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atlas 4 speed transfer case builder | advance adapters

Advance Adapters has built upon the proven design of the Atlas 2, to create the revolutionary Atlas 4sp. No other transfer case on the market today has 3 separate low range ratios built into a single unit. This transfer case was designed for the off road enthusiast that likes to tackle a large variety of terrain with one vehicle. Selecting one low range ratio that works well for mud, sand and rock crawling, is a compromise but the Atlas 4sp overcomes this limitation. One transfer case that is perfectly suited to any terrain that you may want to conquer.

The 4SP has essentially two parts. The first is the reduction housing. This housing holds a planetary assembly that has a gear ratio of 2.72:1 when in "low" range, and a 1:1 in "high" range. It has one shifter coming out of the top to select the desired range. The planetary is not a synchronized shift-on-the-fly design and must be operated when the vehicle is stopped. (The main case still retains the shift-on-the-fly capability just like the standard Atlas). The reduction housing shifter is designed for a cable shifter.

The second part of the 4SP may look the same as the standard Atlas, but it does have some differences. The main case of the 4SP is the same raw casting, but has some machining variations to make it into a 4SP. The main case functions independently from the front reduction housing and retains all of the normal Atlas features (front and rear outputs controlled independently, and the "front only" option). All of the gears are the same. The front output uses all of the same parts along with the cluster.

The strength of this unit is not an issue. We use a planetary assembly that was originally run in a NP241-HD transfer case. The six planetary gear setup has proven its durability and has been used in countless heavy-duty vehicles. Other attributes to the planetary assembly include a very quiet operation, easy shifting, and low rolling resistance. When all of this is put in front of a legendary Atlas Transfer Case, you get the best combination of gear ratios and reliability.

The 4SP units will fit nearly all applications that the standard Atlas will bolt to. These will include spline counts of 21, 23, 27, 29, 31, 32 and 34. The unit has a circular bolt pattern on the front, identical to the one found in Jeep, Ford & Dodge vehicles. We have a variety of different adapters available to retrofit the 4SP into nearly any application. The twin sticks for the main unit can be either the standard linkage or the cable linkage. The standard linkage is offered in a variety of custom packages available for particular vehicles and can be modified to fit many custom applications. The installation of an Atlas 4 speed should be nearly the same as the standard Atlas 2 speed. The Atlas 4 speed is just a bit longer.

Since every Atlas transfer case is custom built to order, the unit will be customized to your vehicle. Please browse this site or give us a call to determine how to configure the ultimate transfer case, and have us build you one for your vehicle.

2. Atlas Transfer Case - 4 Speed UnitsAtlas 4 Speed Transfer CaseAdvance Adapters has built upon the proven design of the Atlas 2, to create the revolutionary Atlas 4sp. No other transfer case on the market today has 3 separate low range ratios built into a single unit. This transfer case was designed for the off road enthusiast that likes to tackle a large variety of terrain with one vehicle. Selecting one low range ratio that works well for mud, sand and rock crawling, is a compromise but the Atlas 4sp overcomes this limitation. One transfer case that is perfectly suited to any terrain that you may want to conquer.The 4SP has essentially two parts. The first is the reduction housing. This housing holds a planetary assembly that has a gear ratio of 2.72:1 when in a low range, and a 1:1 in a high range. It has one shifter coming out of the top to select the desired range. The planetary is not a synchronized shift-on-the-fly design and must be operated when the vehicle is stopped. (The main case still retains the shift-on-the-fly capability just like the standard Atlas). The reduction housing shifter is designed for a cable shifter.The second part of the 4SP may look the same as the standard Atlas, but it does have some differences. The main case of the 4SP is the same raw casting, but has some machining variations to make it into a 4SP. The main case functions independently from the front reduction housing and retains all of the normal Atlas features (front and rear outputs controlled independently, and the a front only option). All of the gears are the same. The front output uses all of the same parts along with the cluster. The strength of this unit is not an issue. We use a planetary assembly that was originally run in a NP241-HD transfer case. The six planetary gear setup has proven its durability and has been used in countless heavy-duty vehicles. Other attributes to the planetary assembly include a very quiet operation, easy shifting, and low rolling resistance. When all of this is put in front of a legendary Atlas Transfer Case, you get the best combination of gear ratios and reliability.The 4SP units will fit nearly all applications that the standard Atlas will bolt to. These will include spline counts of 23, 27, 29, 31, 32 and 34. The unit has a circular bolt pattern on the front, identical to the one found in Jeep, Ford & Dodge vehicles. We have a variety of different adapters available to retrofit the 4SP into nearly any application. The twin sticks for the main unit can be either the standard linkage or the cable linkage. The standard linkage is offered in a variety of custom packages available for particular vehicles and can be modified to fit many custom applications. The installation of an Atlas 4 speed should be nearly the same as the standard Atlas 2 speed. The Atlas 4 speed is just a bit longer.We do not recommend flat towing vehicles equipped with the 4 speed due to the additional bearings used in the planetary housing.Since every Atlas transfer case is custom built to order, the unit will be customized to your vehicle. Please browse this site or give us a call to determine how to configure the ultimate transfer case, and have us build you one for your vehicle. CASE: Material: 356-T6 Heat Treated Aluminum Weight: 125 lbs. (dry) INTERNAL COMPONENTS: Gears: Helical Cut Planetary Gears: 6 Gears Helical Cut Bearings: Needle & Taper Rollers Synchronizers: Borg Warner Available Input Shaft Splines: 23, 27, 29, 31, 32, 34 Tail Shaft H.D., 32 Spline Front Output 32 Spline RATIOS: Low Range:1.5:1, 2.72:1, & 4.08:1 or (Recommended for all applications)2.0:1, 2.72:1, & 5.44:1 or (Recommended for all applications)2.72:1, 3.0:1, & 8:16:1 or (Recommended for all applications)2.72:1, 3.8:1, & 10.34:1 or (With this low gear ratio, high horsepower engines are not recommended)2.72, 4.3:1, & 11.69:1 (With this low gear ratio, high horsepower engines are not recommended)To start your order of a new Atlas 4 speed Click HereHigh Range 1:1 LUBRICATION: Quarts: 2.5 Liters: 2.36 We are currently shipping Redline 75W-90 GL4 with all new Atlas units, this along with the other lubricants that are printed in our Atlas Installation Guide are the recommended fluids for the Atlas. LENGTH COMPARISON: *Atlas Short tailhousing is 16.75" *Atlas Long tailhousing is 18.75"ATLAS 4 Speed O.A.L. ..STD. tailhousing & .....Short tailhousingthe Yoke list1310 NON CV.....................18.381...........................16.3561310 CV..............................18.818............................16.793FLANGE 1300....................17.200............................15.1751350 NON CV....................18.443.............................16.4181410 NON CV...................18.631..............................16.6061350 CV...........................18.816...............................16.791FLANGE 1410.................17.068...............................15.043New Process 241 Rock Trac T/C is 15-1/4"New Process 231 is 20.5"Dana 300, 12"

