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Gear vendors overdrive in Travelall

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scoutboy74

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Not sure of pre 74/75 but I believe the tails of the TF727 were different for 2WD vs 4WD. 2WD being longer.

4WD
View attachment 207721

2WD
View attachment 207722
Figure 13-24 depicting the long tail housing pertains only to the shorter wheelbase (115" & 120") 4x2 vehicles WITHOUT rear conversion code 10966, and only in model years 74 and 75. Figure 13-05 corresponds with the 132" and longer wheelbases having rear conversion code 10966, regardless of whether they are 4x2 or 4x4 equipped.
 

MrKenmore

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Yes. I was speaking specifically to the Travelall model. I am not sure the the "REAR CONVERSION CODE 10966" pertains to. Some Group 10 item?
Screenshot_20210502-071806_Adobe Acrobat.jpg
 

1975IH200

Dreams of Cub Cadets
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Captain Obvious here: The Mopar 46RH is not produced with an IH specific case.
Someone will have to engineer and build an adaptor to adapt the Mopar trans to the IH block.
Those with the AMC 401 are also out of luck with this trans, for the same issue.
 

Jesse Stewart

Farmall Cub
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Wonder if the IH TF 727 trans case would support the addon OD of the 46RH ..
Might be doable .. ??
 

scoutboy74

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Wonder if the IH TF 727 trans case would support the addon OD of the 46RH ..
Might be doable .. ??
Here's a musty, crusty old thread that may be of some interest. As one of the contributors to it alluded, it had been a fairly hot topic in the past. The overall takeaway being, that if there was a practical way of achieving a successful outcome along these lines, the pathway towards doing so would have been blazed long ago. That dog purdy much jes don't wanna hunt.

Although the chopping, swapping and welding of different aluminum bolt patterns to different cases could might work if one had the skills and the means to do it properly.
 
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mallen

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Here's a musty, crusty old thread that may be of some interest. As one of the contributors to it alluded, it had been a fairly hot topic in the past. The overall takeaway being, that if there was a practical way of achieving a successful outcome along these lines, the pathway towards doing so would have been blazed long ago. That dog purdy much jes don't wanna hunt.

Although the chopping, swapping and welding of different aluminum bolt patterns to different cases could might work if one had the skills and the means to do it properly.
First things first, check the distance from the input shaft to a strait edge placed across the mounting flange. If it's more than a half an inch or so less than the old tranny you should be able to make an adapter plate. On a truck, I'd use steel. I'd actually make it in pieces trusting the peices it's bolted to to keep things where they go. So I'd have maybe 3 adapter plates pieced together, as a single large one would be a expensive. Make the holes, bolt your rough cut pieces to the tranny, and mark where you need it. Then fit them up to the engine and make any markup you need. Then take them off, bolt them to a piece of heavy wood clamped to a bench and cut them out with a metal blade on a jig saw and an angle grinder. Use flat head countersunk hex socket head screws to attach it to the tranny. Details may very depending on specifics of what your going too and from.
 

TBAKPhi22

Binder Driver
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Sep 25, 2005
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Palo Alto, CA
I have a GV OD on my '73 1310. I had to get the trans rebuilt with the "midsize" output shaft and snout on the back end of the trans. I believe 727's came with 3 different lengths of output shafts, mine had the shortest. It works well.. only had to get rid of the center carrier bearing for the driveshaft and get a one piece driveshaft. I did had to cut out some of the crossmember where that carrier bearing went to have the new driveshaft fit through though.
I dont know why you are complaining with such a low axle ratio though. If I had a 3-something ratio I wouldnt have bothered. I have a 4.88 rear!! With the OD I do about 2500 rpm at 65mph. (235/85-16 tires) I usually keep it around 60mph and 2200 rpm, as the mileage goes to crap over that.
 

Peter Albrecht

Farmall Cub
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Mar 6, 2005
Messages
286
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Wildomar, Ca.
I am following this with great interest. I currently have the Borg Warner T 39 auto which has no tail shaft section to speak of so I would have to use the divorced OD unit.The axle ratio is 3.54 My Travelall has the 2 piece driveshaft with the center support bearing. I was envisioning mounting the OD unit in place of the support bearing and shortening the rear drive shaft. Driveline angle would be critical to avoid drive line vibrations. I did get my hands on a 304 w/torqueflite trans where the tailshaft can be swapped out with an adapter and the OD mounted in line, so the only alignment issue would be the driveshaft. I was wondering about the 46RH trans, if the OD part is in the tailshaft section and if that could built in to our IH units. I really want the Gear Vendors unit because I can use the OD to split gears, especially a gear between 2nd & 3rd when towing up steep grades. I have research to do as far as swapping in the Torqueflite into a C series Travelall, that will tell be whether I would be getting the divorced unit behind the Borg Warner or the adapter for the Torqueflite.
Good luck with your project and please keep us posted not only on your install but your impressions on how it worked when towing.
 
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