Now that my thread is trashed with Dodge **** all over it, and biggo honkin ass Texas 80's style bug defelector, we may as well post our old pics on here too with our Mullets and trash it real good.
Anyone able to confirm or deny that the NP208 and NP205 are the same round pattern that bolt to the adapters, with exception of the NP205 needing notched for the linkage???
So as you can tell by the pics of this transmission, it comes with the adpater built in as part of the tailshaft housing. What I'd like to do is take an NP208 adapter I have off on and NP208/700r4 splined Tcase and make me a paper template out of poster board like heavy paper. Then match it up the NP205 and cut the notch out. Once I have the NP205 paper template. Transfer it to the adapter portion of this NP A833 tailshaft, then get busy with the angle grincer and finish it off with the Dremel too for a perfect OEM look, fit and function to be able to use an NP205 with this transmission.
If I do indeed get this figured out and have an NP205 married to it, this Trans isn't going in the 85 K1500 light duty purpose 4x4. It'll be going in the 85 K10 Heavier Duty purpose K20 conversion project. It was intended to run 3.73 14 bolt full float, and a Th350 or Th400, NP205 on 35 inch x 12.50 tires. If I get this done, to hell with 3.73's. I'll be installing the 3/4 ton springs and taking the 4.56's and Detroit Locker out of the CUCV rear end I have, doing a 4.56 gear change in the ARB air locker front axle, converting it to 8 lug and running the 4.56's. Having the OD, even the 4.56's will be very streetable/highway driveable on 35's. And with the lower gear, the wide ratio gap from 1-2 shouldn't be a big issue and if so, in a situation where needed as C4 pointed out, with 4 low it's not going to be a factor.
For that math, with this trans, 4.56's on 35in tires, I'd be at 2400rpm @ 75mph. And at my normal 80 mph highway driving out to my dads place 2550 rpm. Nothing wrong with that !!!
Even taking into consideration the cruddy crawl ratio of an NP205, with 4.56's and this deep first gear of 3.09, I'd still have a 27.61 to 1, first gear crawl ratio, which is even deeper than the original plan of a Th350/NP205 and 3.73's that is equal to 18.42 to 1 first gear crawl ratio. It's actaully even a better crawl ratio than Th350/NP208 and 3.73's which is a first gear crawl ratio of 24.44. All in all, this A833/NP205 w 4.56's is giving me everything better from top to bottom, Much more highway driveable, and a deeper crawl ratio to boot, all while having great strength in the Tcase and rear axle. From evertything I'm finding, this A833 is no slouch and can tolerate some abuse too, so my weak link is going to be the front axle. I have no intention of doing a D60 swap, but if I steal one cheap, I'll damn sure use it. With ALLLLL of that said, since this truck will be highway driveable, and tough enough for off road use, I'll only need one 4x4 and the 85K1500 is likely to be my 16yo son's project.
He didn't seem to sharp on this stuff, so I think he'd probably think I'm trying to pull the wool over his eyes.
Does the NP208's output shaft matter if it's a SM465/Th400 unit or would the output shaft also be the same as Th350/700r4/Muncie M20 & M21/ Powerglide? Back to more research to find out for sure, but I believe they're the same. I'd alomst like for it to be bigger too. Bigger input and output shafts would make it stronger, making the weak links the aluminum case and chain. 
