Transfer Cases
Select a Vehicle Manufacturer
Chrysler Transfer Case Gear Ratios
Part Time 4WD and All-Wheel Drive
|
Range |
Gear Ratio |
|
2WD |
1.00 |
|
Auto 4WD |
1.00 |
|
4WD High |
1.00 |
|
4WD Low |
2.72 |
|
4WD Low (NV-241) |
4.00 |
Chrysler Crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional AWD package. Chrysler Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Chrysler Crossover power transfer units are full-time AWD systems
which utilize a bi-directional overrun clutch with a viscous coupler in the rear axle to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit. On Chrysler crossover AWD vehicles, the power transfer unit ring
gear and carrier is driven the same speed as the front axle shafts and
overdrives the pinion gear and rear propshaft with the same gear ratio that the
rear axle uses for gear reduction. This way the front and rear wheels rotate at
the same speed regardless of the transaxle final drive gear ratio.
|
Transfer
Unit
Model |
4WD
High
Ratio |
Coupling
Location |
|
Dodge Caravan, DaimlerChryslerTown & Country, & Pacifica. |
3.41 Overdrive
(0.293:1) |
Rear Axle |
Some of the gear ratios are unknown. If you know what
they are, e-mail them to us at
support@vibratesoftware
Ford Transfer Case Gear Ratios
Part Time 4WD and All-Wheel Drive
|
Range |
Gear Ratio |
|
2WD |
1.00 |
|
Auto 4WD |
1.00 |
|
4WD High |
1.00 |
|
4WD Low |
2.72 |
Crossover 4WD/AWD
Ford uses two different crossover transfer unit and
rear axle combinations.
Escape and Mariner
Ford Escape and Mercury Mariner crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional 4WD package. Ford Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Ford Crossover power transfer units are either
automatically engaged 4WD or full-time 4WD depending upon the position of a
driver controlled mode switch. This system
utilizes a viscous rotary blade coupling clutch mechanism on the front of the
rear differential to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
On Ford crossover 4WD vehicles,
the power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft passes through the transfer case and engages
the differential side gear. The power transfer unit provides power to the rear
propshaft through a helical gear spline coupled to the transaxle differential
case, a helical gear drop (idler gear) and hypoid/helical ring gear assembly and
pinion set. The pinion gear and rear
propshaft are overdriven with the same gear ratio that the rear axle uses for
gear reduction. This way the front and rear wheels rotate at the same
speed regardless of the transaxle final drive gear ratio.
|
Transfer
Unit
Model |
4WD
High
Ratio |
Coupling
Location |
|
Ford Escape |
2.93 Overdrive
(0.341:1) |
Rear Axle |
The 2005-2007
Ford Five-Hundred, Freestyle and Mercury Montego use a
Haldex PTU and Rear Axle (Preliminary
Information)
The 2005
Ford Five-Hundred, Freestyle and Mercury Montego crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional AWD package. Ford Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. These power transfer units are either
automatically engaged AWD This system
utilizes a Haldex electro-hydraulic activated internal
clutch pack coupling clutch mechanism in the
rear differential (Shown below) to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
The Sweden-built
Haldex coupler works through a combination of hydraulic and
electro-hydraulic activation of its internal clutch pack. When the
vehicle is in motion, the drive shaft is in motion as well, driven by the
CVT-mounted power transfer unit. If the drive shaft turns more quickly than
the output shaft at the rear of the Haldex, oil flow is generated, which in
turn produces hydraulic pressure in the Haldex coupling. This increased
hydraulic pressure pushes the clutch plates together, transmitting drive
shaft torque through the Haldex unit to the rear wheels. Because a
mechanical pump creates a natural pulsing pressure, the Haldex system
incorporates three pistons designed to operate out of phase with each other,
evening out pressure waves for seamless, smooth actuation. This is another
example of the way vehicle engineers used technology to achieve a refined
driving experience.
The Haldex unit
also includes an CAN serial data controlled electro-hydraulic pump that
offers yet another advantage: If the electronic controller senses impending
wheel slip, it can utilize hydraulic pressure from the pump to pre-load the
clutch pack, causing it to engage more quickly. This, too, contributes to
smoother performance. These systems are designed to quickly apportion
torque between front and rear - up to 100 percent in either direction as
needed - to avoid wheel slip.
An optional
traction control system - standard with all-wheel drive - allows progressive
braking to be applied to each wheel within 100-150 milliseconds of the onset
of wheel slip. This precise braking adds side-to-side torque transfer
capability. With the two systems working together, you can send torque
to the individual wheels that have traction.
