LCAM-01XA
Full Access Member
This was going in my truck, spins nice and shifts thru the ranges good so I was somewhat tempted to just bolt it on and go, good thing I decided to play it safe tho and opened it for inspection - I was hoping the case wear from the pump arm would be minor, instead this is what greeted me:
1) mangled pump stay-put/keeper arm
2) broken off fluid inlet:
3) loose pickup tube torn off the pump:
4) junk and chunks around the pickup screen and magnet:
5) loose chunks floating on the bottom, maybe from the pump arm but maybe not:
I'm thinking what happened is when the pump stay-put arm wore thru the case and pump spun around both the arm and the pump inlet hit the shift forks rail, the inlet sheared clear off and the arm got bent into the gear where the chain chewed on it some. I'd think this BW1356 is now only good for spare parts.
So I need another transfer case. I have a freshly rebuilt NP208F out of an early-'80s fullsize Bronco (according to BlueOvalTrucks and few other online places it was used in F350s as well so strength shouldn't be an issue), and one of my shifters is actually correct for a NP 208 thus making it a bolt-on affair as far as transmission is concerned. Fun part will be the driveshafts - F350 uses double-cardan front shaft, Bronco probably does not. Do Borg Warner yokes swap onto New Process transfer cases? I'll actually run into this regardless of whether I go with the NP208 that I have or the NP205 that I want. So if anyone has swapped in a 205 in place of the factory BW unit what did you do for the front shaft?
Then I got the rear shaft mess, the NP208 has a fixed yoke and uses a slip-shaft, while the BW1356 has a slip joint and uses a 1-piece shaft. Any chance I can get one of you '80-'86 owners to crawl under your truck and give me a measurement of shaft diameter where it's welded to the slip joint? And if your truck is reg cab, I'll also need approximate length of the main tube, between the slip joint near the transfer case and the U-joint flange at the axle end of it - measure it from flange weld to flange weld, it's easier.
Thanks!
1) mangled pump stay-put/keeper arm
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2) broken off fluid inlet:
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3) loose pickup tube torn off the pump:
You must be registered for see images attach
4) junk and chunks around the pickup screen and magnet:
You must be registered for see images attach
5) loose chunks floating on the bottom, maybe from the pump arm but maybe not:
You must be registered for see images attach
I'm thinking what happened is when the pump stay-put arm wore thru the case and pump spun around both the arm and the pump inlet hit the shift forks rail, the inlet sheared clear off and the arm got bent into the gear where the chain chewed on it some. I'd think this BW1356 is now only good for spare parts.
So I need another transfer case. I have a freshly rebuilt NP208F out of an early-'80s fullsize Bronco (according to BlueOvalTrucks and few other online places it was used in F350s as well so strength shouldn't be an issue), and one of my shifters is actually correct for a NP 208 thus making it a bolt-on affair as far as transmission is concerned. Fun part will be the driveshafts - F350 uses double-cardan front shaft, Bronco probably does not. Do Borg Warner yokes swap onto New Process transfer cases? I'll actually run into this regardless of whether I go with the NP208 that I have or the NP205 that I want. So if anyone has swapped in a 205 in place of the factory BW unit what did you do for the front shaft?
Then I got the rear shaft mess, the NP208 has a fixed yoke and uses a slip-shaft, while the BW1356 has a slip joint and uses a 1-piece shaft. Any chance I can get one of you '80-'86 owners to crawl under your truck and give me a measurement of shaft diameter where it's welded to the slip joint? And if your truck is reg cab, I'll also need approximate length of the main tube, between the slip joint near the transfer case and the U-joint flange at the axle end of it - measure it from flange weld to flange weld, it's easier.
Thanks!