OK, ok, I know this is kinda wrong, but Im trying to help a bunch of us out here, and I think there has to be someone on here that has their shit together with NP205 info. I know enough to get myself in trouble with GM stuff, but I dont profess to know hardly anything about the fords.

So, if you COULD, please, assist me in putting together a decent scrapbook of info on the venerable Np205 transfer case. I know, there are a couple of websites that have SOME info, but we all know that theres more.

What I am looking for are pictures of adapters, inputs, outputs, model changes, things that make this transfer case adaptable between makes, ie: ford, chevy, dodge.

If you can add to this, thank you in advance, and I will try to see that you get the credit.
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so nobody knows anything about the np205?



somehow, i dont believe that.

Ford went married with the 205 in 76, and they were available until 80 or 81 on F-350 4x4's with the highest GVW package. I've seen one factory under an '80, i've *heard* they could be ordered until 81.

All married 205's have a 31 spline input, 32 spline outputs front and rear, and the round 6 bolt mounting pattern. It's the same round pattern GM used on their 205's, but is clocked differently. If you try to hook a GM 205 to a Ford trans, the drop of the case points straight down.

Ford also never made a slip output 205, they're all fixed output.

Justin

um... yeah.

1973-1977 Ford F250 4x4 trucks used a divorced mounted NP205. (Fulltime versions had NP203 divorced setup.)

-Input, front output, rear output are all 32 spline with 1330 yokes.

halfway through 1977 the F250 4x4's got the married style NP205

rear and front output are 32 spline. They used 1330,1330F single cardan yokes and 1310,1330 Double cardan CV yokes.

however i had a 79 f250 with a married NP205, and the front output was 32 spline but the front output seal retainer had a smaller inside diameter than the rear output, could have been a bastard case from the factory, but on my current 79 f250 , all the yokes are interchangeable.

there is some weirdness in the seals from 78/79 and in the replacement parts
I "upgraded" my 78 to 79 style parts from broncograveyard.com
when you order 1330 from them you get 1330F

there is some weirdness in the seals from 78/79 and in the replacement parts
I "upgraded" my 78 to 79 style parts from broncograveyard.com
when you order 1330 from them you get 1330F

it is weird. might have something to do with factory options like camper special, GVW rating or xlt package? I haven't figured it out.:confused:

it's not a half ton/bronco thing is it?

1973-1977 Ford F250 4x4 trucks used a divorced mounted NP205. (Fulltime versions had NP203 divorced setup.)



Ford went married with the 205 in 76, and they were available until 80 or 81 on F-350 4x4's with the highest GVW package. I've seen one factory under an '80, i've *heard* they could be ordered until 81.


73-79 1/2 ton 4X4's were all married, including the FE.

I have heard of 205s being in the higher GVW trucks up till the early 90s at least. I am not saying it was factory, but it was in the truck, the previous (original) owner was not the type to go modifying trucks from factory configurations.

73-79 1/2 ton 4X4's were all married, including the FE.

look again at what i said, F250 were all divorced until halfway through 1977

no mention of half tons

it is weird. might have something to do with factory options like camper special, GVW rating or xlt package? I haven't figured it out.:confused:

it's not a half ton/bronco thing is it?

go read the ujoint catalogue.
sometimes the heavier GVW gets 1310s at the steady bearing and 1330s at each end
I cant make any sense of it.
the stock 1330 shafts from JBG were so cheap I just went with the 1330 stuff and bought the yokes and seals to match
I was a little pissed when the 1330F yoke is what showed up for the d60 as I wanted to eliminate all the conversion ujoints but I had to stuff it in to get to work.
Jess's HighAngleDriveline stuff will be going under it when the links get finished.

look again at what i said, F250 were all divorced until halfway through 1977

no mention of half tons

I added the half ton info that I knew to add to the information that was requested in this thread. If you had lumped 1/2 ton in to the 3/4 ton rule, I would have clearly said "you dont know your ford stuff from your ass." My post was made to fill in the hole that the mis-information, and lack of information over a specific model.

1973-1977 Ford F250 4x4 trucks used a divorced mounted NP205. (Fulltime versions had NP203 divorced setup.)

-Input, front output, rear output are all 32 spline with 1330 yokes.

halfway through 1977 the F250 4x4's got the married style NP205

rear and front output are 32 spline. They used 1330,1330F single cardan yokes and 1310,1330 Double cardan CV yokes.

however i had a 79 f250 with a married NP205, and the front output was 32 spline but the front output seal retainer had a smaller inside diameter than the rear output, could have been a bastard case from the factory, but on my current 79 f250 , all the yokes are interchangeable.