Advance Adapters has built upon the proven design of the Atlas 2, to create the revolutionary Atlas 4sp. No other transfer case on the market today has 3 separate low range ratios built into a single unit. This transfer case was designed for the off road enthusiast that likes to tackle a large variety of terrain with one vehicle. Selecting one low range ratio that works well for mud, sand and rock crawling, is a compromise but the Atlas 4sp overcomes this limitation. One transfer case that is perfectly suited to any terrain that you may want to conquer.

The 4SP has essentially two parts. The first is the reduction housing. This housing holds a planetary assembly that has a gear ratio of 2.72:1 when in a low range, and a 1:1 in a high range. It has one shifter coming out of the top to select the desired range. The planetary is not a synchronized shift-on-the-fly design and must be operated when the vehicle is stopped. (The main case still retains the shift-on-the-fly capability just like the standard Atlas). The reduction housing shifter is designed for a cable shifter.

The second part of the 4SP may look the same as the standard Atlas, but it does have some differences. The main case of the 4SP is the same raw casting, but has some machining variations to make it into a 4SP. The main case functions independently from the front reduction housing and retains all of the normal Atlas features (front and rear outputs controlled independently, and the a front only option). All of the gears are the same. The front output uses all of the same parts along with the cluster. The strength of this unit is not an issue. We use a planetary assembly that was originally run in a NP241-HD transfer case. The six planetary gear setup has proven its durability and has been used in countless heavy-duty vehicles. Other attributes to the planetary assembly include a very quiet operation, easy shifting, and low rolling resistance. When all of this is put in front of a legendary Atlas Transfer Case, you get the best combination of gear ratios and reliability.

The 4SP units will fit nearly all applications that the standard Atlas will bolt to. These will include spline counts of 23, 27, 29, 31, 32 and 34. The unit has a circular bolt pattern on the front, identical to the one found in Jeep, Ford & Dodge vehicles. We have a variety of different adapters available to retrofit the 4SP into nearly any application. The twin sticks for the main unit can be either the standard linkage or the cable linkage. The standard linkage is offered in a variety of custom packages available for particular vehicles and can be modified to fit many custom applications. The installation of an Atlas 4 speed should be nearly the same as the standard Atlas 2 speed. The Atlas 4 speed is just a bit longer.

Since every Atlas transfer case is custom built to order, the unit will be customized to your vehicle. Please browse this site or give us a call to determine how to configure the ultimate transfer case, and have us build you one for your vehicle. CASE: Material: 356-T6 Heat Treated Aluminum Weight: 125 lbs. (dry) INTERNAL COMPONENTS: Gears: Helical Cut Planetary Gears: 6 Gears Helical Cut Bearings: Needle & Taper Rollers Synchronizers: Borg Warner Available Input Shaft Splines: 23, 27, 29, 31, 32, 34 Tail Shaft H.D., 32 Spline Front Output 32 Spline

High Range 1:1 LUBRICATION: Quarts: 2.5 Liters: 2.36 We are currently shipping Redline 75W-90 GL4 with all new Atlas units, this along with the other lubricants that are printed in our Atlas Installation Guide are the recommended fluids for the Atlas. LENGTH COMPARISON: *Atlas Short tailhousing is 16.75" *Atlas Long tailhousing is 18.75"

