTF-8

The hijacking was mutual.....but "77&79F250" has put a "case" load of more work and info into this thread then I have.
It did look good ,but you say it was a "case"?...think maybe those bumpside guys are just a lil bumpy now and then.

 

Chris, thanks for the assistance on this and the other ones, now come on by the Mo chapter more often.

"case" load of more work, hahahaha, no pun intended right?

 

Yes , no pun.....don't mind me I'm just being a "case"! LOL

Will do

 

I run mine there quite often and it never blown up...yet - but I have Murphy's law keeping it together.

 

'77 definitely has the information all right. There was one more PTO made by Chelsea, and it was a model 205, which was made for 2 years and sold for 3, and it monts on the center, or idler shaft at the rear of the case, and used to supply power to rear winches, and on fire trucks, to rear tank pumpers.
I have one of the rear mounted PTO's on my '68 F250 4x4 Highboy.. BTW, they were sold as Hibhboy's, as were extraordinarily hgh off the ground.

The Dana 24 is one of the strongest cases of all divorced transfers. The case is bullet proof, as are the gears, but bearings wear out, so as previously mentioned, it is wise to rebuild it, before it scatters parts some day.. I have had mine since Dec. '69, and it is on the road daily in Baja Mexico. The 'Ol Boy ain't afraid of dirt, sand, or rock. We've been places where Angles fear to tread. Buy new rubber or poly mounts when you rebuild it...

Baja