and the reduction unit are contained in one unit. The transmission in
towards the front of the vehicle and the reduction unit is in the tail en=
d
of the transmission. The transfer case is a separate unit. It's connected=
to
the transmission/reduction unit by a very small drive shaft. The transfer=
then transmits power to the three axles via three separate drive shafts.
The
is only 2 pieces of linkage to the transfer, if you don't have any extern=
al
power take-offs. These are 1. linkage that engages/disengages the transfe=
r
case from the axles, therefore not allowing the vehicle to move when the
transmission is in gear. 2. To allow the transfer to go in reverse when t=
he
transmission is shifted in to reverse.<
--Sorry, you were perfectly clear, I must of hit my head on the keyboard=
!
(;->)
>As to the whether or not is an early NP205 transfer, I have no idea. All=
I
know is that its made by the G.M.C. Truck and Coach Division. I'm not sur=
e
who makes the NP205. Is it a GM product? The NP205 control the reduction=
with in it's case, right?<
I thought that you said that the transfer case in the 211 and 135's had a=
planetary gearset in them. The only civy transfer case that I know of th=
at
uses a planetary gearset is the NP205, which was made by New Process gear=
but then put into a number of different trucks including GMCs, mostly the=
bigger 1 ton and up trucks. I don't think the NP205 had automatic
engagement for the front wheels via two sprag roller clutches though so
obviously there are some basic differences.
I've been on my back a couple of times under a M211 and now it makes a lo=
t
more sense. I'm glad to hear that the transfer case is a solid peice. =
Thanks,
Dave
===
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