3. Atlas T/C - Gear Ratio Options Choosing a Gear Set:Since there are numerous engine, transmission, and axle combinations, the need for various transfer case gearing options has increased. The 2 speed Atlas transfer case now has 6 different low gearing options to suit the needs of your driving habits and your drivetrain components. Along with the these different Atlas 2 speed ratio options, we are now producing our new 4 speed Atlas transfer case. The 4 speed Atlas gives you 3 low ranges & 1 high range - a few more choices when it comes to 4-wheeling. You can now have the ultra low gearing for rock crawling, a low range gear for trail use, and mid range for sand and mud. Whether you're looking at the 2 speed Atlas or the 4 speed Atlas, your ratio options will be diverse. The wide variety of Atlas gear ratio options have been designed to accommodate any type of drivetrain combination. Please be aware that the lower the final drive ratio gets, the harder it is to stop the vehicle when in gear. Larger brakes will be required to slow the vehicle. Shifting the transmission into neutral on an automatic or depressing the clutch on a manual will be required to bring your vehicle to a complete stop. Atlas 2 Speed Ratios1.5:1 : This is a newer ratio that looks like it will be more popular for the 4 speed and used in quite a few competition rigs as a 2 speed. 2.0:1 : This unit is more of a stock ratio found in most early full size trucks and used in quite a few competition rigs 3.0:1 : This unit is popular in numerous applications. Used in quite a few competition rigs 3.8:1 : The Atlas 3.8 is a good choice for the avid 4-wheeler since this low gear ratio is ideal for moderate to some extreme rock crawling. 4.3:1 : This unit is popular in numerous applications. 5.0:1 : This unit is popular in numerous applications. Atlas 4 Speed Ratios1.0:1 / 2.72:1 / 1.50:1 / 4.08:1 1.0:1 / 2.72:1 / 2.00:1 / 5.44:1 1.0:1 / 2.72:1 / 3.00:1 / 8.16:1 1.0:1 / 2.72:1 / 3.80:1 / 10.34:1 1.0:1 / 2.72:1 / 4.3:1 / 11.69:1With any of the Atlas ratios equipped in your 4WD, you have the opportunity to select a sensible ring and pinion gear ratio for great street performance. Combined with a low-geared crawl ratio of your choice, your vehicle will have the ultimate combination. This allows you to compete with the most well-equipped vehicle, but then be able to cruise comfortably down paved roads. If you are serious about on and offroad performance and dependability, then demand one of the Advance Adapters Atlas transfer cases.All of the gear sets above except for the 1.5:1 and the 5.0:1 are available in two strength grades, a Trail Series and a G2 Pro Rated Series. Trail Series gear sets: The tried and true Atlas gears that we have been producing for years. These gears will take plenty of punishment are perfect for everyday off road use and abuse. This gear set has the 1.25" idler shaft. G2 Pro Rated Series gear sets: These are for the hardcore off road enthusiast or competitor who wants and needs the very best, and tend to punish and push their equipment to the limits day in and day out. These gears come in either a "super finished" state indicated by the(SF) in the part number or the standard finish. These gears all come with an 1.5" idler shaft. 109% increase in beam strength, 7% dynamic/15% static load rating bearing sets, 25% thrust surface area for higher thrust loads, 7% reduction in weightThe super finished gears provide a number of benefits: less friction / lower operation temperatures, extended component life, increase efficiency & reduce lubrication requirements.

Since there are numerous engine, transmission, and axle combinations, the need for various transfer case gearing options has increased. The 2 speed Atlas transfer case now has 6 different low gearing options to suit the needs of your driving habits and your drivetrain components. Along with the these different Atlas 2 speed ratio options, we are now producing our new 4 speed Atlas transfer case. The 4 speed Atlas gives you 3 low ranges & 1 high range - a few more choices when it comes to 4-wheeling. You can now have the ultra low gearing for rock crawling, a low range gear for trail use, and mid range for sand and mud. Whether you're looking at the 2 speed Atlas or the 4 speed Atlas, your ratio options will be diverse.

The wide variety of Atlas gear ratio options have been designed to accommodate any type of drivetrain combination. Please be aware that the lower the final drive ratio gets, the harder it is to stop the vehicle when in gear. Larger brakes will be required to slow the vehicle. Shifting the transmission into neutral on an automatic or depressing the clutch on a manual will be required to bring your vehicle to a complete stop.

With any of the Atlas ratios equipped in your 4WD, you have the opportunity to select a sensible ring and pinion gear ratio for great street performance. Combined with a low-geared crawl ratio of your choice, your vehicle will have the ultimate combination. This allows you to compete with the most well-equipped vehicle, but then be able to cruise comfortably down paved roads. If you are serious about on and offroad performance and dependability, then demand one of the Advance Adapters Atlas transfer cases.