Could you elaborate about the yokes? What is difference between a 1330 and 1330F? I know the difference between single and double (CV) joints, but how do the yokes differ? I assume that they can't be used interchangeably. Thanks

1330F uses 1.125" caps the normal 1330 uses 1.0625" caps

hmm cant recall the yoke differences.
i think the CV yoke is unthreaded as the bolt passes through from the TCase side where the single u joint with straps the yoke would be threaded...but a u bolt style would be untreaded too...

well, so far, im impressed by the info you guys have on yokes. Theres some stuff I didnt know there.

I just used the 1350 yokes on mine. the divorced dodge case that I got my front output out of had a large seal bearing retainer that allowed use of the larger yoke.

Thanks for adding the info on 1/2 and 3/4 ton stuff. thats good to have as a reference.

I didn't know that a divorced 203 was ever made until now. They say,that you learn something new everyday.:D Was Ford the only one to use a divorced 203?:confused:

Could you elaborate about the yokes? What is difference between a 1330 and 1330F? I know the difference between single and double (CV) joints, but how do the yokes differ? I assume that they can't be used interchangeably. Thanks

1330F uses 1.125" caps the normal 1330 uses 1.0625" caps

hmm cant recall the yoke differences.
i think the CV yoke is unthreaded as the bolt passes through from the TCase side where the single u joint with straps the yoke would be threaded...but a u bolt style would be untreaded too...

Double cardian, there is no true constant velocity point. :shaking:

Double cardian, there is no true constant velocity point. :shaking:

everyone calls them CV cause it is faster then typing "double carDAN"

I didn't know that a divorced 203 was ever made until now. They say,that you learn something new everyday.:D Was Ford the only one to use a divorced 203?:confused:

Ford, dodge and chevy all used them.... kinda hard to find, atleast around here.... I've been looking for one for a couple months now with no luck... found a few up north, but the shipping killed the deals...

Ford, dodge and chevy all used them.... kinda hard to find, atleast around here.... I've been looking for one for a couple months now with no luck... found a few up north, but the shipping killed the deals...

ford is the only manufacturer ever to use the np203 in a divorced application. They just had to be different.

1330F uses 1.125" caps the normal 1330 uses 1.0625" caps

hmm cant recall the yoke differences.
i think the CV yoke is unthreaded as the bolt passes through from the TCase side where the single u joint with straps the yoke would be threaded...but a u bolt style would be untreaded too...

a ujoint with a 1 1/8"cap, 3 5/8 cross measurement would be a 1350 joint
a ujoint with a 1 1/16"cap, 3 5/8 cross measurement would be a 1330 joint.

Ford, dodge and chevy all used them.... kinda hard to find, atleast around here.... I've been looking for one for a couple months now with no luck... found a few up north, but the shipping killed the deals...

ford is the only manufacturer ever to use the np203 in a divorced application. They just had to be different.


I just read about them the other day, so I went back and read it again just now.... and I'll be damned if I hadn't read it wrong... you are right.... Ford was the only ones to use them.... My mistake...

a ujoint with a 1 1/8"cap, 3 5/8 cross measurement would be a 1350 joint
a ujoint with a 1 1/16"cap, 3 5/8 cross measurement would be a 1330 joint.

Wrong 1350 series have 1 3/16" caps

1 1/16" cap x 3 5/8" cross 1330 small cap
1 1/8" cap x 3 5/8" cross 1330 big cap
1 3/16" cap x 3 5/8" cross 1350 '

Wrong 1350 series have 1 3/16" caps

1 1/16" cap x 3 5/8" cross 1330 small cap
1 1/8" cap x 3 5/8" cross 1330 big cap
1 3/16" cap x 3 5/8" cross 1350 '

ok, then. Thanks for the correction. now we are adding good tech info to the list.

however i had a 79 f250 with a married NP205, and the front output was 32 spline but the front output seal retainer had a smaller inside diameter than the rear output, could have been a bastard case from the factory, but on my current 79 f250 , all the yokes are interchangeable.

there is some weirdness in the seals from 78/79 and in the replacement parts
I "upgraded" my 78 to 79 style parts from broncograveyard.com
when you order 1330 from them you get 1330F

it is weird. might have something to do with factory options like camper special, GVW rating or xlt package? I haven't figured it out.:confused:

it's not a half ton/bronco thing is it?

Maybe this will help. Its still a little hard to follow, but it should explain why there seems to be so many different yokes and seals on Ford 205's.

1/2 tons prior to 79 will have 1310 u-joints, 79 and up went to 1330 size u-joints. the 1330 yoke has a larger sleeve od, therefore the corresponding seal id is larger. The seal od is the same, therefore the bearing retainers are the same, and interchangeable.

