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Are all GU transfer cases the same from 4.2's through to the last of the 3.0's? With the same ratios & mounting patterns? What might one in good condition (low mileage or rebuilt) be worth?
I will need to decide to keep the NP205 case.or switch to a Patrol one on the OKA. Not yet sure of the pros/cons of going either way, just that both types are used.
Go the Patrol one, at least you'll have a small Nissan bit of reliability in threre. . TBH wouldn't have a clue about the other one so don't take my advice [emoji6] . . .
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Ooohhh. A GU TC with 43% Reduction gears would be the duck's nuts.
Please don’t take this as gospel Cuppa Mate but seem to recall the exact same transfer case code throughout my entire GU Gregory’s old manual which covered 2.8/3.0/4.2/4.5/4.8 I believe but wasn’t searching properly for your answer, just possibly recall noticing a trend.Quote:
Originally Posted by Cuppa
Think it’s the GU 1998 -2014 Gregory’s manual somewhere deep in the shed sorry [emoji23]
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Its only the adapter housing that changes for the 2.8/3.0 gearbox and the 4.2. the ratios and tc is the same.
Adaptor for for Allison auto to Gu Transfer case I've been told $2500!Quote:
Originally Posted by PeeBee
Ask Nicely, Maybe a ‘Thanks’ to the Blokes every few years and there could be one or two floating around the Hills Cuppa Proud Mate [emoji23][emoji106][emoji106]Quote:
Originally Posted by Cuppa
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My god, thats a bitter pill to swallow, I guess the demand is low, production run low and R&D high. I had a Mercedes Benz Galendenwagen which runs a separate transfer case connected with a drive shaft. I would not recommend this configuration to anyone. The torque reactions are different from gearbox and transfer cases, and vibration was a huge issue. Also, there was a need for a torsion arm between the two to try and even things out. was a constant PIA as the vibration could start at anytime and Mecedes Benz didn't have a fix. Best to run a connected system so the mounts take care of the accumulated reaction as a system.Quote:
Originally Posted by Cuppa
Interesting to read that Phil, the earlier OKA's (XT) had a mated (married) Transfer case (NP205), the later LT's had a remote (divorced) Transfer case (Rockwell) which was renowned, apart from being incredibly heavy & 'sucking a *lot* of the Perkins motor's meagre power output & running very hot ..... to create an awful lot of vibration through the chassis. The one I'm buying has the earlier NP205 TC 'divorce mounted'. A relatively common (if there is such a thing among OKAs) modification to the later LT models. I didn't detect any vibration when I drove it, but I must admit that on the basis of keeping things simple & for the reasons you describe, I am leaning toward the 'married' Patrol TC. In remote rough country the fewer external shafts spinning in seals (which always) have a potential to leak just seems like a good idea to me. And I believe the Patrol TC may possibly give a slightly lower geared drive ratio too. The NP205's are apparently worth good money & selling one may just about pay for a Patrol TC & it's expensive adaptor to fit onto the Allison.Quote:
Originally Posted by PeeBee
There is an alternative to fit the NP205 direct on the back of the Allison (with another expensive adaptor) I think, so overall cost would be higher as nothing to sell to recoup cost, plus the Patrol TC has a great reputation & I've never had any concern about ours.
@Cuppa, its a funny thing, vehicles can have identified issues as a model, yet some specific vehicles don't present with the issue.