Atlas T/C - Input Shaft splines with Adapter OptionsChoosing the Proper Input Shaft: There are currently over 20 different Atlas input shafts in production today, varying in length and spline count. To completely understand your particular need when it comes to Atlas inputs first you have to look to the transmission that it will be mating to, and if any special adapters will be needed. Below is a list of the most popular transmissions currently being used today and the requirements for mating up to the Atlas. If your application is not listed below, it does not necessarily mean that we dont have anything for you, it just may take a little more work to make it happen and will require call for further assistance. Jeep Transmissions Make Model Config Speeds Output Splines Adapter Required Adapter Number Input Spline Required JEEP T98 4wd 4 6 Yes PN50-7503 Jeep 23 Spline JEEP T18 4wd 4 6 Yes PN50-7502 Jeep 23 Spline JEEP T4 4wd 4 23 No Stock OEM Jeep 23 Spline JEEP SR4 4wd 4 23 No Stock OEM Jeep 23 Spline JEEP T5 4wd 4 23 No Stock OEM Jeep 23 Spline JEEP T176 4wd 4 23 No Stock OEM Jeep 23 Spline JEEP AX4 4wd 4 21 No Stock OEM Jeep 21 Spline JEEP AX5 4wd 5 21 No Stock OEM Jeep 21 Spline JEEP AX15 4wd 5 23 No Stock OEM Jeep 23 Spline JEEP NV3550 4wd 5 23 No Stock OEM Jeep 23 Spline JEEP NSG370 4wd 5 23 No Stock OEM Jeep 23 Spline JEEP BA10/15 Peugeot 4wd 5 21 No Stock OEM Jeep 21 Spline JEEP AW4 4wd 4 21 or 23 No Stock OEM Jeep 21 Spline or Jeep 23 Spline JEEP Torqueflie 727 4wd 3 23 No Stock OEM Jeep 23 Spline JEEP Torqueflie 999 4wd 3 23 No Stock OEM Jeep 23 Spline JEEP 42RLE 4wd 4 23 No Stock OEM Jeep 23 Spline (Short for 42RLE) JEEP 5-45RFE (2004 ZJ with 4.7L) 4wd 4 23 No Stock OEM Jeep 23 Spline (Long) JEEP A580 (NAG1) 2012-18 auto 4wd 5 26 No Stock OEM Jeep 26 spline GM Transmissions Make Model Config Speeds Output Splines Adapter Required Adapter Number Required Spline GM SM420 2wd or 4wd 4 10 Yes PN50-9702 Jeep 23 Spline GM SM465 4wd 4 10 Yes PN51-9807 GM 10 Spline GM SM465 2wd 4 35 Yes PN51-9807 Gm 35 Spline GM NV4500 4wd 5 32 Yes PN51-0205 & PN51-0220 GM 32 Spline or GM 32 Spline (Heavy Duty) GM Powerglide 2wd 2 27 Yes PN50-9200 GM 27 Spline GM TH350 2wd 3 27 Yes PN50-6802 Jeep 23 Spline GM TH350 4wd 3 27 Yes PNAS-6800 GM 27 Spline GM TH400 2wd 3 32 Yes PN51-6400 GM 32 Spline or GM 32 Spline (Heavy Duty) GM TH400 4wd 3 32 Yes PNAS-6401 GM 32 Spline or GM 32 Spline (Heavy Duty) GM 700R4 2wd 4 27 Yes PN50-9102 GM 27 Spline GM 4L60 2wd 4 27 Yes PN50-9102 GM 27 Spline GM 4L80 & 4L80E 4wd 4 32 Yes PN51-6408 GM 32 Spline or GM 32 Spline (Heavy Duty) GM 700R4 4wd 4 27 Yes PNAS-9111 GM 27 Spline GM 4L60 4wd 4 27 Yes PNAS-9111 GM 27 Spline GM 4L60E 2wd 4 27 Yes PN50-0404 Jeep 23 Spline GM 4L60E 4wd 4 27 Yes PNAS-9111 GM 27 Spline GM 4L60E (with removable bellhousing) 2wd 4 27 Yes PN50-0430 Jeep 23 Spline GM 4L60E (with removable bellhousing) 4wd 4 27 Yes PN50-9300 Custom 23 Spline (for short 4L60E Adapter) GM 4L60E (with removable bellhousing) 4wd 4 27 Yes PN50-0405 & PNAS-9111 GM 27 Spline GM 6L80 GM Auto 4wd/2wd 6 32 Yes PN50-9600 32 spline GM 6L90 GM Auto 4wd 6 29 Yes PN50-9600 29 spline GM 8L90 Gm Auto 4wd 8 32 Yes PNAS-8603 32 spl. (Atlas is GM case unit) Ford Transmissions Make Model Config Speeds Output Splines Adapter Required Adapter Number Input Spline Required FORD T98 2wd or 4wd 4 31 or 28 Yes PN50-7503 Jeep 23 Spline FORD T18 2wd or 4wd 4 31 or 28 Yes PN50-7500 Jeep 23 Spline FORD T19 2wd or 4wd 4 31 or 28 Yes PN50-6501 Jeep 23 Spline FORD NP435 2wd or 4wd 4 31 or 28 Yes PN50-3801 Jeep 23 Spline FORD ZF 4wd 5 31 No Stock OEM Ford 31 Spline FORD C4 (1966-1977 Bronco Only) 4wd 3 28 No Stock OEM Ford 28 Spline FORD C4 4wd 3 31 or 28 Yes PN50-8100 Jeep 23 Spline FORD C4 (short style manual valve body) 4wd 3 31 or 28 Yes PN50-2905 GM 27 Spline FORD AOD 4wd 4 31 No Stock OEM Ford 31 Spline FORD C6 4wd 3 31 No Stock OEM Ford 31 Spline FORD 6R80 4wd 6 31 Yes PN50-3900 Short 31 spl input FORD 10R80 4wd 10 31 Yes PN50-3900 Short 31 spl input Dodge Transmissions Make Model Config Speeds Output Splines Adapter Required Adapter Number Input Spline Required DODGE NV4500 4wd 5 23 No Stock OEM Jeep 23 Spline DODGE NV4500 4wd 5 29 No Stock OEM Dodge 29 Spline or Dodge 29 Spline (Heavy Duty)

There are currently over 20 different Atlas input shafts in production today, varying in length and spline count. To completely understand your particular need when it comes to Atlas inputs first you have to look to the transmission that it will be mating to, and if any special adapters will be needed. Below is a list of the most popular transmissions currently being used today and the requirements for mating up to the Atlas. If your application is not listed below, it does not necessarily mean that we dont have anything for you, it just may take a little more work to make it happen and will require call for further assistance.

