Yes.

 

If I am reading all this correctly, the Getrag you have is a 2WD, right ??

Were it myself, I would seek out or fabricate the necessary components to DIVORCE-MOUNT that NP-205.

Done right and braced properly, there are a host of advantages to having the transfer-case divorce-mounted.


The only reason that the auto-makers started using the "married" transfer-case is cheaper and quicker to install on the assembly line.

 

I would consider that, what transfere case would I use? I remember the old Fords, and driveline issues. Does anyone have more info on a divorse? T-case, I wouldn't mind getting rid of my midship carrier, Let me know, Artie

 

A NP-205.

The one you have should be adaptable to divorce-mount.

 

SOOOO.... Summary is this. If I wanted anything else in my Dodge, other than a A518 ( or use A518 hybrid with the 47rh) 23 spline T-case.
I need to have a 29 spline transferecase. NV4500, NV5600, Getrag 360 or complete 47rh? Does the divorced NP205 have more driveline vibrations? And the advantages would only be, that I could do anything trans wise, in front of it, then adjust my intermediate driveshaft?
Has any of the rockcrawler crowd devised a companion flange to connect trans output to T-case input without a driveshaft?

 

A properly mounted divorced unit will have no more vibrations than a carrier-bearing.


Auxilliary units were divorce-mounted in big trucks for years.


Flanged U-joint yokes are available for the 205 and could easily be fabricated for a Getrag.


Most of the drive-line vibrations that divorce-mounted transfer-cases got the blame for were actually caused by the front drive-shaft and the fact that most of the trucks of that time had no provision for un-locking the hubs.

 

The divorced thing is what I'm working on. Looking for pros and cons?
Easy way or the hard way, and it's never the easy way.

 

There are so many different ways to do transfer case set-ups.
One of which I gave you over the phone, artie.

Mark.