Below you will find a detailed list of the NP Transfer Case parts that includes complete rebuilt Transfer Cases, bearing rebuild kits, gaskets, seals, small parts, individual bearing, forks and sliders, shafts, chain, sprockets and miscellaneous parts.
If you need more information or cannot find the parts you need give us a call, if you would like to save money, ask about our good take out parts GTOthey are inspected and guaranteed. Use our online shopping cart, just double click the part number and see additional information, add to cart or proceed to check out.
If you need more information or cannot find the parts you need give us a call Discount on G6 partsWe can help free knowledgeable technical support! We have a large inventory of rebuilt NP transfer cases plus Transfer Case parts. The NP is a single piece cast iron case with helical gear driven transfer case with a 1. The GM NP has a passenger side front output and is available in fixed or slip yoke output, the 10 and 27 spline versions require drive sleeves to mate to the transmission.
Building an off road truck? The NP is widely used because the gear drive unit is much stronger than a chain drive unit. Give us a call and we can help you with interface issues to your desired transmission. The helical gear set in the NP is thicker which allows more surface area to distribute the load over a wider surface. The NP was manufactured with manual shift, it is a replacement unit for the earlier units, it is a part time case. The front driveshaft will not receive power when in 2WD the transfer case is gear driven, 1.
In addition to a rebuilt unit NP transfer cases with a 12 month warranty we offer all parts required to rebuild your unit, we have new part and we can provide good used takeout parts to save you money!
Below we provide a NP parts illustrations to assist you with the correct identification of the parts you need. Select the parts you require from the the list below and give us a call. See the complete line of products that we offer at www. To speak to a Drive Train Expert or to place an order call toll free ! Midwest Transmission can Cryogenic Treat any shaft or gear. Call for a quote. You can also use other WordPress widgets such as recent posts, recent comments, a tag cloud or more.See all 26 photos.
It was introduced in and used until about This transfer case is considered by most people to be nearly indestructible in most applications. The cast iron housing combined with beefy internals puts this case weight at nearly pounds dry. High-range gearing isand the NP has a low-range ratio of 1. It was offered in both driver-side and passenger-side front output versions. There were two input mounting configurations: figure-eight racetrack as shown in the lead image and a circular six-bolt pattern.
Multiple input spline counts were available to mate with a variety of factory manual and automatic transmissions.
NP205: Beefy Transfer Case Made Better
GM cases were always passenger-side front output. The GM SM manual versions of the NP had a male spline input, and the TH automatic mated to a spline male input, both using drive sleeves to mate the transfer case shaft to the transmission shaft. The TH automatic versions used a female spline input. Beginning inGM swapped over to the circular six-bolt pattern with a longer spline input used for both the TH and the SM Ford used driver-side front outputs and a divorced NP in its trucks from about tothen changed to a six-bolt pattern married NP with a spline female input through Passenger-side-drop divorced cases were used on Dodge trucks in the early s until a married version with the figure-eight mount pattern came along.
Inputs used drive sleeves and were male spline in most cases or male spline when used in the diesel trucks behind the five-speed Getrag manual transmission. International Harvester also used a passenger-drop divorced version of the NP from about to Note that there were some other weird combinations and custom-order variations with the NP that are hard to fully describe, so it's a good idea to fully understand what you have in your transfer case before ordering parts.
Rear output shafts on all versions mate to a spline yoke. The and older versions used a fixed rear-output yoke, while some later versions often used a slip-style yoke at the tail. Front output shafts were typically spline early or spline late pieces, with the crossover occurring around See all 15 photos. The venerable NP transfer case has a reputation for being as tough as a rock, but the truth is--it's even tougher.
Just let this cast-iron beauty slam down on a trail boulder and watch the chips scatter. If that isn't a tough enough reason for using this unit on your wheeler, we don't know what is. Small and relatively compact, the stock NP's only serious drawback is the menial 1. We've seen this geardriven case used and abused by massive amounts of big-block torque and monster tires and run to death with water in the oil, and we've been constantly amazed at its durability.
In fact, we doubt this unit, properly built and maintained, could be seriously hurt. The came in GM, Ford, Dodge, and International trucks as far back asand it was produced in GM trucks until the mid '80s when the NP finally replaced it in all applications except for cab and chassis trucks, which kept the until ' The venerable was made in lefthand drops for Ford and righthand drops for the rest, as well as remote and married versions, and late-GM applications even had a slip-yoke rear housing.
Different input and output shafts were used through the years, but the core case design and center cluster gear remained the same on all units. Identifying an NP is relatively easy: It has a cast-iron case and center idler shaft with a nut on the front and a three-bolt cover on the rear, is about 12 inches long, has a center rear output, and usually has an ID tag above the front output shaft.