5. Atlas T/C - Rotation & Clocking OptionsChoosing a Case Rotation:When making the decision on what case rotation is best suited for you're vehicle there are a few things to consider: What side is your front differential on? This will determine if you are in need of a passenger or a driver side drop case. What angle would you like the case to hang at? In some cases the preference would be to have the case sit as close to level as possible, however in some applications this is just not possible due to clearances or interference issues. OPTION #1This stock transmission bolt pattern is found on transmissions that were originally bolted to a Dana 300 transfer case with a stock case rotation of 35 degrees. This stock transmission bolt pattern is also found on some Jeep transmissions when bolted to a New Process transfer case that had a stock rotation of 23 degrees. Atlas rotation option 1Atlas 2sp Left Drop 0, 18, 25, 32, 39, 46 Degrees P/N ALC-T (Trail Case) P/N ALC-G2 (G2 Pro Case) P/N ALC-D (Divorced Trail Case) P/N ALC-G2-D (Divorced G2 Pro Case) P/N ALC-43F-G2 (Ford 6R140 transmission case assy. G2 Pro Series) P/N ALC-G2-FT (Flat Tow case assy. G2 Pro Series)Atlas 2sp Right Drop 5, 12, 19, 26 Degrees P/N ARC-T (Trail Case) P/N ARC-G2 (G2 Pro Case) P/N ARC-D (Divorced Trail Case) P/N ARC-G2-D (Divorced G2 Pro Case) Atlas 4sp Left Drop 0, 17, 24, 31, 38 Degrees P/N A4-LC-G2 (G2 Pro Case) P/N A4LC-G2-FT (Flat Tow case assy. G2 Pro Series) Atlas 4sp Right Drop 5, 12, 19, 26 DegreesP/N A4-RC-G2 (G2 Pro Case) OPTION #2This stock transmission bolt pattern is found on some Jeep transmissions when bolted to a New Process transfer case that had a stock rotation of 13 degrees. Atlas rotation option 2Atlas 2sp Left Drop 0, 8, 15, 22, 29, 39 Degrees P/N ALC-T (Trail Case) P/N ALC-G2 (G2 Pro Case) P/N ALC-D (Divorced Trail Case) P/N ALC-G2-D (Divorced G2 Pro Case) P/N ALC-43F-G2 (Ford 6R140 transmission case assy. G2 Pro Series) P/N ALC-G2-FT (Flat Tow case assy. G2 Pro Series)Atlas 2sp Right Drop 0, 15, 22, 29, 36 Degrees P/N ARC-T (Trail Case) P/N ARC-G2 (G2 Pro Case) P/N ARC-D (Divorced Trail Case) P/N ARC-G2-D (Divorced G2 Pro Case) Atlas 4sp Left Drop 6, 13, 20, 27 DegreesP/N A4-LC-G2 (G2 Pro Case) P/N A4LC-G2-FT (Flat Tow case assy. G2 Pro Series) Atlas 4sp Right Drop 5, 15, 22, 29, 36 DegreesP/N A4-RC-G2 (G2 Pro Case) OPTION #3This bolt pattern is found on most of our adapter housings. If you are currently using one of our castings equipped with the dual bolt pattern, you will have all the options listed above. Atlas rotation option 3

This stock transmission bolt pattern is found on transmissions that were originally bolted to a Dana 300 transfer case with a stock case rotation of 35 degrees. This stock transmission bolt pattern is also found on some Jeep transmissions when bolted to a New Process transfer case that had a stock rotation of 23 degrees. Atlas rotation option 1

8. Atlas T/C- Speedometer OptionsMechanical Speedometer Housinghe Atlas Standard 32 Spline tailhousing is the only housing that offers a speedometer option. The Atlas Standard 32 Spline tailhousing is designed to fit a stock Jeep (1982 & up) mechanical driven speedometer housing. These housings drive a cable that operates the speedometer. This speedometer housing is from a 1983 to 1986 Jeep CJ. The speedometer gear is not included with this housing, but by using the charts (Fig. E) that follow you can select the correct gear for your tire size and axle ratio. Some of these gears are hard to come by, so we may not offer the gear for your application. Note: The mechanical speedometer housing use the long style pinion gears. (pinion gears are not included with housing, however may be purchased separately) PN300620Plug The Speedometer HoleIf your application does not require any speedometer connections, we also offer a plug for the tailhousing to keep any dirt and debris out of the transfer case, and provide a sealed environment. PN300621Electronic Style Speedometer HousingThe Atlas only accepts the mechanically driven YJ & TJ Speedometer. The late model Jeep TJs with the Rock Trac 241J transfer case used a tone ring and sensor for the speedometer pickup source. This combination is not able to be used on the Atlas tailhousing. The earlier NP231 style speedometer will work the same as the later model tone ring and sensor. One advantage is the mechanical unit is easy to modify when larger tires or different ring and pinions are used. The charts (Fig. E) that follow offer different drive gear part numbers to calibrate your speedometer. Note: The electronic speedometer housing use the short style pinion gears.(pinion gears are not included with housing, however may be purchased separately) PN300637. Tire diameter is figured with the actual tire diameter not the size listed on the side wall. Most tires are smaller in diameter than the size printed on them.Speedometer Calibration Chart Ford Full-size truck & Bronco 87-91speedometers:Regardless if your speedometer is mechanical or electronic, you must use our PN301506.If you have a mechanical cable driven speedometer, a custom cable will need to be made. The 301506 has a 7/8" thread and the Ford is a metric thread. If your stock unit had a electronic set up, a cable adapter can be used from the 7/8" thread to a pulse generator that will send the computer the correct pulse needed. Both the mechanical and electronic components can be obtained from Nevada Speedometer 775-358-7422.Toyota Speedometer Cable Adapter 1995-97: This cable adapter allows the Atlas speedometer drive housing (P/N 301506) to couple to the stock Toyota speedometer cable. You can then retain the factory gauge and have all the added benefits of the Atlas transfer case. This cable adapter is sold under PN300613 and has a Toyota side- 22mm w/ .203 female fitting, and on the other end couples to the Atlas speedo housing side- SAE 7/8"-18 .104 square.Toyota Speed Sensor 1998-Newer , FJ Cruisers, T100, Tacoma: This kit allows you to retain the factory Toyota Vehicle Speed Sensor when installing an Atlas Transfer Case. A speedometer cable is used with a sensor housing to remote mount the VSS that was originally installed in the Toyota transfer case. This kit is sold under PN300605. You will also need the speedometer housing PN301506 for the Atlas and the proper drive gear.

