Has anyone tried to do a twin-stick transfer case set-up on their 97-2003 F150 or any "newer" f150 for that matter? I know that Atlas sells twin stick t-cases, but from what I can tell they do not sell one (or an adapter) that would allow it mount to our automatic transmissions. Thanks for the help

 

from what i know. Ive never seen or heard anyone use one on here. I might be wrong. Its a very good idea that i have too thought about. But my truck is also a daily driver and my 1 4x4 shifter takes up enough room!

 

Are you doing this so you can divorce the transfer case or just double it up for a lower final drive ratio?

 

I'm doing it for the Lower final drive ratio. Is there really any advantage to run a divorced t-case?

Also, I want to get away from the ESOF system my truck has - I like the dependability and ease of service on the manual t-case systems. I would much prefer a manual t-case coupled to an auto tranny. That's how my Bronco was and I sure wish that was how my F150 would be too.

 

A divorced T case will allow you to run the front wheels while keeping the back locked. This is useful when trying to manuver the vehicle in a tight area. Lock the rear wheels then use the fronts to pull the front of the truck around. Usually this is found on extremely built rigs.

In your case a dual T case setup would be a neat item to have, but you would actually be better off regearing the transfer case to change the low range ratio. Alot of fab work is involved in doubling up the t case as it pushes everything back. Usually new mounts have to be fabbed up and rear driveshafts shortened. Its quite a bit or work when regearing your current t case would be much easier. Are you looking for something 4.1? I too agree that kicking out the ESOF and going to a manual case would be better suited to your needs.

 

buddy of mines got a 99 with a manual t-case. wish i had one but my friends still get amazed when i turn a **** and go into 4wd. its always good for somethin.

 

WTF, there is so much misinformation flying around in here its insane.


Ok, it seems that many in here do not know what the difference between a divorced transfer case, doubler, and twin stick really are. Here is the CORRECT functions of each.


The divorced transfer case has absolutely NOTHING at all to do with what wheels turn, gear ratio, etc. A divorced setup is in reference to how the transmission is coupled to the transmission. There are 2 ways to do it, either a married setup where the transfer case physically bolts to the transmission, or a divorced setup that uses a short driveshaft between the transmission and transfer case. The only advantages this gives you is you can run equal length driveshafts (only cary 1 spare), and if you are converting a 2wd you don't have to swap transmissions. This setup hasn't been used factory since the mid 70s, so you're looking at an NP205, NP203, D21, etc. The function of the actual tcase is the same (2hi, 4hi, 4lo, N)

A doubler is taking the gear reduction planetary set off the front of a donor tcase and mating it up to another tcase. This gives you an initial gear reduction in the range box, and then a 2nd reduction in the actual tcase. This can be done in a variety of ways. You can get a Klune unit from AA and mate it up to any one of the different tcases out there. You can have a stub shaft custom machined to mate 2 married cases together. My doubler in my ranger (if it ever ships) uses a BW1350 as the planetary donor with a custom machined/hardened stub shaft which connects it to an untouched BW1354 tcase.

A twin stick has nothing to do with the gearing of the tcase at all. It is only a way to shift the front and rear outputs of the tcase independantly. This is used to give you 2wd low range or drive either the front or the rear axle only (front/rear digs). Not every tcase can be twin sticked. The D20, D300 and the NP205 are a few that can be.


Now someone has also talked about swapping gearsets in the tcase. Bottom line ITS NOT GOING TO HAPPEN! Very few companies make a tcase gearset, and almost all of them are for Jeep (D300) or Toyota (Marlin Crawler). Nobody makes anything for the stock tcase you have in your truck. Even if you wanted to try and adapt an NP205 you're SOL. The aftermarket for your 97+ F150 is very small as they're far from an idea wheeling platform, so nobody wants to market a product for them. You're pretty much limited to the ordinary lift and wheels.


If you REALLY want a manual tranny then watch the junk yards for a wrecked truck. A manual tcase was offered as an option from 97-03, which will bolt right up to your truck. If you got the shifter assy and such from the donor truck its a bolt in swap. If you want to do this to get deeper gearing then you're limited to only doing a axle gearset swap.

 

It's still drives me nuts that Ford doesn't offer the F150 in a stick with manual 4x4. That'd be the ultimate offroader.

 

I already have 4.56s in both axles, so going anything higher would be out of the question since it sees a large amount of highway action. Thanks for the information.

 

What size tires are you running? 4.88's might not be that bad!

 

I run 35s and the truck has the 5.4L Triton.

 

only if it had a solid front axle!

 

Powerstroke nailed it on the head ! there is A LOT of BS on this thread. Although Powerstroken also left all the ever so popular and best platform (imo) the Suzuki Samurai. propbably the easiest to make a twin stick. Also, just a very capable, cheap, easy rig that you can make to go anywhere.

No, divorced T-Case has NOTHING, and I mean NOTHING to do with doing front digs, with "locking or unlocking anything"

Divorced T-case is nice becuase its easily accessible. Makes for easy trail fix. Samurai's come stock like this.

Twin stick allows for 2-low and true neutral... thats it. Only advantage. Which is a good one for someone who is already full-time locked up front and takes their rig out on tight trails. You can pop it in 2 low relieving some stress from the front, making the turn a little easier on ya (samurai = manual steering... any help is useful)

If ya do decide to go your route with this truck, let me know. I will gladly give ya all the tips/tricks I know. Also will try and point ya in the direction of some of the parts ya need, or people ya need to talk to !
My suggestion: get a different platform to build a rig out of. There just isn't much out there for these trucks to become REAL wheelers. Unless you have SERIOUS fabrication skills, or money. Use your truck as the tow rig, and buy a samurai !

If ya decide to go this way anyways, let me know. I can offer ya some tips and tricks. Can help ya find some parts you need and some people you may need to talk to. I would also suggest searching over on Pirate4x4 . I know its another forum and all, but they tend to the more "hardcore" if ya will ? More of the "wheeler" crowd. Some guys with some real know how over there

** noticed the name: What position ya play ? How long ?
I was a Prop/Forward and captain of my team. Played for about 7 years. Best sport out there

 

I'm glad James and Powerstroke73 stepped in to clean up this thread... it saves me the trouble.

I would like a dedicated trail rig, but I am not capable of buying, modding and storing one at the moment (mostly storing it somewhere).

 

As far as the name is concerned, I'm currently a student and I play rugby for Georgia Tech. I'm a tight head prop, and I started playing when I was 6 back home in Australia so I've been getting beat up for 13 seasons now.

But back to the issue at hand, I'm already a member on pirate4x4, and I have done some searching/reading of builds especially of the Ranger persuasion. I as well do not have the money for a dedicated trail rig, so my trucks runs double duty. I've already put a lot of money into making it a good trail truck. I know the creation of this t-case would take a while so I figured I might get started while I continue to take care of other mods. Any names or tips would be awesome.

Thanks