I'm sorry. There are no planetary gears in the transfer. However, there are
four sets of them in the transmission. The first two sets control your gear
ratios. I.E.. 1st through 4th gears. The third set controls the direction of
the vehicle. I.E.. forward or reverse. And the fourth set controls the
high/low section. I.E.. high being direct drive and low being the reduction
side. Again, I must say that this all make more sense when you actually see
the parts and look at how they work.
You can easily spot the reduction unit like Dr. Deuce(A.K.A. Steve) said.
The front part looks like a normal transmission, but then theres this big
circular hump in the rear section. This is where the reduction unit is
housed. This is do to the cone-type clutch. Also, from what I've heard, it
is true that it's basically the same transmission used in the Cadillac's of
the late 40's and early 50's. Parts are still available from auto parts
dealers but are very expensive. (I.E.. transmission parts only, there were
no reduction units on Cadillacs.)
P.S. Hope your head feels better :->
Ken
Lone Star - M.V.P.A.
Newsletter Editor of "The Transfer Case"
53' XM211
54' XM105E3
-----Original Message-----
From: Dave Cole <DA_Cole@compuserve.com>
To: Ken Weiss <kweiss@wans.net>; MV List <mil-veh@skylee.com>
Date: Monday, March 23, 1998 09:23
Subject: Re: [MV] M-211 repower questions
Message text written by "Ken Weiss"
>I'm not sure what your talking about. First, you have the engine and it's
connected to the transmission which incorporates the reduction unit. The
engine and transmission are connected directly together. The transmission
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 end
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 external
power take-offs. These are 1. linkage that engages/disengages the transfer
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 the
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 sure
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 that
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 lot
more sense. I'm glad to hear that the transfer case is a solid peice.
Thanks,
Dave
=
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