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Adapting the

New Process & Dana 300 Flanged Transmissions

to the

Ford Bronco Dana 20 Transfer Case

Adapter kit for 4L80E to Jeep transfer cases
1520

Adaptation of newer four- and five-speed transmissions into early Ford Broncos is now feasible.

The adapter is machined 6061 aluminum. The included adapter shaft is available as a 23 spline input and 6 spline output.

Transfer Case Clocking & Rotation Options

Our adapter is drilled for multiple clocking locations from near-factory (20 degrees down) to near-flat (3 degrees down). However, pan clearances and front axle width may inhibit the flatter options.

Kit Contents

The 1520 kit includes the following components:

  • Adapter housing
  • Adapter shaft
  • Bearings
  • Seals
  • Hardware
  • Instructions

These parts will come assembled to the extent possible.

Applications & Compatibility

Compatible Transmissions

The following transmissions are possibilities for such a conversion:

  • AX15
  • NV3550
  • T176
  • T5
  • TF999
  • AW4
  • TF904

Compatible Transfer Cases

The Ford Bronco Dana 20 transfer case (1966–1977) with six-spline input is compatible with this adapter. Jeep and IH Dana 20s are not compatible with this specific kit due to bolt pattern and drop differences. The correct input bore and spline count must be observed. This adapter is specifically designed for the Ford Bronco Dana 20 transfer case, which features a unique bolt pattern and passenger-side drop.

Jeeps Compatible

Again, most of these lengths will not be appropriate for an early CJ (pre-1972) with short wheelbases, unless the engine is a V6 and has been installed as far forward as possible.

However, CJ8 Scrambler Jeeps, other longer Jeeps (especially the full sized trucks and Wagoneers) are ideal candidates if punishing transmission duty is a prime consideration.

If placing this in a Jeep, this kit is only intended for Jeeps that have the length necessary to accommodate these longer transmissions.

The Novak #1520 adapter is 2" long. While this is very compact for a twin-bearing adapter, the mating transmissions may prove long for some early Jeeps. For your reference, some combined lengths include:

  • AX15, 16-1/2" (+ 7-1/2" bellhousing*)
  • NV3550, 16-1/2" (+ 7-1/2" bellhousing*)
  • NSG370, 24" (integrated bellhousing*)
  • T176, 16-1/2" (+6-3/4" bellhousing*)
  • T5, 17-1/2" (+6-3/4" bellhousing*)
  • TF999, 24-3/4"
  • AW4, 27-3/8"

Most of these lengths will not be appropriate for early CJs (pre-1972) with short wheelbases, unless the engine is a V6 and has been installed in as far forward a manner as possible.

*AMC / Jeep bellhousings. May vary slightly when adapted to GM or other bellhousings.

Engines

Engines are dependent on the transmission selected for use with this kit. Keep in mind length on shorter model Jeeps.

Related Products


AX15 & NV3550 Rear Mount

Kit RMAX15, mount, rear, AX15 and NV3550 transmissions, universal & adjustable

The AX15 and NV3550 feature a threaded base for support and isolation of the transmission and transfer case. Factory style isolator mounts are difficult in situations other than as a direct factory replacement. Novak's universal style rear mount is easy to affix to a variety of Jeep crossmembers, is strong and highly adjustable.Recommended for retrofit builds.

RMAX15
Dana 20 billet rear bearing cap

Kit, Dana 20 front output rear rearing billet cap

Seal up and shim you front output shaft rear bearing from the inside with this innovative bearing cap assembly. The anodized cap, shims and o-ring sealed bolts are included.

933725-K
Dana 18 & 20 Rebuild Kit

Gaskets & Rebuild Kits for Dana 18 & 20 Transfer Cases

Replace the hard-working bearings and intermediate shaft of your Dana transfer case with one of these kits, all while sealing it up and getting your bearing endplay correct. See them here for your Dana 20.

1976-1986 Jeep floor tunnel cover

Cover, transmission tunnel, CJ & YJ style, customizable

Start with a clean slate tunnel cover for your 1976-1995 Jeep CJ / YJ floor. Cut your shifter holes and install boots onto it as required. Material is aluminum. Can be painted. More info here.