he Atlas Standard 32 Spline tailhousing is the only housing that offers a speedometer option. The Atlas Standard 32 Spline tailhousing is designed to fit a stock Jeep (1982 & up) mechanical driven speedometer housing. These housings drive a cable that operates the speedometer. This speedometer housing is from a 1983 to 1986 Jeep CJ. The speedometer gear is not included with this housing, but by using the charts (Fig. E) that follow you can select the correct gear for your tire size and axle ratio. Some of these gears are hard to come by, so we may not offer the gear for your application. Note: The mechanical speedometer housing use the long style pinion gears. (pinion gears are not included with housing, however may be purchased separately) PN300620

If your application does not require any speedometer connections, we also offer a plug for the tailhousing to keep any dirt and debris out of the transfer case, and provide a sealed environment. PN300621

The Atlas only accepts the mechanically driven YJ & TJ Speedometer. The late model Jeep TJs with the Rock Trac 241J transfer case used a tone ring and sensor for the speedometer pickup source. This combination is not able to be used on the Atlas tailhousing. The earlier NP231 style speedometer will work the same as the later model tone ring and sensor. One advantage is the mechanical unit is easy to modify when larger tires or different ring and pinions are used. The charts (Fig. E) that follow offer different drive gear part numbers to calibrate your speedometer. Note: The electronic speedometer housing use the short style pinion gears.(pinion gears are not included with housing, however may be purchased separately) PN300637. Tire diameter is figured with the actual tire diameter not the size listed on the side wall. Most tires are smaller in diameter than the size printed on them.

If you have a mechanical cable driven speedometer, a custom cable will need to be made. The 301506 has a 7/8" thread and the Ford is a metric thread. If your stock unit had a electronic set up, a cable adapter can be used from the 7/8" thread to a pulse generator that will send the computer the correct pulse needed. Both the mechanical and electronic components can be obtained from Nevada Speedometer 775-358-7422.

This cable adapter allows the Atlas speedometer drive housing (P/N 301506) to couple to the stock Toyota speedometer cable. You can then retain the factory gauge and have all the added benefits of the Atlas transfer case. This cable adapter is sold under PN300613 and has a Toyota side- 22mm w/ .203 female fitting, and on the other end couples to the Atlas speedo housing side- SAE 7/8"-18 .104 square.

This kit allows you to retain the factory Toyota Vehicle Speed Sensor when installing an Atlas Transfer Case. A speedometer cable is used with a sensor housing to remote mount the VSS that was originally installed in the Toyota transfer case. This kit is sold under PN300605. You will also need the speedometer housing PN301506 for the Atlas and the proper drive gear.

7. Atlas T/C - Yoke OptionsWth the Atlas transfer case being such a diverse case fitting into such a wide variety of vehicles, naturally we needed a variety of available transfer case yokes. All of our yoke options are called out by their series number, and style. Series NumberThe series number is a classification that was standardized by the Spicer corporation that refers to the size of the yokes bearing width and cap diameter. Yokes we offer are: 1310CV, 32 spline PNA1310CV 1330CV, 32 spline PNA1330CV 1350CV, 32 spline PNA1350CV 1310, 32 spline PNA1310 1350, 32 spline PNA1350 1410, 32 spline strap PNA1410 1410, 32 spline U-Bolt PNA1410U 1310/1330/1350 FLANGE YOKE, 32 spline PNAF1300 (1300 series Flange yoke is drilled and tapped for (4) 1/2"x 20 bolts on a 4.25"diameter,(4) 7/16"x 20 bolts on a 3.50"diameter and has a 2.0" male index for the mating yoke.) Spicer companion yoke numbers are as follows: (1310 C.V., P/N 211229x), (1310 non-C.V., P/N 2-2-939), (1330 C.V. - P/N 211631x), (1330 non-C.V., P/N 2-2-1369), (1350 C.V., P/N 212024x), (1350 non-C.V., P/N 3-2-1579). 1350,1410 FLANGE YOKE CV, 32 spline PNAF1350 ( Yoke has a 3.125" male index for the mating yoke.) 1350,1410 FLANGE YOKE non CV, 32 spline PNAF1410 (1410 Flange yoke is drilled and tapped for (4) 12mm x 1.25 bolts on a 3.75"diameter and has a 2.75" female index for the mating yoke.) 1410 non C.V. flange yoke. Spicer companion yoke number is 3-2-1329 (1410 non-C.V.) 1480FLANGE YOKE, 32 spline PNAF1480 TOYOTA FLANGE YOKE (3 BOLT PATTERNS 60mm x 60mm, 64mm x 56mm, & 68.3 x 60mm) PNAFTOY Flange yoke may require the companion flange bolts to be installed through the yoke before the yoke is installed onto the transfer case. This depends on the series of companion yokes used. If the flange yoke is currently installed on your transfer case, you may be required to first loosen the yoke retaining nut, pull the yoke away from the transfer case enough to install the companion flange bolts. Once the bolts are in place, a new yoke lock nut should always be installed and torqued to 150 ft.-lbs. to secure the yoke to the transfer case. Size Chart Spicer Series # Cap Diameter Width Across Caps 1310 1.062 3.219 1330 1.062 3.625 1350 1.188 3.625 1410 1.188 4.188 Yoke Style The two common yoke styles are CV (Constant Velocity) also referred to a "Double Cardan" and Non-CV. The CV style utilizes a carrier block (Cardan) that contains a set of two bearings, one per side. One side of the carrier (Cardan) is bolted to the transfer case output yoke, capturing a bearing between the transfer case output yoke and one side of the carrier, and the other bearing is captured between the other side of the carrier and the yoke affixed to the drive shaft. This type of yoke setup is most commonly used when attempting to overcome step or compound drive shaft angles. The Non-CV style yoke uses only one bearing that is secured between the transfer case output yoke and the drive shaft yoke using straps or u-bolts. Yoke Modifications: Changing the style of yokes on the Atlas transfer case may require your new yoke to be modified. When installed on an Atlas, the yoke will load up against a tapered roller bearing. Some yokes require a chamfer to be machined to clearance the cage of this bearing. All the yokes we offer have this chamfer. YokeAdvance Adapters has started a change in product design with the mating components of its rear output shaft, front output shafts, and on divorced unit front input shaft. The modifications can be found on the follow instructions. CLICK HERE

