Bronco factory info

So I was having a petty argument over if my Bronco was a freewheeler. I broke down and went to martiauto to order the spec sheet Ford had on my bronco

So my Bronco is a freewheeler. It has a lots of options when it was built. The Bronco didn't come with A/C. But my heater box has the holes for the A/C. So yes I am adding A/C. When it's 105 outside A/C is GOOOOOD!

 

Triple Stick Set up

I am posting the Triple Stick Setup from Offload Design. My setup is using a 203 gear box to my NP205 transfer case. Its pretty cool upgrade. 

Sorry for the delay in my blogging been dealing with chemo and the heat.

ARB Air Lockers

I have always liked ARB Air Lockers. I originally had it in the rear of the Bronco for years. I never did put one in the front until now. I purchased the covers, Air Locker, Air Compressor and the Manifold kit. I am running air line front and back. I will mount Air chucks on the front and rear bumper and make a 10 foot air house.

 

 

Stainless Steel brake liners are not on the Bronco

Hey all,

The Bronco is back with new stainless steel brake lines. This is an Awesome upgrade. I will be doing a YouTube video on everything I have done to the rolling Chassis. Once I get the Bronco back in the shop and I will be working on the ARB breather for the axles and transfer case. Then I will finish the fuel tank install and add the stainless steel fuel lines. Than I will be back on the motor to finish up all the part I am waiting for or I have now while the Bronco was gone.

Thank you all so much to follow my build.

Robert

The Myth or the Legend of the 1200 Horse Power Hypermax 7.3 IDI

I am posting this to my blog because things get lost on websites and I want to keep it around. I had the video of the truck running, however I cannot find it or on the web now.

History of the engine: in the early 1990’s Bill Jahns began to work with Hypermax to build an IDI for sled pulling contests. Max Lagod from Hypermax built the engine. The engine ran for a season doing pulling contests but was banned from the local pullers’ association. So the engine was removed from its original chassis and was dropped into a 1969 F100 with a tube chassis, built C6 with a trans-brake and strange rear end. The truck was known as “Dadiesl”. According to one of the engine builders, the truck ran low 10’s and possibly made it down to the low 9’s as well (Which would have been the first diesel to do so, almost a decade before the second diesel to follow up that time.), lifted the front tires up twelve inches and weighted 4600 Lbs. The truck drag raced for a number of years and was driven on the street a to car shows but the owner eventually grew tired of the inconvenience of driving it (could only run during the summer with the help of others) and the truck was parked while Bill worked on other projects with land speed racing. The truck is said to still be owned by the same guy and is just sitting in some barn unused and still assembled somewhere around Joliet Illinois.

The engine details are unclear, but from what I can tell it made in the neighborhood of 1200-1500 Hp and 2500 lbs. of torque at the crank but around 900 Hp at the wheels. The block was a 7.3 sleeved down to a 6.9 and a 6-inch-thick bottom end girdle. The heads were ported but stilled utilized the pre-cup chambers, they used a stock 7.3 head bolts, however eventually Oringed the heads. The fuel system was completely custom with a P pump that did 6000 rpm’s with a compound turbo setup that made 147 pounds of boost along with nitrous and water meth injection. The engine was decompressed to 15 to 1 and would only start on ether.

As I said before there is very little known about this engine and who knows how reliable a lot of the information out there really is, However it is still very interesting this motor is. 

Beefinf up an NP205

Working on the NP205

Took the NP205 apart to clean and paint. I am currently waiting on new seals and gasket set. I had this tcase rebuild at Bayshore Truck in San Francisco. Years ago. I didn't really use the Bronco mush to the gears still look good. I am replacing the seal and gaskets.

Once the NP205 kit comes in I will clean up the gasket surface and put it together. Then the next step will be building the ORD doubler 203/205 and the Triple stick setup.

NP205 Information

NP205: Beefy Transfer Case

Info on the NP 205

The NP205 transfer case is a heavy-duty, gear-driven unit manufactured by New Process Gear in Syracuse, New York. It was introduced in 1969 and used until about 1993. The part-time, manual-shift T-case was found in GM, Ford, Dodge, and International Harvester vehicles, and in some construction/industrial equipment.

This transfer case is considered by most people to be nearly indestructible in most applications. The cast iron housing combined with beefy internals puts this case weight at nearly 140 pounds dry. High-range gearing is 1:1, and the NP205 has a low-range ratio of 1.96:1. It was offered in both driver-side and passenger-side front output versions. There were two input mounting configurations: figure-eight racetrack (as shown in the lead image) and a circular six-bolt pattern. Some versions of the NP205 have also been equipped with a gear-driven PTO output.

