Divorce mounting a 241/271 transfer case

B

burnin oil

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Does anyone make a kit to do this? I am looking into a trans swap in my truck and it would be easier to divorce mount the case than fab an adapter.
 
Inline, I am not seeing anything. Am I just missing it?

rockjeep. I am looking at doing 2 trucks. Looking at putting an OD 13spd roadranger in my DD and a 7 speed roadranger into my 5500. If I do the 7spd conversion it will be 7spd main with a 4spd aux trans with the transfercase bringing up the rear so that I can split the gears in 4wd. Right now its a G56 4x4 with the aux hanging out in the rear. Why adapt the transfer to the Eaton when I can get the driveling straightened out.
 
the gmc / chevy 4500 &5500 4x4s use a divorce mounted 273 but its a passrnger side drop.. maybe able to buy th ehafts and case parts though..
 
therabbittree said:
the gmc / chevy 4500 &5500 4x4s use a divorce mounted 273 but its a passrnger side drop.. maybe able to buy th ehafts and case parts though..
Click to expand...

Do you have a year that they came in range?? That would be a great update for my old 1963 powerwagon i am building, I have had the same question as burning oil, with a divorced 273 could run so many more medium duty transmssions such as spicer 3053a 5 speed od or the fuller fxo 6 speed od with the 1 3/4 inch input shaft, i have never even seen a 4500 or 5500 4x4, are these trucks still made new anymore, how can i get a part number for the divorced application to ask at the GM dealer??? I guess its electric shift and no speedo either??? Thanks for pointing out there exists a divorced 273, where would a person try to find one to buy either new or rebuilt or a pullout??? This sure opens up the medium duty transmission converions i been wanting to do, i have one truck with the spicer 3053a 5 speed in it behind a 4bt cummins with a np201, i am thinking either buy one used a 271 and and 273 out of a 4500 or 5500 and build what i need, manual shifted divorced in passanger side drop, wonder if somehow it could be swaped out to make it a driver side drop??
 
Found out from a Medium duty GMC parts manager that the gmc 5500 4x4 273c divorced transfercase is on national backorder, the inputshaft for the divorce is also national backorder and since np or nv is shutting down looks like its not ever going to be avai, back to the old 205 divorced set ups with wornout input shafts since none are made new for it anymore either, seems like somebody wouldmake a divorced transfercase conversion for the newer diesel trucks so could run ant transmission u wanted especially medium duty truck 6 speeds
 
I would check the wrecking yards.. and supply houses.. just because the manufacturer is on back order doesn't mean they aren't out there.
The other option is a np200 they are monsters over twice the size of a np205 and gear driven too. They were all divorce transfer cases and were all pass drop . Many came with a factory brandon pto installed. They were twin sticked from the factory, but you can't mod the shiftrails to do fwd only... (or so I've heard)... I have one sitting here for one of my projects...ie 6v53 detroit and 4wd..
Thanks,
Deo
 
I recently pulled a NP202 with Braden PTO from a early 60's dodge tow truck. I believe they were in the early powerwagons, international trucks and studabakers etc.

copied from Novak:
The NP200 is a divorced style transfer case, utilizing a jack shaft between a 2wd style transmission and the transfer case input yoke. The NP200 has a low-range of 1.97:1 and is direct drive in high. The NP200 is installed as a passenger's side drop in the M715 / M725 military Jeeps, exclusively with the T98 four-speed transmission. The NP200 was found in other military vehicles, such as the M37 beginning in 1946. The NP200 variants are the NP201 and NP202, which are similar, but feature PTO ports. The well-known NP205 transfer case, that was available in many civilian trucks beginning in 1969, is an outgrowth of the NP200. The New Process 200 transfer case was Jeep's first use of a non-Dana Spicer transfer case.
The NP200 is readily rebuildable and all consumable parts remain available