3/4 tons always used the 1330 out back(I'm not sure about where they used the F though) since the rear was a Dana 60 and that was the standard size for that. Prior to 79, if the front was a 44, it would have had the 1310. 79 and later would have had the 1330, but, the F-250 was also available in 78 and 79 with a Dana 60 front end, which would have got the 1330 regardless of year. Since the 79 F-350 was a 79 and had D60's f/r, naturally they all had twin 1330's as well.

Hopefully you can see now that any combination of f/r yoke size is possible on any vehicle since these trucks are now 30+, and have undoubtably had many swaps since then. When encountered with these challenges, the installer could have used a combo joint, parts from a donor drive shaft, redid his drive shaft, or swapped one or both his yokes(and seal) on the replacement case, so now anything is possible. The only trick is getting the size yoke you want to run, and then the correct corresponding seal. They are all 32 spline yokes, and the seal ods and bearing retainers are all the same, so they are completely interchangeable.

Another little tidbit along the 78/79 break also. Prior to 79, the linkage between the shifter and equalizer bar on the case was constructed of roundbar. In 79, they went to a flat bar design. I'm told the flat bar is stronger, but I never had a problem with the roundbars, and to me it seems like if you don't have a super free pivot on the shifter the flat bar is harder to throw. The roundbar is much more forgiving on angles and stuff when it starts to get worn(IMO).

oh I had both linkages here.
I am rebuilding a 79 205 for my 78
if I find the stock linkage I will get a photo, I may already have an image....

a ujoint with a 1 1/8"cap, 3 5/8 cross measurement would be a 1350 joint
a ujoint with a 1 1/16"cap, 3 5/8 cross measurement would be a 1330 joint.

I posted facts, you muddled it with BS
1330F is different then a 1330 in that the cap size on the 1330F is 1.125" vs a normal 1330 which is 1.0625.
Look it up by application
http://www2.dana.com/expertforms/dek350.aspx

then the specs for the 5-1204x which is fordds goofy 1330/1330F conversion joint
http://www2.dana.com/Expert/wc.dll?hvtss~dedsec~4~5-1204X~

Could you elaborate about the yokes? What is difference between a 1330 and 1330F? I know the difference between single and double (CV) joints, but how do the yokes differ? I assume that they can't be used interchangeably. Thanks

1330F uses 1.125" caps the normal 1330 uses 1.0625" caps

hmm cant recall the yoke differences.
i think the CV yoke is unthreaded as the bolt passes through from the TCase side where the single u joint with straps the yoke would be threaded...but a u bolt style would be untreaded too...

Sorry, missed this earlier. All front yokes take the double-carden style u-joints except the highboys(pre 77.5 F-250's). The single u-joints all use u-bolts, and the double cardens all have bolts that thread into the shaft yoke, so all t-case yokes are through-hole, and therefore interchangeable w/o worry.

I intentionally left the highboys alone because I am no longer familiar with those sizes. I know my 73 had stock combo joints on the rear, and between the 6 joints for intermediate, front and rear, I think there were 3 or 4 differents sizes. Makes you carry a lot of spares.

The rears on low boys and F-350 are all single joint. The Bronco rears are also double-carden like the front. I believe the 1/2 ton trucks are dc for short-bed and single for long bed, but I'm not certain at all. Someone familiar those shafts will have to chime in here.

All the info I've listed was just pertaining to the 205(or 203) t-cases, so these are only 4WD's I am talking about. There are a host of other combos out there for the 1/2 ton, 3/4 ton and 1 ton 2WD's, with and w/o center support bearings, that I am not familiar with off the top of my head.

I posted facts, you muddled it with BS

well, since i was asking for info when i started this thread, I do appreciate the clarification.

if you feel i muddled the thread with bs, sorry. You should probably understand that as a GM fan, i am not aware of the funky shit that ford produced, hence the reason i asked the questions.

Ford wasnt the only manufacturer to produce funky shit, either.

double cardens all have bolts that thread into the shaft yoke, so all t-case yokes are through-hole, and therefore interchangeable w/o worry.


thats right i had to go check my old yokes and they are the same, my mistake.

not that i care, my junk is all 1410 anyways.:smokin:

well, since i was asking for info when i started this thread, I do appreciate the clarification.

if you feel i muddled the thread with bs, sorry. You should probably understand that as a GM fan, i am not aware of the funky shit that ford produced, hence the reason i asked the questions.

Ford wasnt the only manufacturer to produce funky shit, either.

I had a chevy 4x4. ford shit is not funky at all compared to chevy.
your infamiliarity with it does not = funky