Transfer Cases and Transmissions

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TRANSFER CASES

Jeep Transfer Case Application Guide

DANA/SPICER 18
Type: Gear-driven, cast-iron
Low-range ratio: 2.46:1
Weight (lb.): 80 (approx.)
Lubricant: 80- to 90-weight
Length (in.): 8.5
Width (in.): 17.0
Height (in.): 8.5
Used by: Jeep, in various versions from 1941-71. Rear output shaft is offset to the right, directly behind the front output shaft. Intermediate shaft diameters were 3/4, 1 1/8 and 1 1/4 inch, but 18s can be bored to accept the 1 1/4-inch shaft and corresponding gears. It is very adaptable, holds up well under moderate V-8 power, and is capable of accepting a PTO and/or overdrive.

DANA/SPICER 20
Type: Gear-driven, cast-iron
Low-range ratio: 2.00:1
Weight (lb.): 80 (approx.)
Lubricant: 80- to 90-weight
Length (in.): 10.5
Width (in.): 17.0
Height (in.): 8.5
Used by: Various Jeeps, starting with the '63 Wagoneer and 1972-79 CJs; also found in 1965-79 IH Scouts (the Scout version was known as TC-145). A non-interchangeable version was found in some GM 1/2-tons and Blazers/Jimmys with three-speed transmissions. The rear output shaft is centered, with the front shaft offset to the right. The Dana 20 allows low-range gears from the Dana 18 to be swapped in. There are three different case designs, the main differences being in shift linkage. There are also three different intermediate gears and output shafts. The Dana 20 is adaptable, compact, and reasonably strong.

The Ford version of this case, used in 1966-77 Broncos, is similar to the Jeep version, except that the front output shaft is on the left side; units manufactured from 1966 to November, '74, used a different style.

NP 203
Type: Chain-driven, cast-iron
Low-range ratio: 2.00:1
Weight (lbs.): 165
Lubricant: 10W-30/10W-40
Length (in.): 21.5
Width (in.): 19.0
Height (in.): 15.0
Used by: Ford, Chevy, and Dodge in all 1971-80 full-size vehicles. Use depended on the year, model, engine, and transmission. It is suitable for V-8 power in trucks with GVWRs of up to 10,000 pounds.
The NP 203 is a "full-time" transfer case; it has a set of differential gears which allow for full-time operation; the differential action can be manually locked out. Kits are available to eliminate the action and convert the 'case to part-time. An NP 203 can be distinguished from a part-time NP 205 by its single-piece rear output housing and shift rail coming out the side of the case.

NP 205
Type: Gear-driven, cast-iron
Low-range ratio: 1.98:1
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.

NP 207
Type: Chain-driven, aluminum
Low-range ratio: 2.61:1
Weight (lb.): 68
Lubricant: ATF
Length (in.): 17.0 (face to output shaft)
Width (in.):18 (approx.)
Height (in.): 9.5
Used by: Jeep, in smaller vehicles prior to the introduction of the NP 231. The NP 207 is designed for smaller-displacement engines (input torque rating: 610 lb.-ft.) in vehicles with GVWRs of less than 5,000 pounds.

NP 208
Type: Chain-driven, aluminum
Low-range ratio: 2.61:1
Weight (lb): 79
Lubricant: ATF
Length (in): 8.0 (GM); 15.5 (AMC)
Width (in.): 20.0
Height (in.): 5.0
Used by: Many full-size vehicles, including Jeep pickups and Wagoneers (which used a left-side front output shaft). A part-time unit that replaced the stronger, heavier NP 203, the NP 208 can't stand up to the horsepower that the NP 205 can, but failure is more often related to low oil level than too much input torque. The 'case utilized left- or right-side front output shafts. All Jeep model 208s have the same spline and output-shaft size and bolt pattern as the Dana 300.

DANA 300
Type: Gear-driven, cast-iron;
aluminum tailhousing
Low-range ratio: 2.61:1
Weight (lb.): 86
Lubricant: 80- to 90-weight
Length (in.): 11.5 (face to center of rear output shaft)
Width (in.): 16.0
Height (in.): 9.0
Used by: All 1980-86 Jeeps. The Dana 300 is similar to a Dana 20 but has a more desirable low-range. It also uses a single lever shifter. The Jeep version uses an entirely different bolt pattern from the Dana 20, while the Scout version (1980), known as the TC-146, uses the same pattern as a Dana 20. The Dana 300 is very adaptable, compact, and strong.