Copied from M715 Zone :
The NP 202 is a through drive transfer case that is dimensionally about the same size as the NP 200. Most people prefer the NP 205 to the NP 200 as the 205 is also a through drive ddesign but the NP 202 input and output shafts are a good 1/4 inch larger in diameter and the gears measure a good 3/8 thicker and the frount output shaft rear bearing cap is iron instead of aluminum. They used these transfers in 1 ton and 1 1/2 ton and 2 ton and maybe 2.5 ton IH trucks but I am not for sure on that one. The transfer has the same lowrange as the NP 205 and NP 200 but it also has a neutral position so you can use the PTO outlet on the 202 and speed up and reverse your winch with your transmission. Internally this transfer makes the 205 and 200 look puney.

PTO info from Binder Planet:
There was a power takeoff made for these transfer cases by Braden Winch. This was the Model FTD-7 PTO, and was made between the early 1940s and the 1970s. This was a ten-bolt PTO that was peculiar to the Dodge and IHC T-cases. The 10-bolt PTO opening was used by no other transmission or transfer case. The only exception I can find is on the late-model Allison automatic transmissions, but the gears are different. I speculate that the bolt pattern is almost identical, if one assumes that the PTO flange was an SAE-specified bolt pattern.
The FTD7 power take-off was made by Braden, which was a company owned by Nautec and based in Broken Arrow, Oklahoma. I have heard these referred to as Broken Arrow brand, but that is just the city is was made in.
Braden was sold in about the 1970's to Paccar, and Braden still makes winches. However, the PTO has long been obsolete. No parts are available. Neither is any information on these units.
 
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Thanks thats alot of good info. I did some reading on the NP200 and it looked like it had alot of issues with cooking the bearings when driven on the interstate so that one is out for me. Now that NP202 does sound promising.
 
NP200 and 205 are the same size. 200's have an offset rear output and cook bearings/gears since all the power goes through all the gears all the time. 205 rear output power flow is straight through.
 
Not sure about the np200 but np205's have tons of aftermarket support and seem to fairly easy to come across. I got two kicking around out back.
 
Been looking really hard at divorce mounting a 271, could we just have Moser make a real short axleshaft that fits the splines in the 271 and uses a companion flange yoke?

I need to look closer at a 271, you may be able to allow this setup to slide back and forth (not much travel needed there) and serve as a slip yoke.

The other option would be to make a bearing plate for this Moser shaft and have the slip yoke on the driveshaft.
 
I thought about this but I believe that you would have to make a bearing/seal plate for the front. The transfercase was never designed to have that much mass hooked to the front of the case that would end up sideloading the bearing. The original application has a bearing at the tcase and the transmission to eliminate the shaft loading. Addtionally I dont think you would have enough spline engaugement to use it as a slip yoke so you would need to figure out a way to retain the stubshaft in the tcase. I dought that it would take more than a 10MM bolt straight down the throat into the input gear to accomplish this but I have no idea how much this would weaken the input gears strength. Now you can flange it and run a jackshaft to the transfer case.
 
Burning Oil They offer a divorced 273 in the Chevy / GMC 4500-5500 4wd. So side load shouldn't be an issue as long as you see how the factory did it. The divorced 273 it passenger drop, so I'm not sure if the case half, bearing, & flanged input shaft will mate to a regular 271???.. supposedly it is hard to get the parts for this model. Zbag may have them??
Mumn. 9724VF350's idea of a home brew divorced set up is a neat one too..
Thanks,
Deo
 
The more I think about it, the more I like the idea of the Moser shaft acting as the slip yoke. Making a front plate to hold an additional sealed ball bearing would be a piece of cake.
I realized I have a Ford 273 sitting here, it has a spline depth of about 2 7/8. running it at 2" spline engagement should be more than enough and I'd think would still allow plenty of slip travel.
I'd like to come up with the shaft diameter of a 34 spline imput shaft, this 31 spline seems to be about 1 3/8".
 
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