and while you can get a Dana 50 truck close to 2WD height, Dana 60 trucks sit considerably taller because the axle won't clear other components otherwise
FWIW, a D60 can yield just as low ride height as a D50. Anyone who thinks otherwise is fooling themselves (FORDF250HDXLT, I'm looking at you)
I wonder if a person could use a this style of
gear vendors between the trans and transfercase.
Being used in a motorhome application, it's very possible this particular unit is actually of the underdrive. Motorhomes often have the issue of too much weight and not enough lower gear to get it moving. GV themselves state as much on their website, or at least used to. Of course it all depends on how said motorhome axle is geared, so best check the serial # somehow (idk how) before bidding.
this was my thoughts. if i went 4x4 i would want to be able to use the GV in 4x4. otherwise it feels redundant having a gv and towing without it during poor weather conditions. Guess i just wanna have my cake and eat it too.
No, you're absolutely right. Honestly, I don't think any auxiliary transmission that cannot split all gears in the main box and on top of that cannot be used in 4x4 mode is worth what they want for that thing. There are better ways, yeah they take some fab work but there won't be any worries about blowing up the thing either... Besides, who here doesn't like to play with a torch?
I don't think anyone makes an add on overdrive that you can use in 4x4 operation.
Since 4x4 can't be used on hard surface anyway, I can't see an advantage to having "4x4 overdrive". Down the road at highway speed, having overdrive to lower engine RPMs makes sense, and fuel mileage.
Directly from GV's website: "Fact is, when you are in 4X4 there is very little desire to use GearSplitting and overdrive unless you are racing (and we do make the in-between kit for that purpose)"
So apparently attempting to get a heavy trailer up a grade on a lousy surface is racing... Typical scenario would be towing a big camper in bad winter conditions - you want the 4x4 for traction, and you also want to make the smallest possible gear jumps so you don't lose whatever little traction you have. On the dry side of things, sometimes you want both axles turning just so you can share the load and not risk blowing the rear U-joints (especially the 1330s), and at the same time you really wanna be able to split the gears cause especially the 1-2 on a wide-ratio main box pulling uphill can drop you right into idle territory which can stall you right then and there.
Looks like a standard Ford round transfer case bolt pattern on both ends? If so that would be pretty slick.
Yes, this most certainly appears to be the type that goes between the transmission and the transfer case, because it most likely came out of a motorhome with a driveline brake (same deal as with F-Superduty trucks and their transmissions that can accept a transfer case in place of the driveline brake). Unfortunately according to GV's website there is no such animal in production anymore. Maybe they realized the error of their ways, in the sense that they can market the same thing now as a "racing-only" setup and ask premium for it... Which given their assholy policy of adapter exchanges wouldn't surprise me one bit.
If going that route of having to get a removable bell housing, I definitely wouldn't get a ZF.
Gotta say of the trucks I've driven (well pickups anyways) my favorite standard trans was the sm465 in my 79 Chevy. A real truck trans, just no overdrive.
NP435 > SM465, but yes. Btw your comment about 4x4 putting you in the ditch faster than 2wd is bull, and you know it
