GU Transfer case

[Cuppa]

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.

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.

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.