Ford used driver-side front outputs and a divorced NP205 in its trucks from about 1972 to 1977, then changed to a six-bolt pattern married NP205 with a 31-spline female input through 1979. Passenger-side-drop divorced cases were used on Dodge trucks in the early 1970s until a married version with the figure-eight mount pattern came along. Inputs used drive sleeves and were male 23-spline in most cases or male 29-spline when used in the diesel trucks behind the five-speed Getrag manual transmission. International Harvester also used a passenger-drop divorced version of the NP205 from about 1969 to 1975. Note that there were some other weird combinations and custom-order variations with the NP205 that are hard to fully describe, so it's a good idea to fully understand what you have in your transfer case before ordering parts.

Rear output shafts on all versions mate to a 32-spline yoke. The 1979 and older versions used a fixed rear-output yoke, while some later versions often used a slip-style yoke at the tail. Front output shafts were typically 10-spline (early) or 30-spline (late) pieces, with the crossover occurring around 1978. Some Ford and Dodge diesel NP205 cases were optioned with a 32-spline front output.

We spoke with Stephen Watson, an NP205 expert from Offroad Design who mentioned a few items to watch for when looking over an NP205 for use or during a rebuild. For starters, the needle bearing stack between the input gear and output shaft can wear grooves in both surfaces and it’s easy to miss inside the cavity of the output shaft. Check the condition of this surface. You'll often find this wear on trucks with substantial road mileage, but they were seldom or never put in low range. High-mileage transfer cases may have the problem of popping out of low range. This could be due to worn needles under the low gears or wear on the shaft and/or low gear. Cases that have been forcibly shifted into gear may show wear issues on the sliding collar teeth and corresponding teeth on the gears themselves. Note also that drive sleeves on male-input NP205 versions can wear and exhibit a sloppy fit. Eventually, the splines can strip out and fail if used under this condition.

Upgrades to the NP205 are readily available today. They include stronger shafts and yokes, shifter enhancements, and lower gearing options. Another big benefit of the NP205 is the fact that it can now be fitted to many more powertrains. There are the OEM adapter components, but aftermarket vendors have added new adapter components to put the transfer case behind an even wider range of transmissions. The NP205 was manufactured as a stout drivetrain component and, with aftermarket support, can handle most anything an off-roader can throw at it.

Break Down

12175       Screw

12176       Retainer, Input bearing

12177       Gasket, Input retainer

12179       Bearing and snap ring, Input

12181       Ring, Retainer Input brg.

12183       Pin, Thrust washer retainer

12184       Spacer, Output gear roller

12185       Gear, Rear low

12186       Bearing, needle

12187       Gasket, rear retainer

12188       Breather

12189       Retainer

12190       Washer, Thrust

12191       Roller 

12192       Ring, retainer

12193       Pin, fork lock

12195       Washer, pilot roller thrust

12196       Clutch, sliding

12197       Gear, input drive

12198       Screw and L/W, front & rear retainer

12199       Gasket, Oil Seal retainer

12200       Oil seal, rear

12201       Yoke, rear out put 1310 series

12202       Washer

12203       Nut

12204       Gear, speedometer drive

12205       Retainer, oil seal

12206       Screw and L/W, rear retainer

12207       Screw, poppet

12208       Gasket

12209       Spring

12210       Ball

12212       Gasket, PTO cover

12213       Cover, PTO

12214       Screw and L/W, PTO cover

12215       Cotter, Link Clevis

12216       Clevis Pin, Shift rail link

12217       Rail, rear shift 12218       Rail, front shift

12219       Oil seal

12220       Link, shift rail

12221       Pin, Interlock

12225       Retainer, front bearing

12226       Filler and drain plug

12227       Transfer case housing

12228       Cone, idler gear bearing

12229       Shim, idler shaft bearing

12230       Cup, idler shaft bearing

12231       Spacer, idler gear bearing

12232       Gear, idler

12233       Shaft, idler gear

12234       Gasket, idler shaft cover

12235       Cover, idler shaft

12236       Screw and L/W, Idler shaft cover

12238       Gear, front wheel high

12239       Shaft, front wheel output

12240       Needle bearing

12241       Retainer

12242       Bearing and snap ring

12243       Roller, pilot

12275       Magnet

12284       Gasket, front retainer

12286       Gasket, rear retainer

12350       Washer, thrust

12351       Shaft, rear output

12352       Ring, pilot roller retaining

12353       Seal, input shaft

12354       Fork, shift

12355       Plug

12357       Oil seal, front

12358       Guard

12359-10  Cv front out put yoke, 1310 series

12359-30  Cv front output yoke, 1330 series

12361       Nut, yoke

R205FD   Master rebld kit, bearing, seals and gaskets

205SPK   Small parts kit