Flange yoke may require the companion flange bolts to be installed through the yoke before the yoke is installed onto the transfer case. This depends on the series of companion yokes used. If the flange yoke is currently installed on your transfer case, you may be required to first loosen the yoke retaining nut, pull the yoke away from the transfer case enough to install the companion flange bolts. Once the bolts are in place, a new yoke lock nut should always be installed and torqued to 150 ft.-lbs. to secure the yoke to the transfer case.

The two common yoke styles are CV (Constant Velocity) also referred to a "Double Cardan" and Non-CV. The CV style utilizes a carrier block (Cardan) that contains a set of two bearings, one per side. One side of the carrier (Cardan) is bolted to the transfer case output yoke, capturing a bearing between the transfer case output yoke and one side of the carrier, and the other bearing is captured between the other side of the carrier and the yoke affixed to the drive shaft. This type of yoke setup is most commonly used when attempting to overcome step or compound drive shaft angles.

Yoke Modifications: Changing the style of yokes on the Atlas transfer case may require your new yoke to be modified. When installed on an Atlas, the yoke will load up against a tapered roller bearing. Some yokes require a chamfer to be machined to clearance the cage of this bearing. All the yokes we offer have this chamfer. Yoke

Advance Adapters has started a change in product design with the mating components of its rear output shaft, front output shafts, and on divorced unit front input shaft. The modifications can be found on the follow instructions. CLICK HERE

6. Atlas T/C Tailhousing OptionsStandard Atlas Tailhousing The standard Atlas transfer case comes with a rear tailhousing that accepts a stock Jeep speedometer from Jeep vehicles 1982 & newer. Atlas units ordered for earlier Jeeps or other vehicles can order a mechanical drive speedometer housing. This housing is the same as an early style Jeep. To connect to this housing, a special cable fitting may be necessary. The speedometer provision on the Atlas also allows you to calibrate your speedometer for tire and gearing changes. This Atlas tailhousing is P/N ALT-T. If a speedometer is not needed, the speedometer access hole can be plugged by using PN300621.Atlas Short Tailhousing (No Speedometer)The rock crawling & racing industry drove the demand for the creation of the short tailhousing. We had inquires for new drivetrain combinations, shorter drivetrains and light weight rear engines combinations. With these newer combinations, we were prompted to build a shorter Atlas tailhousing. This tailhousing is 2 shorter than the standard Atlas tailhousing. It is designed for trail or competition use only since it does not provide provisions for any type of speedometer. This new tailhousing can be retrofitted to any Atlas case by ordering PN301499R. If youre ordering a new case, this item can be included on a new Atlas by using P/N AST-T. Not recommended for street use.HD Atlas Tailhousings with 300M Output Shaft The HD Atlas rear tailhousing is basically the same as the standard and short housing with the exception on the output shaft. The output shafts in these tailhousings are manufactured out of 300M steel. This was introduced into our product line for a special aftermarket military vehicle but also used in many of the performance racing applications. This high grade steel shaft is 130% stronger than our standard output. This kit is not necessary for most applications; however, for extreme horsepower and torque this Atlas HD tailhousing may be for you. The HD tailhousing is available for the all Atlas transfer cases at an additional cost, Part No. ALT-G2 or AST-G2. GM VSS Tailhousing (No Speedometer)Vehicle speed sensors (VSS) are mandatory for computer controlled engines and transmissions. The VSS sends information to the vehicle computer system for both engine and automatic transmission operations. Early Chevys up to 1992 used a computer that required a D.C. square wave input into the computer. These early computer system requirements could be fed by either a special speedometer drive or a reluctor ring. Chevys 1993 & newer required a A.C. sine wave. This sine wave creates a voltage that increases with vehicle speed. The only way that this voltage can be generated is through a reluctor ring mounted to either the transmission or transfer case shafts. This information was obtained from various sources, so please verify your requirements before doing any vehicle modifications. Our tailhousing allows a sensor and reluctor to be installed in place of the speedometer drive. Our Atlas tailhousing had to have some slight pattern changes to incorporate this new feature. To add this option to an existing transfer case would require the purchase of a new tailhousing. This new option was primarily developed so that the Atlas could be installed into a newer Chevy 4WD vehicle. When ordering this tailhousing with an Atlas, we also include a standard shift control unit that is drilled and tapped to accept a low range switch. This allows the Chevy computer to re-calibrate the output shaft signal when in low range. Note: The Chevy computer may require some wiring and computer program changes for the different low ratios.On Vehicles with computer controlled engine swaps, this tailhousing kit can provide the proper VSS signal when using a manual transmission. Vehicles with a computer controlled engine swap and an automatic transmission requiring a VSS should not use this tailhousing option unless a low range switch is installed and the computer program is modified. When installing this type of engine and automatic transmission combination, we highly recommend a reluctor ring location in the adapter or the transmission. This will give the engine computer system a correct 1-to-1 reading in or out of low range. The VSS tailhousing kit we offer is P/N AVT-T The VSS tailhousing kit for the 300M is P/N AVT-G2If you have installed a newer GM engine into a Jeep with a manual transmission, you may want to retain the Jeep speedometer, but the GM engine needs the 40 pulse reluctor to function correctly. The standard Atlas transfer case tailhousing should be retained and one of our TruPulse kits should be used. These TruPulse reluctor kits fit on all of our Atlas tailhousings. These kits are an externally mounted unit that provides the True 40 Pulse required for the computer system. The reluctor ring gets mounted to the transfer case yoke. The kit is offered in several yoke styles. Note: These kits will not work with a flange yoke. TruPulse Kits: PN50-5040 with a 1310 non C.V. PN50-5041 with a 1310 C.V. PN50-5042 with a 1350 non C.V. PN50-5043 with a 1410 non C.V. Flat Tow TailhousingIntroduced in 2018 the flat tow option was released for the Atlas transfer case. This new option uses a new rear output shaft that is connected to a gerotor pump assyembly. The Atlas pan has a pick up screen that pulls oil from the main case pulling it into the tailhousing and down the output shaft lubricating the bearings while driving and being flat towed. The length of the tailhousing is the same as the standard Atlas. It does not have the mechanical speedometer gear but offers an electronic pick up for a Jeep , GM, or STD which has no pick up. P/N AFT-JP Flat Tow tailhousing with Jeep sensor P/N AFT-GM Flat Tow tailhousing with GM sensor P/N AFT-STD Flat Tow tailhousing witout a speed sensor