The super-tough NP case is found on many '70s and '80s vehicles from all manufacturers. This casting number C on the left identified that we had a ''77 GM case with direct mounting, which is almost exactly what we wanted. The case to the right is a mid-'70s Ford with direct mounting and a lefthand drop.
Notice the eight-bolt racetrack type pattern on the GM case, which was used from '71 to '85, before the common six-bolt round pattern was introduced. In fact, the company even offers reproduced factory style adapters for the hard-to-find TH and THto-NP, and even one for the never-produced R4.
The company even has a special bearing available to run a lefthand drop behind Chevy and Dodge trannies for those of you with your front diff on the left side. Owner Ed Hotard sat down with us to go over the many variations found in the over the years, and came up with a killer recipe just for our uses. Our present TH had a cracked case, and we knew we could sell the functionalso we decided to rebuild the TH with a short output shaft for a stock TH application.
Building a Bulletproof NP205
This is the shortest and strongest combo and required a minimum of modifications. However, we felt that the 1. The Doubler is essentially just an NP low-range reduction unit, and is designed to bolt between the transmission and transfer case.
This doubles the gear reduction and gives us many more options for wheeling. We also wanted the twin-stick conversion for shifting thewhich Off Road Design offers as well.
Our new plan was to use the factory THto-NP output shaft in the tranny so that the Doubler would bolt right in. Strong, simple, and usable is what we wanted, and this would work great. We even upgraded the front output shaft for maximum durability. Check out how we put the transfer case together with this assortment of parts, and wait for a future issue to see the trick TH and Doubler install. Case Variations The NP has numerous variations, only a few of which we show here.
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 The most common varieties are the early-model GM A with eight-bolt racetrack pattern round six-bolt front mounting pattern shown herethe Ford remote mounted with a fixed yoke on the input shaft Band the late-style GM with a slip-yoke rear output C. Even input bearing diameters vary, so measure to see which one you have.
For super strength and durability the THto-NP package is ideal. The long female input shaft and six-bolt circular mounting surface make for a great package, but we decided to do things differently.These shafts are heat treated gear steel; they are super strong and super tough and made at our shop in Canada.
We do NOT respline factory shafts. With our kit you can drop the clutch in confidence! This means you do NOT need one wrench on the bolt head and one on the nut. You simply tighten the bolts through the NP range box directly into the adapter. Its all in the details. First things first - What on earth is "clocking"? Clocking is the ability to mount usually a transfer case in the 4x4 world at different rotated position compared to stock.
Rotating a transfer case up or down from the factory location has its advantages as well as downsides: Clocking your transfer case up is often done as it easily increases ground clearance under your transfer case.
However it will also create steeper driveline angles on your front driveshaft. Steeper driveline angles require expensive driveshafts to run at the required angle.
Clocking your transfer case down is sometimes necessary on vehicles with a large amount of lift. This is done to flatten driveline angles; however this is at the cost of ground clearance under your transfer case. Although some of our competitors can offer their adapters in a clocked position usually at an upcharge!
NP205 Transfer Case
Our adapter allows our customers to mount their transfer cases in various positions to find what works best for them. At any point you can disassemble the adapter, change the rotation, and try the new position in your rig.
Why Dual Transfer Cases? As our vehicles become more and more capable rigs, and after developing areas such as suspension, lockers and tires, we find our vehicles lacking in one area: Control and Gearing. The lower your gears are, the more control you will have over your vehicle. With proper low gearing you will be able to "crawl" your vehicle over obstacles that you previously viewed as impossible! This is where our Dual Transfer Case kit comes into play.
Our Adapter kit allows you to mate the reduction box portion of a NP transfer case to the stout NP The addition of the NP range box gives the option to run either transfer case independently in high or lowor to run both in low x and DOUBLE your reduction for an astounding low!
Our kit mates factory NP and NP transfer cases, giving a wide array of vehicle application compatibility, not to mention the all-gear combination is capable of handling big block power! Read on, you'll come to find that the NorthWest FabWorks kit is far more than just average What Does The Kit Include? What Else Do I Need? On top of our kit you will need:. You will need a NP version that will bolt to your Transmission. NP's are available from the factory in 10, 23, 27, 31, and 32 spline input, as well as divorced yoke input configurations.
Dodge used divorced NP's from ''74 in their entire truck line, then used married NP's only in the W and W trucks from '' The NP is identified by several features: 1. The transfer case is one piece of cast iron. There is a small idler shaft cover on the back of the with 3 small bolts holding it on. This is somewhat unique among transfer cases. The overall length of the NP in fixed output yoke versions is about " from the front of the case to the center of the output yoke.
The shifter is a very simple lever operating a crossbar between the two shift rails that plunge in and out the front of the case. NP's came with a variety of input gears depending on application:.
Divorced 32 spline male: Ford Also found in uncommon CUCV military pickups with on-board generator in figure 8 cases. Ford and Dodge NP's use 32 spline fixed outputs front and rear, always.
