ok automatic tranny pros...
what is the difference between a 2wd 700R4 and a 4wd 700R4? Will both be the same for t-case hook-up?
I have started looking for one and I want to make sure I get the right one...also, what t-case do yawl suggest?
Stock 3speed
np203
np205
300
Thanks

I don't know what happened to the 1st three posts!
Server hiccup?

I am running the 700R4 with a stock one piece TC and the AA adapter. (Same set up for 3 or 4spd. Just dif. Spline counts) When using AA you need the 2WD 700R4 with out the tail cone (just unbolt and through as far as you can). You can either cut down the stock shaft (as I did, since I bought an off the shelf Rblt. Unit) or have your trany shop swap out the out put shaft, a new shaft does come with the AA kit. As for using other TC, well according to the “POR Bible” the 208 and 241 both came on a 700R4 so if one of these is used you don’t need an adapter. (but now you are buying a 4WD trany, and you need everything that came out of the GM plant)

As for spotting a 4WD 700R4 over the 2WD unit just keep in mind the 2WD unit has the tail cone that will exit to a drive shaft. If the cone is off, the 2WD unit is the one with the long out put shaft. (3” or so over less than one inch for the 4WD)

Get a 4x4 unit with the 208. It is a damn good transfer case. Lots of guys I know run them.

Originally posted by helocat
I am running the 700R4 with a stock one piece TC and the AA adapter. (Same set up for 3 or 4spd. Just dif. Spline counts)

helocat...what was the cost of the AA adapter?
How much did you pay for the 700R4?
When you say stock one piece TC, do you mean the 3speed?

Thanks for the other info!

Nolan...what is the crawl ratio of the 208 and 700R4 setup? Does the 208 exit for a centered diff?

the only difference between the 2wd and 4wd versions is the output shaft (can be changed out for each other) and that the 4wd case uses a cast aluminum torque converter inspection cover which is held on by 6 machine screws, the 2wd having a stamped steel (shetmetal) cover held on by 4 self tappers.

nolen: for once i'll have to dissagree with you; 208 t-cases are not as great as you might thing. the needlebearing between the input and ouput gear fails quite commonly. if you want to run an aluminum case, go with the 241c. better design, stronger planet and chain, also 2.61:1 gearing. this case is a little harder to find because it was only used in the late 80's full size chevies in the passenger side front output configuration.:flipoff2:

all the np aluminum t-cases (207,208,228,229,231,232,241,242,249,........) are center rear output.
if you're a tricky fella you can convert the chevy 241 to a fixed rear yoke instead of the slipyoke design by using the output shaft and rear extension housing from a dodge 241d.:D

Originally posted by orangefj45
all the np aluminum t-cases (207,208,228,229,231,232,241,242,249,........) are center rear output.
if you're a tricky fella you can convert the chevy 241 to a fixed rear yoke instead of the slipyoke design by using the output shaft and rear extension housing from a dodge 241d.:D

Sure and all the Heep places have slip-yoke eliminator kits.

I have seen those 208's stand up to a lot of abuse, that is all I am saying.

Most of the 1/2 ton to 3/4 ton truck transfer cases will hold up fine to a mild v8 in a Cruiser.

Gear ratio is 2.62:1

Originally posted by BigDave


helocat...what was the cost of the AA adapter?
How much did you pay for the 700R4?
When you say stock one piece TC, do you mean the 3speed?

Thanks for the other info!

Nolan...what is the crawl ratio of the 208 and 700R4 setup? Does the 208 exit for a centered diff?

I think it was in the $500+ range, I really don't remember at this point. The 700R4 was a deal from an old timer that builds them to stay active in his post trany-shop retirement, it was only $550.00 with no core charge. Expect to find most shops wanting $900 to $1500 for a well built one. I am a firm believer of you get what you pay for, but this sucker is holding up! The guy also sold me a reblt. torque converter (lock up) for $100.00, the other guys want $200+ for them as well. I think this was his cost on the part. The other guys on the board have covered your other questions at this point. However my one piece TC is currently a 4spd. This gives me not quite 70:1 (with the torque converter being counted for 2.5:1) In Moab this year I never experienced needing any lower gears, with the smooth running 383 TPI the sucker just crawled along, love that torque! (Ok going down Lions Back I could have used lower gears for less brakes!)