BORG-WARNER 1345
Type: Chain-driven, aluminum
Low-range ratio: 2.72:1
Lubricant: ATF
Length: (in.): 17.25
Width (in.): 23.0
Height: (in.): 12.0
Used by: Some 1980-to-88 full-size Fords. Holds six pints of Dextron II ATF. This unit can be towed extended distances because of its built-in pump that channels oil to all necessary bearings.

BORG-WARNER 1350
Type: Chain-driven, aluminum
Used by: Ford Rangers and Bronco IIs. Some models have electric-shift (Touch-Drive) capability.

BORG-WARNER 1356
Type: Chain-driven, magnesium case
Used by: Recent-model Heavy-Duty Fords; replaced B-W model 1345.

BORG-WARNER 1359
Used by: Two-wheel-drive Fords. Resembles a transfer case, but has no front output shaft or internal gears. The B-W 1359 was probably installed to avoid a separate driveshaft for rare 4x2 Bronco IIs.

BORG-WARNER 1361
Used by: Range Rovers with viscous coupling center differentials.

NP 241
Type: Chain-driven, aluminum
Used by: 1988-to-present Chevy/GMC K-trucks (left-side output shaft), V-trucks (right-side output), and Dodge light-duty pickups and Ramchargers. The NP 241 replaced the NP 208 in 1988.

FORD/DANA MODEL 21
Type: Single-lever, single-speed
Used by: 1969-76 F-100 1/2-ton trucks.

FORD/DANA MODEL 24
Type: two-speed, divorce mounted
Used by: 1969-73 F-250s.

JEEP QUADRA-TRAC
Type: chain-driven, aluminum
Low-range ratio: 2.57:1
Used by: 1972-79 Jeep vehicles with TH 400 transmissions.

MANUAL TRANSMISSIONS

T-18/T-98
Type: 4-spd. manual
Length (in.): 11.87
Weight (lb.): 150 (approx.)
Used by: Ford, Jeep, and IH in a number of vehicles and styles that may or may not be interchangeable due to bolt patterns, input-shaft lengths, and rear face designs. The T-18 and early-model (1953-66) T-98 are basically the same except in the way the main shaft is supported. This is a fairly compact transmission with a cast-iron case. Its extremely strong design makes it very popular, and it's easily adapted to a variety of applications. The left side of the case is stamped T-18 or T-98. A PTO access plate can be found on the left-hand side.

T-170 SERIES
Type: 4-spd. manual
Ratios (:1) T-176 T-177 T-178
1st 3.52 3.82 3.00
2nd 2.27 2.29 2.08
3rd 1.46 1.46 1.47
4th 1.00 1.00 1.00
Rev. 3.52 3.83 3.01
Weight (lb.): 70 (approx.)
Length (in.): 10 1/4 (approx.)
Used by: Jeep, in various configurations from 1980-86. This aluminum-cased, fully synchronized transmission series was made by Tremac of Mexico. The least desirable is the T-178 with its tall First gear; the most desirable is the T-177, which has the widest gear spread of the three. Generally speaking, it was used with six-cylinder engines; most V-8s used the T-176. This series is conservatively rated at 275 lb.-ft. of torque, but these transmissions are capable of handling considerably more. These trannys use the Ford bolt pattern, the same as the T-150. The T-series may have casting No. 2604203. The shift cover is top-mounted and held on with 10 bolts.

MUNCIE (SM) 465
Type: 4-spd. manual
Length (in.): 12
Ratios: 6.55:1 (1st); 3.58:1 (2nd); 1.57:1 (3rd); 1.00:1 (4th).
Used by: Chevrolet, in Blazers and pickups. This Muncie-built gearbox is often referred to as the SM 465 (the similar CH 465 uses a different cluster gear bearing assembly). The SM 465's cast-iron case is easily identified by being almost as wide as it is long, and by the stiffening ribs at the back of the case. It must be used with a matching bellhousing; instead of having a standard Chevy 4 11/16-inch bearing retainer, it uses a 5 1/8-inch retainer. It is very strong, but quite large and heavy, and the ratios above are the only ones available.

AUTOMATIC TRANSMISSIONS

TH 350
Type: 3-spd. automatic
Ratios: 2.52:1 (1st); 1.52:1 (2nd); 1.00:1 (3rd).
Used by: Numerous vehicles. The TH 350 can handle a fair amount of power and is often found behind Chevy small-blocks and Buick V-6s. The TH 350 was offered with three bellhousing patterns, the pan has 13 bolts, and many adapter kits are available. The TH 350 measures 21 11/16 inches from bellhousing to extension housing, and most 4x4 applications use a special intermediate housing.