Source:
http://www.haldex-traction.com
|
Transfer
Unit
Model |
4WD
High
Ratio |
Coupling
Location |
| Ford
Freestyle |
? |
Rear
Axle (Haldex) |
| Ford
Five-Hundred |
? |
Rear
Axle (Haldex) |
|
Mercury Montego |
? |
Rear
Axle (Haldex) |
GM Transfer Case Gear Ratios
Part Time 4WD and All-Wheel Drive
|
Range |
Gear Ratio |
|
2WD |
1.00 |
|
Auto 4WD |
1.00 |
|
4WD High |
1.00 |
|
4WD Low (All except Borg Warner 4482) |
2.72 |
|
4WD Low (Borg Warner 4482) |
2.64 |
GM uses three different crossover transfer unit and
rear axle combinations.
GM
Steyr crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional 4WD package. GM Steyr crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. GM Steyr crossover power transfer units are either
automatically engaged 4WD or full-time 4WD depending upon the position of a
driver controlled mode switch (if equipped). This system
utilizes a Twin-Geromatic
clutch mechanism in the rear
differential to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
On GM Steyr crossover 4WD vehicles,
the power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft engages the transaxle differential side gear
inside the power transfer unit. The power transfer unit provides power to the
rear propshaft through an input helical gear assembly (carrier), an idler
helical gear, and a hypoid bevel gear set which consists of two shaft assemblies
supported by tapered roller bearings. The design of this component changes power
output from transverse to longitudinal and also positions the propeller shaft
assembly near the centerline of the vehicle. The propeller shaft assembly (mated
to the output flange of the transfer case) is constantly rotating and spins at a
rate equal to an average of the two front wheels. The
output gear and rear propshaft are overdriven with the same gear ratio that the
rear axle uses for gear reduction. This way the front and rear wheels
rotate at the same speed regardless of the transaxle final drive gear ratio.
The rear axle
module with Twin Geromatic clutch
The Twin-Geromatic
clutch
The Steyr Power Transfer Unit
The 3 photos shown above courtesy of
www.magnasteyr.com
|
Transfer
Unit
Model |
4WD
High
Ratio |
Coupling
Location |
|
Steyr (All other GM Vehicles) |
3.41 Overdrive
(0.293:1) |
Rear Axle |
|
MF1A (Pontiac Vibe) |
2.277 Overdrive
(0.439:1) |
Transfer Unit |
|
NVG-900 (Chevrolet Equinox, Buick Terraza, and
Pontiac Montana SV6) |
2.53 Overdrive
(0.395:1) |
Rear Axle |
|
2005-2007 Saturn VUE (Honda PTU) |
3.39 Overdrive
(0.245:1) |
Rear Axle |
New Venture Gear crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional 4WD/AWD package. Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Crossover power transfer units are full time
4WD/AWD systems. This system
utilizes a gerotor pump to actuate a clutch mechanism in series with the
pinion gear of the rear differential or in the transfer unit to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
The power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft passes through the transfer case and engages
the differential side gear. The power
transfer unit ring gear and carrier is driven the same speed as the right front
axle shaft and overdrives the pinion gear and rear propshaft with the same gear
ratio that the rear axle uses for gear reduction. This way the front and
rear wheels rotate at the same speed regardless of the transaxle final drive gear ratio.
HUMMER Transfer Case Gear Ratios
H1
NV-242 Transfer Case Ratios
(GM quit producing the H1 in 2006)
|
Range |
Gear Ratio |
|
4WD High |
1.00 |
|
4WD High Lock |
1.00 |
|
4WD Low Lock |
2.72 |
H2
BW-4484 Transfer Case Ratios
|
Range |
Gear Ratio |
|
4WD High |
1.00 |
|
4WD High Lock |
1.00 |
|
4WD Low Lock |
2.64 |
H3
BW-4493 Transfer Case Ratios
|
Range |
Gear Ratio |
|
4WD High |
1.00 |
|
4WD High Lock |
1.00 |
|
4WD Low Lock |
2.64 |
H3 with Adventure Package
(BW-4494
Transfer Case Ratios)
|
Range |
Gear Ratio |
|
4WD High |
1.00 |
|
4WD High Lock |
1.00 |
|
4WD Low Lock |
4.10 |
Mazda Transfer Case Gear Ratios
2003-2007 Truck
Transfer Case Ratios
|
Range |
Gear Ratio |
|
2WD |
1.00 |
|
4WD High |
1.00 |
|
4WD Low |
2.48 |
Mazda Crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional 4WD package. Mazda Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Mazda Crossover power transfer units are either
automatically engaged 4WD or full-time 4WD depending upon the position of a
driver controlled mode switch. This system
utilizes a viscous rotary blade coupling clutch mechanism on the front of the
rear differential to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
On Mazda crossover 4WD vehicles,
the power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft passes through the transfer case and engages
the differential side gear. The power transfer unit provides power to the rear
propshaft through a helical gear spline coupled to the transaxle differential
case, a helical gear drop (idler gear) and hypoid/helical ring gear assembly and
pinion set. The pinion gear and rear
propshaft are overdriven with the same gear ratio that the rear axle uses for
gear reduction. This way the front and rear wheels rotate at the same
speed regardless of the transaxle final drive gear ratio.