F-7TTC
Billet aluminum Dana transfer case pan

Kit D328-D, billet aluminum bottom cover pan, Dana transfer cases, deep version

A deep and rigid billet aluminum pan for your Dana 18 or 20 transfer case. More fluid capacity, better sealing and some anodized eye candy for your geartrain.

D328-D
Dana 18 & 20 Input Gears

Dana Transfer Case Input Gears

Both 6 & 10 spline versions of this kit are available, but if your transfer case is missing its input gear, they are available here.

Hydraulic clutch retrofit kit for GM bellhousings, #HCR

Novak's popular HCR series clutch release slave kits will bolt onto your existing GM (Chevy or Buick) bellhousing and provide you with the foundation for a strong, smooth, adjustable, servicable and durable clutch release system. See the details and options here.

AX15 Transmission Package, New, Turn-Key

Built for Novak by Aisin Warner, this is the best rendition of the AX15, with all updates and improvements implemented over the years. Our AX15 comes complete with shifter assembly. If ordered with the above adapter kit, we will assemble and configure it for you to the maximum extent possible. See and order one here.

Installation Requirements

Tools

The adapter requires typical mechanic's hand tools. Detailed instructions are included for installation of the adapter to transfer case.

Placement

Transmission placement is largely determined by factory engine location. It is not necessary in typical conversions to change the engine position unless an engine is being swapped in at the same time, as will often be the case with these kits. Setting the powertrain to the proper factory or conversion pitch angle - usually tilted down ~5 (3-7 acceptable) degrees - is recommended. Consult our engine conversion guides for more specific recommendations on placement if the engine is being replaced.

Clocking Information & Driveshaft / Yoke to Pan Clearance

Our adapter is drilled for multiple clocking locations check clearance carefully as you complete the installation.

Engines & Engine Mounting

GM Engine Mounts for JeepsIf converting to a V8 in conjunction with this upgrade, aftermarket engine mounts are available to ease its installation. Because of the broad spectrum of engines and vehicle combinations used with this adapter, it would be difficult to list them all here. Whatever your application, Novak likely has the perfect solution. From a 225 Buick V6 in a CJ2A to an LS3 in your JK, we've got you covered.

Novak's engine mounts, featuring excellent vibration dampening, superior strength, and impressive adjustability - adjustable even after the engine is installed. The design, strength, and affordability of our mounts are second to none.

Engine Placement

Engine placement in these applications is an effort in compromise to find the best position overall as a package. Generally the engine will be about 1" or even more towards the left, (driver's side in the USA) away from the front differential in a CJ application. This gives the best balance of weight and more importantly clearance for the driveshaft going to the front axle. your tight spots will be steering to exhaust on the left (hold that as tight as you can) and clearance for the front driveshaft on the right. Fore and aft position will vary with the Jeep model and engine. Have a CJ5 and Gen I with a rear distributor? you'll be better off a little forward for more rear driveshaft length and clearance for that HEI. If you are in a longer Jeep and using an LS engine with no distributor, you'll have more fan clearance and better balance if you hold it to the rear. Usually for ground clearance tuck things up nicely for height to avoid damage to oil pans and other life giving parts in the Jeep. Common sense and taking a step back to look at things overall goes a long way.

Driveshafts

Driveshaft length changes are often required. Most conversions to these transmissions will require that the rear driveshaft be modified to be shorter and front driveshaft longer.

Some installers, concerned about the expense of new or modified driveshafts, attempt to let the existing driveshafts dictate engine, transmission and transfer case location, often to the detriment of the project. Our recommendation is to prioritize the correct position of drivetrain components over saving a few dollars which is usually regretted in the long run with compromised positioning.

Driveshaft modifications and rebalancing can be affordable when performed by driveline, RV or tractor implement specialists. New driveshafts are an option, but not necessarily a requirement in regards to the actual successful conversion if your existing driveshafts are in good condition.

Jeeps that require extensive travel or specialty-built driveshafts have this option available through several fabricators across the nation. These are normally specified after placement of the new transmission and measured at vehicle ride height. As the rear driveline gets shorter, it is often advantageous to us a Double Cardan or "CV style" rear shaft with the correct geometry at the axle to minimize vibrations and possible binding.

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.

Also See