TH 400
Type: 4-spd. automatic
Ratios: 2.48:1 (1st); 1.48:1 (2nd); 1.00:1 (3rd).
Used by: Most pre-1979 six-cylinder and V-8 Jeeps, and 1967-90 full-size GM trucks (it was replaced for 1991 by the new 4L80E electronic four-speed automatic). The TH 400 is a bigger, stronger version of the TH 350, and is suitable for built small-blocks, big-blocks, or diesels. The case is 24 1/4 inches long, the short tailshaft is four inches, and the "Texas-shaped" pan has 13 bolts.

TH 700R4
Type: 4-spd. automatic
Ratios: 3.06:1 (1st); 1.62:1 (2nd); 1.00:1 (3rd); 0.70:1 (4th).
Used by: Smaller 1982-90 GM trucks (replaced for '91 by the 4L80E four-speed). The 700R4 can be found behind V-6s and small V-8s. GM S-truck units have minor interior differences and fewer clutches. Later (1985-87) models had better gears and sprags and 30-spline output shafts; these are the preferable units. The case is 23 3/8 inches long, 4x4 units use an intermediate housing, and the pan uses 16 bolts.

C-4
Type: 3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1964-81 six-cylinder and small-block V-8 Ford F-trucks. It is smaller and lighter than a C-6, and has a nearly cylindrical case. The case is 17 inches long, and the tailshaft for 4x4 versions measures 7 3/8 inches. The pan has 11 bolts, and two bellhousing patterns were offered. On the flared bellhousing model, the dipstick enters the pan; on the step bellhousing model, the dipstick enters the case.

C-5
Type: 3-spd. automatic
Used by: 1982-84 Ford Rangers and 1982-86 light-duty full-size Ford trucks.The C-5 is basically a C-4 with a lockup torque converter. The gear ratios are the same as the C-4's; it can be distinguished from a C-4 by the hump in the oil pan.

C-6
Type: 3-spd. automatic
Ratios: 2.46:1 (1st); 1.46:1 (2nd); 1.00:1 (3rd).
Used by: 1968-and-later Fords with big-block V-8s. Three bellhousing patterns were offered, and the pan has 17 bolts. The case is 20 inches long, and the 4x4 version's steel housing tailshaft bolts direct to the transfer case and is 5 3/4 inches long.

FORD AOD
Type: 4-spd. automatic
Ratios: 2.40:1 (1st); 1.47:1 (2nd); 1.00:1 (3rd); 0.67:1 (4th).
Used by: 1982-84 Rangers and 1982-86 light-duty full-size Ford trucks. The AOD does not look like any C-series unit because of its lateral and longitudinal ribs. It is not considered strong enough for big power.

FORD E4OD
Type: Electronic 4-spd. automatic.
Used by: Newer Diesel and big-block Ford pickups.The E4OD's torque converter and transmission are controlled by the same computer that runs the engine. Unless you have a Ford EEC-IV engine, the E4OD can't be swapped in. Can be reprogrammed with proper chip kits.

TORQUEFLITE 727 (TF 8)
Type: 3-spd. automatic
Ratios: 2.45:1 (1st); 1.45:1 (2nd); 1.00:1 (3rd).
Used by: 1980-and-newer Jeep Grand Wagoneers, and in big-block Dodge trucks. The smooth case of the 727 was made of cast iron until 1963, and aluminum after that. There were three bellhousings offered, and the pan has 14 bolts. The case is 16 inches long, and the 4x4 version's tailshaft, which attaches directly to the transfer case, is 8 1/2 inches long. Truck and motorhome versions use a short tailshaft, and some units have a parking brake at the rear.

TORQUEFLITE 900 SERIES:

TORQUEFLITE 904 (TF 6)
Type: 3-spd. automatic
Used by: Many Dodge 4x2 trucks and cars, and some 4x4s; also found in Jeeps with GM or Renault four-cylinder engines. The 904 is neither as common or as strong as the TorqueFlite 727.

The TorqueFlite 909 is identical, except for a mechanical lockup, and is found in some 1980-and-later Jeeps.

The TorqueFlite 999 has a larger bellhousing and torque converter, and uses a 2.74:1 First gear; the 904 and 909 use a 2.45:1 First. The 999 was found behind six-cylinder- and V-8-powered CJs, and is said to make a good trail transmission.