GM rear output shafts were fixed style from '' In '80, all GM trucks got 's with a slip yoke rear output. From ''91, 's only came in K30's, and single cab trucks got a slip yoke rear output, crew cabs got a fixed rear output. The fixed yoke and slip yoke rear outputs are interchangeable.
Pictured below is a Slip yoke rear output and a fixed yoke:. GM front outputs varied as well. In the early 80's GM introduced automatic locking hubs, these required a special synchronizer on the front output to spin the front driveshaft and make the front hubs lock when you pull back on the 4WD shifter.
Only K30's with auto hubs got synchro 's, K30's with manual or full time hubs got normal 's. You can tell a synchro from a non-synchro externally quite easily by looking at the back of the front output. See pictures below:. Normal cover, if the bearing is removed there is a hole in the center of it.
Pictured below is a synchro cover, the aluminum casting covers up the bearing, there is also an oiling groove that is unique. The synchro is generally undesirable because parts are tougher to come by and, because everything on the front output side is special the gears, shift fork, even the shift rail! GM pencil gears have varying tooth counts, those are how the speedometer is adjusted. There is a letter stamped on the side dictating how many teeth the gear has:. The speedometer gear on the output shaft can't be substituted with another, they will physically interchange but the teeth are different heights and the pencil gear won't mesh with the wrong output shaft gear.
Output shaft speedometer gear tooth counts below:.Full Size Ford trucks are not the most popular for transmission upgrades. Most of the early Ford trucks produced had either a single gear ratio Dana 21 transfer case or they had a divorced New Process transfer case. The Dana 21 was very light-duty and, therefore, not very popular to adapt to.
No adapters were required when changing transmissions, just a custom driveshaft did the job. Fords were a married NP always having a 31 spline female input with large input bearing. All Ford versions had fixed rear output shaft 32 spline and 32 spline front output shaft. At that time, they still offered the NP on special order applications. They all have a circular 6 bolt pattern, a 31 spline input, and the same index diameter.
The New Process has one difference that does play a part with our adapters. The adapter requires a clearance notch for the stock transfer case shifter linkage. Since these Ford transfer cases all have the same basic configuration, the task of swapping a Ford 4WD transmission with another Ford 4WD transmission can normally be accomplished with the stock adapter.
The adapters we manufacture are designed to couple the different Chevy automatic transmissions and the NV 5 speed transmission to the Ford transfer cases. We also have designed bell housing adapters to couple the Chevy automatics and the NV transmission to the stock Ford engines.
Our Technical Data Knowledge Base contains information See what others are saying about Advance Adapters!! Click Here! Testimonials See what others are saying about Advance Adapters!! Contact Us Call us today at NP Rebuild Guide. The NP gear driven transfer case is considered by many to be the king of bulletproof. Here is a documented tear down and rebuild of this unit. This can be done without a press, and with basic tools.
Follow along and look at the photos provided then you will be ready to do this rebuild on your NP Drain the transfer case. Disconnect the rear axle drive shaft and front drive shaft from the flange at the transfer case. Disconnect the shift selector rod and the speedometer cable. Secure the transfer case to a transmission jack or other suitable jack, and remove the mounting bolts Note: This is one heavy and awkward unit so use caution when lowering.
Lower the tranfer case and place it on the floor or work bench. Clean the case so that no dirt can get inside when you start to tear it down. Remove the lock nut from the front output shaft assembly. Note: If you do not have a flange holding tool, the easiest way to remove this nut is with an impact wrench. Remove retainer from case. Note: The use of a pic or small screwdriver may be necessary to pry the retainer off. Remove the 8 bolts from the rear bearing retainer.
Large aluminum plate. Remove retainer plate from case. Using a rubber mallet, tap the front output shaft assembly from the case. Remove the snap ring from the front output shaft bearing and remove bearing from case. Remove the 4 bolts from the input shaft seal retainer, and remove retainer from case.
Remove the 8 bolts from the rear drive output shaft assembly. Remove assembly from case. There are 15 roller bearings in the assembly, put them in a small ziplock bag. Remove the snap ring from the input shaft bearing. From inside the case, grab the input shaft assembly and pull the assembly out.
Note: Tapping on the input shaft with a small hammer will ease removal. Remove the two shift rail poppet nuts and springs from the case. There is a ball bearing in each hole that can be removed using a slim magnet.
Note: If no magnet is available, you can tilt the case over and the ball bearings will fall out. Position both shift rails in neutral to line up the shift fork retaining pins. Using a narrow punch, tap the shift fork retaining pins out.1967 Ford F-250 12v Cummins
Note: Pins will fall to the bottom of the case. Remove the range shift rail short one first, then the 4 wheel drive rail long one. Note: When you remove the rails hold the shifter forks with the other hand and remove them from the case. Keep them together.