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Post by PaulC on Mar 19, 2006 12:12:15 GMT -5
Here is a little pos I picked up for cheap. 1978 Ford Bronco.
[ftp]http://im1.shutterfly.com/procserv/47b6dd38b3127cce9787eaa869b800000016109AYs2TNq2bm[/ftp]
Specs:
-6" superlift lift, with radius drop brackets, short add a leaf and 2" blocks. Here is why short add a leaf and blocks are bad.
[ftp]http://im1.shutterfly.com/procserv/47b6dd38b3127cce9787ea96698600000016109AYs2TNq2bm[/ftp]
-351M motor. It actually runs ask Core4wd.
-C6 Tranny. Needs rebuilt.
-NP 205 T-case. Broken rear output yoke.
[ftp]http://im1.shutterfly.com/procserv/47b6dd38b3127cce9787ea99e8b900000016109AYs2TNq2bm[/ftp]
-Dana 44 HP 3.55 gears, about the only thing that doesn't need a little work.
-Ford 9" rear. Needs new gears. Pinion got loose and killed bearings.
[ftp]http://im1.shutterfly.com/procserv/47b6dd38b3127cce9787ea8de8ad00000016109AYs2TNq2bm[/ftp]
[ftp]http://im1.shutterfly.com/procserv/47b6dd38b3127cce9787eb7429fc00000016109AYs2TNq2bm[/ftp]
-33 x 12.50 BFG AT's.
MIA: Rear drive shafts and rear seat.
PaulC
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Post by A "CJ" on Mar 19, 2006 18:55:07 GMT -5
Ah yes, nothing like a fixer upper....  tim |
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Post by swampercj on Mar 19, 2006 20:06:45 GMT -5
I'll give ya $375. for it.
Looks cool Paul. Are you gonna junk the drivetrain and go BIG BLOCK and BIG AXLES?
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Post by PaulC on Mar 19, 2006 21:30:42 GMT -5
Tim,
I agree, fixer upper describes it perfectly.
Scott,
Tehnically it is a Big Block. Right now I just plan to get it running. New gears for the rear along with a mini spool, new rear drive shaft, and rebuild the tranny. While I have the T-case out do a twin stick mod to the NP 205.
As for the suspension. Rear I plan to fix the leafs with some newer bronco leafs with no add a leaf and keeping the 2" blocks while flippng the shackle from a tension shackle to compression shackle to give it 4 inches of lift. Putting a traction bar to help with warp.
Front putting Johnny Joints on the rear of the radius arms to help get rid of the bind, raise the radius arm mounts up so that it won't hang up on a parking block. From there just check everything out.
Sorry no 513 stroker and rockwells for this puppy. Just a mild mannered truck for now.
PaulC
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Post by sinwagon on Mar 19, 2006 21:37:48 GMT -5
too bad i can't pick up the other ramcharger frm my dad anytime soon would have springs from that. oh and don't forget to change your signature for your posts.
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Post by PaulC on Mar 19, 2006 22:46:37 GMT -5
The Ford NP 205 is the strongest t-case you can get from the factory. It came with 32 spline output shafts front and rear, cast case, only helical cut gears here (no chains or planetaries). Low range kind of sucks, but with an automatic it is liveable.
PaulC
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Post by JensYJ on Mar 20, 2006 0:36:34 GMT -5
I have to say that I am glad to be back from my mini vacation to Louisiana and Texas. I am just sorry that I couldn't wave bye to the M725 when the new owners left with it, my heart felt a little empty. I probably would have cried..........for JOY!!!!  But sadly that void was quickly filled by the Bronco that now adorns my oil stained driveway, trying hard to fill the tires of the beast before it. |
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Post by What It Was on Mar 20, 2006 0:57:43 GMT -5
"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 design 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 front 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. 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." --Some Military Vehicle website
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Post by CORE 4WD on Mar 20, 2006 10:12:03 GMT -5
The Ford NP 205 is the strongest t-case you can get from the factory. It came with 32 spline output shafts front and rear, cast case, only helical cut gears here (no chains or planetaries). Low range kind of sucks, but with an automatic it is liveable. PaulC And to add- "is the most popular (read adaptable and with aftermarket support) and strongest t-case easily available to 4x4 enthusiasts. Now there is a 3-1 gearset available as well, if you've got the coin. No more 1.9-1. What production trucks did the 200 and 202 (?) come in? I'm curious and don't feel like Googling, since you already did, Fife! Could be in a PNP near us? |
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Post by What It Was on Mar 20, 2006 13:05:04 GMT -5
Hey you gotta learn one way or another right?
I was told that parts for the 202-203 are expensive and hard to come by.. and seeing that the 205 is so common and durable..... that's why most people run with them... and the Atlas's. Not sure about what other vehicles besides the IH's they (202's etc) come in--- I'll look it up.... Something else to pick my brain!!! I know in my 69 IH truck... 1st is un-syncronized @ 6.93 and the 202 is 1.93.. or something to that effect.. I'll dig up the actual numbers and vehicles and post them... blablabla... Google sucks!! I can never find what I need on that.
Could one run two transfer cases? And if so, what benefit if any would be gathered or lost?
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Post by What It Was on Mar 20, 2006 13:27:23 GMT -5
Kaiser-Jeep used them (rockwell t221, NP200) in the M-715's and various related trucks. And from what I read the IH 202 has the same low range as the 205... The 203's are said to be a BIG PIECE OF JUNK... I'd type more but I have to go to work!!! I'll post more info later...
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Post by PaulC on Mar 20, 2006 13:46:09 GMT -5
I have a dual case (sort of) set up in the M715. SM 465 (6.32 1st) to a NP 203 reduction unit (2.03 low range) to a Ford NP 205 (1.96 low range). That is 122 low low range with the 4.88 gears in the axles. It is nice having a choice between 2 to 1 (1 t-case) and 4 to 1 (both t-cases) and not stuck with just high range and 4 to 1 low range. Only drawback is the length and size of the whole package, hard to fit under a short wheel base vehicle.
I'm sure the size and weight of the NP 202 would be one down fall, plus the lack of after market support and rebuild parts. The aftermarket support rebuild parts are still there for the NP 203 and NP 205.
PaulC
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Post by What It Was on Mar 20, 2006 21:50:52 GMT -5
Yeah.. that's what I've read... The 202 is big... I'd like to fit it under a Jeep along with the rest of the IH stuff. I believe I read that The 203 is bigger than the 202?... What kind of tranny do you have behind all of those gears?
So, running two transfers is a good thing on a big vehicle and is limited on a shorter vehicle....
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Post by PaulC on Mar 20, 2006 22:44:56 GMT -5
The 203 isn't a piece of junk, it just requires more maintenance. They are strong if the chain isn't stretched out. I have a SM 465 turning all the gears. The only part I have of a NP 203 in the M715 is the reduction unit, the rest is gone. Then I have the Stazz Works adapter to bolt the NP 205 to it. The NP 200 isn't a good transmission for the highway. Since it has offset drives it tends to heat up and eat seals and bearings. Still strong is properly maintianed.
If the NP 202 is divorced you probably won't be able to fit it in the Jeep, most likely it is. You'll have to put a jack shaft (mini drive shaft) between the 2wd tranny and t-case.
PaulC
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Post by What It Was on Mar 20, 2006 23:27:38 GMT -5
Hmmm, I guess I'll have to get all the parts down here and play with them... Possibly Make some adapters in the shop on the lathe and mill... and case harden them etc...
Once again.. Thanks!!!
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But sadly that void was quickly filled by the Bronco that now adorns my oil stained driveway, trying hard to fill the tires of the beast before it.
