The 271F transfer case is always at the core of every true 4×4. The transfer case utilizes the transmission to receive power from the engine. From there, it transfers it to the rear and front axles. However, there are several different factors to all transfer cases. Over the years, professionals have utilized many different designs to send power to the rear and front of their 4x4s.
The venerable NP205 is one of the transfer cases that has topped the heavily modified off-road kingdom list. Therefore, others tend to have issues even in stock applications. There are some advantages and drawbacks with each transfer case. The good side is that the outcomes have granted the most prevalent transfer cases an abundance of aftermath add-ons after embracing them to enhance reliability and performance.
This piece details some of the most notable and popular transfer cases and the modifications people may need to consider when making the splitter in their 4×4.
The Jeep vehicle applications use more of the NV231 than any other transfer case ever provided. Thus, it has available a complete array of aftermarket upgrades. Dodge and GM also use the NV231 in various full-size and midsize 4x4s over the years. There are also interchangeable Dodge, GM, and Jeep transfer cases with many NV231 upgrades.
There can be issues with some NV231 applications’ body-mounted shift linkage, thereby malfunctioning, particularly when combined with aftermarket replacement skid plates or body lifts or when worn. Novak, TeraFlex, and advanced Adapters offer shifter linkage or brackets that solves these shifting issues.
Jeeps like Wrangler with lifted short-wheelbase with the NV231 do not perform well with the factory driveshaft and slip-yoke. A CV-style driveshaft and slip-yoke eliminator can offer a much more reliable and comfortable vibration-free ride.
Experts have long considered the NP205 as the ultimate transfer case. However, it still needs improvements, particularly in extreme big-tire, high-horsepower, and heavy-duty applications. Professionals used the NP205 from the 1960s to 1990s in GM, Ford, and Dodge full-size trucks. They used different output shaft spline’s diameters counts, input shaft diameters/spline counts, and bolt patterns over the years, based on vehicle application and make.
People can upgrade the weaker 30-spline and 10-spline factory front outputs in some NP205 transfer cases to a factory heavy-duty 32-spline front output. They can also get an aftermarket 32-spline fixed-yoke rear output for the NP205 later versions of the factory with the less-desirable slip-yoke. A heavy-duty rear output shaft and a rear billet output bearing retainer are some of the other products for the NP205.
Many often overlook the Dana 20. However, its compact size gives it an admirable transfer case. It is an excellent candidate for an at-home rebuild with its simple design. People can get the Dana 20 versions in Ford, Chevy, and international Harvester vehicles, even though the most common is the Jeep version. In addition, the Jeep Dana 20 has the most aftermarket support. One of the many weaknesses of the Jeep Dana 20 is the unbelievable 2.03:1 low range ratio. Other potential weak spots are the 1 1/8-inch-diameter coarse 10-spline rear and front outputs.