AdaptersAdapting the
New Process 435 Transmission
to the
Jeep Model 300 Transfer Case
Our NP435 to the Jeep Dana Spicer transfer cases conversion makes for a durable, refined and capable assembly both on-road and off-road, and it remains one of our most requested manual transmission to transfer case combinations.
   |
The adapter kit is also desinged for compatibility with the Jeep NP208, 219 & 229 transfer cases as found in Full Size Jeeps, 1980-1991.
The Adapter
The Novak NP435 to Jeep transfer cases adapter is very compact at only 3.2" long for a combined transmission and adapter length of 13.9". The adapter itself is cast and machined of a high-grade aluminum alloy, featuring thick flanges, a heavy cross-section and strength-adding gussets.
NP435 Versions
Any versions (Ford, Dodge - 2wd or 4wd) and year of the New Process transmission can be adapted to these transfer cases. There are no inherent advantages to the 2wd vs. 4wd transmission.
Note that divorced 4wd applications of the NP435 used a 2wd style tailhousing and yoke. More details concerning this are available on our NP435 Knowledge Base article.
Transmission Mainshaft Replacement
Included with the kit is a mainshaft for the 435 transmission. Replacement is largely straightforward and instructions are included. We also recommend our basic gasket & seal kit, or our all-inclusive master rebuild kit, depending on your assessment of your transmission's condition. See our NP435 parts page for information on these items.
Transfer Case Input Shafts
All Jeep Dana 300 (and FSJ New Process) transfer case input shafts / gears feature 23 splines. Our included mainshaft will spline in directly to these input shafts with no transfer case modifications required.
|
Transmission Rear Mount
This transfer case adapter's design is based on Novak's Universal Series adapters that feature a modular mounting and support system. Included with the adapter kit is a steel base that is a highly configurable mounting foot, and is ready to accept our industry standard urethane isolator mount, available for purchase (below). This is our preferred rear mount unit. Our kit is designed for it, and its usage is essential to protect powertrain components from the flex and jar typical of any automobile, but especially Jeeps.
Whether you are assembling onto a stock cross member / skidpan or if you are setting up a high-clearance skid plate, you will find it to be a clean and simple process.
Engine Crank to Transmission Pilot Bushing
Many manual transmissions will be married to stock as well as conversion engines, and a custom pilot bushing will be required in many instances. Some common choices with the 435 transmission are listed below:
>Bushing, pilot, AMC cranks to Ford NP435>Bushing, pilot, GM Gen. I-III (1955-2000) cranks to Ford NP435>Bushing, pilot, Ford Small Block, stockFor pilot bushings not listed, see our full collection. |
Transfer Case Clocking Information & Driveshaft Clearance
Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). We feel it is optimal to install in the provided position between these, but all three options are available. The flatter rotation option may require Dana 300 shifter modifications. The middle location provided in our adapter is likely optimal.
Transfer Case Shifter
This transmission conversion will allow for the retention of the factory shifters, or allow you to upgrade to twin-stick or other types of transfer case shifters.
Transmission Shifter
Use of the OEM style transmission shifter for the NP435 is easily done. The installer may opt to bend the stick to fit the particular Jeep application.
We can supply a new, straight stick that replaces the factory unit. This stick can be custom bent to the driver's preference and will sometimes restore a more solid feeling to the shifting of a 435.
Driveshafts
Driveshaft length changes are sometimes required, as this geartrain combination is typically shorter than most factory Jeep combinations. Some potential conversion engine installations sit further ahead than OEM engines in the Jeep's bay and will allow for better driveshaft angles, especially when done with this very short combination.
If replacing a T176 with this transmission, and using the AMC engine, you may be able to keep your front and rear driveshafts. If replacing an SR4, T4 or T5, you may be able to use a T176 length driveshafts.
Some of our customers, fearful at the perceived expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, sometimes to the detriment of the project. Driveshaft modifications are usually inexpensive when performed by driveline, RV or tractor implement specialists. New driveshafts are an option but seldom a requirement in regards to the actual successful conversion. Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation.
Engine Compatabilities & Engine Mounting
AMC Jeep engines are compatible with the Ford 435 transmissions. See Adapting Ford Transmissions to AMC Bellhousings.
AMC (258, 304, etc.) engines may be left in the factory location in virtually all 435 installations.
 |
| Novak's MM Series engine mounts, featuring excellent vibration dampening, superior strength and impressive adjustability - adjustable even after the engine is installed. |
A 435 installation is sometimes done in conjunction with an engine conversion into the Jeep. These engines include the Chevrolet Small Block V6 & V8, from Generations I, II, & III, 1955-2006. Carbureted, TBI and TPI engines are all compatible with this transmission. See Adapting Ford Transmissions to GM Bellhousings.
Ford engines are also natively compatible with the Ford versions of these transmissions. Dodge engines are natively compatible with the Dodge versions of these transmissions.
 |
| A turn-key 435, professionally built, adapted and delivered to your door - ready for a variety of engines and Jeep transfer cases. Read more... |
Axles
Use of factory axles is completely acceptable with this conversion. Axle upgrades are not necessary, but they may be chosen for reasons external to this transmission upgrade.