|
Transfer
Unit
Model |
4WD
High
Ratio |
Coupling
Location |
|
Mazda
Tribute |
2.93 Overdrive
(0.341:1) |
Rear Axle |
Nissan Transfer Unit Gear Ratios
Part
Time 4WD
|
Transfer
Unit
Model |
2WD
Gear
Ratio |
4WD
High
Ratio |
4WD
Low
Ratio |
| ATX14A |
1.000 |
1.000 |
2.596 |
| ATX14B |
1.000 |
1.000 |
2.596 |
| TX10A |
1.000 |
1.000 |
2.020 |
| TX15A (2004-2007 Titan) |
1.000 |
1.000 |
2.596 |
Crossover 4WD/AWD
Nissan Crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional TY-20 AWD package. Nissan Crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Nissan Crossover power transfer units are either
automatically engaged AWD or full-time 4WD depending upon the position of a
driver controlled mode switch. This system
utilizes an electromagnetically engaged clutch mechanism on the front of the
rear differential to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
On Nissan crossover AWD vehicles,
the power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft passes through the transfer case and engages
the differential side gear. The power transfer unit provides power to the rear
propshaft at all times. The power
transfer unit ring gear and carrier is driven the same speed as the right front
axle shaft and overdrives the pinion gear and rear propshaft with the same gear
ratio that the rear axle uses for gear reduction. This way the front and
rear wheels rotate at the same speed regardless of the transaxle final drive gear ratio.
|
Transfer
Unit
Model |
Vehicle |
4WD
High
Ratio |
Coupling
Location |
| TY20A |
Altima |
2.466 Overdrive (0.405:1) |
Rear Axle |
| TY20A |
Maxima |
2.466 Overdrive (0.405:1) |
Rear Axle |
| TY20A |
Murano |
2.466 Overdrive (0.405:1) |
Rear Axle |
| TY20A |
XTrail |
2.466 Overdrive (0.405:1) |
Rear Axle |
Toyota Transfer Unit Gear Ratios
Full Time 4WD
|
Transfer
Unit
Model |
4WD
High
Ratio |
4WD
Low
Ratio |
|
VF4BM Land Cruiser |
1.000 |
2.488 |
|
VF4BM Sequoia |
1.000 |
2.566 |
Part
Time 4WD
|
Transfer
Unit
Model |
2WD
Gear
Ratio |
4WD
High
Ratio |
4WD
Low
Ratio |
|
HF2A |
1.000 |
1.000 |
2.488 |
|
VF1A |
1.000 |
1.000 |
2.566 |
|
VF2A |
1.000 |
1.000 |
2.566 |
|
VF2BM |
1.000 |
1.000 |
2.566 |
|
VF3AM |
1.000 |
1.000 |
2.566 |
| VF4AM |
1.000 |
1.000 |
2.566 |
Toyota crossover
power transfer unit equipped vehicles are normally front wheel drive and have an
optional 4WD/AWD package. Toyota crossover power transfer units equipped vehicles are unique
because the front final drive gear ratio is different from the rear axle gear
ratio. This means that the propshaft rotates at a different speed than the
front drive axles. Toyota crossover power transfer units are full time
4WD/AWD systems. This system
utilizes a viscous rotary blade coupling clutch mechanism or an electro-magnetic
clutch mechanism in series with the
pinion gear of the rear differential or in the transfer unit to connect the
power flow from the power transfer unit to the wheels. There is no 4WD Low on
this
type of power transfer unit.
On Toyota crossover 4WD vehicles,
the power transfer unit is a gearbox that attaches to a
transaxle. The right hand halfshaft passes through the transfer case and engages
the differential side gear. The power
transfer unit ring gear and carrier is driven the same speed as the right front
axle shaft and overdrives the pinion gear and rear propshaft with the same gear
ratio that the rear axle uses for gear reduction. This way the front and
rear wheels rotate at the same speed regardless of the transaxle final drive gear ratio.
|
Transfer
Unit
Model |
Vehicle |
4WD
High
Ratio |
Coupling
Location |
|
GF1A |
2006-2007 RAV4 |
2.277 Overdrive (0.439:1) |
Rear Axle |
|
MF1A |
2002-2005 Matrix |
2.277 Overdrive (0.439:1) |
Rear Axle |
|
MF2A |
Sienna |
2.928 Overdrive (0.341:1) |
None - Full Time |
|
MF2AF |
Sienna |
2.928 Overdrive (0.341:1) |
None - Full Time |
|
MF2AV |
Highlander, RAV4, 2001 Matrix |
2.928 Overdrive (0.341:1) |
Transfer Unit |
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was last modified
Thursday, March 05, 2009 09:02:04 PM
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