The standard Atlas transfer case comes with a rear tailhousing that accepts a stock Jeep speedometer from Jeep vehicles 1982 & newer. Atlas units ordered for earlier Jeeps or other vehicles can order a mechanical drive speedometer housing. This housing is the same as an early style Jeep. To connect to this housing, a special cable fitting may be necessary. The speedometer provision on the Atlas also allows you to calibrate your speedometer for tire and gearing changes. This Atlas tailhousing is P/N ALT-T. If a speedometer is not needed, the speedometer access hole can be plugged by using PN300621.

The rock crawling & racing industry drove the demand for the creation of the short tailhousing. We had inquires for new drivetrain combinations, shorter drivetrains and light weight rear engines combinations. With these newer combinations, we were prompted to build a shorter Atlas tailhousing. This tailhousing is 2 shorter than the standard Atlas tailhousing. It is designed for trail or competition use only since it does not provide provisions for any type of speedometer. This new tailhousing can be retrofitted to any Atlas case by ordering PN301499R. If youre ordering a new case, this item can be included on a new Atlas by using P/N AST-T. Not recommended for street use.

The HD Atlas rear tailhousing is basically the same as the standard and short housing with the exception on the output shaft. The output shafts in these tailhousings are manufactured out of 300M steel. This was introduced into our product line for a special aftermarket military vehicle but also used in many of the performance racing applications. This high grade steel shaft is 130% stronger than our standard output. This kit is not necessary for most applications; however, for extreme horsepower and torque this Atlas HD tailhousing may be for you. The HD tailhousing is available for the all Atlas transfer cases at an additional cost, Part No. ALT-G2 or AST-G2.

Vehicle speed sensors (VSS) are mandatory for computer controlled engines and transmissions. The VSS sends information to the vehicle computer system for both engine and automatic transmission operations. Early Chevys up to 1992 used a computer that required a D.C. square wave input into the computer. These early computer system requirements could be fed by either a special speedometer drive or a reluctor ring. Chevys 1993 & newer required a A.C. sine wave. This sine wave creates a voltage that increases with vehicle speed. The only way that this voltage can be generated is through a reluctor ring mounted to either the transmission or transfer case shafts. This information was obtained from various sources, so please verify your requirements before doing any vehicle modifications.

Our tailhousing allows a sensor and reluctor to be installed in place of the speedometer drive. Our Atlas tailhousing had to have some slight pattern changes to incorporate this new feature. To add this option to an existing transfer case would require the purchase of a new tailhousing. This new option was primarily developed so that the Atlas could be installed into a newer Chevy 4WD vehicle. When ordering this tailhousing with an Atlas, we also include a standard shift control unit that is drilled and tapped to accept a low range switch. This allows the Chevy computer to re-calibrate the output shaft signal when in low range. Note: The Chevy computer may require some wiring and computer program changes for the different low ratios.

On Vehicles with computer controlled engine swaps, this tailhousing kit can provide the proper VSS signal when using a manual transmission. Vehicles with a computer controlled engine swap and an automatic transmission requiring a VSS should not use this tailhousing option unless a low range switch is installed and the computer program is modified. When installing this type of engine and automatic transmission combination, we highly recommend a reluctor ring location in the adapter or the transmission. This will give the engine computer system a correct 1-to-1 reading in or out of low range.

If you have installed a newer GM engine into a Jeep with a manual transmission, you may want to retain the Jeep speedometer, but the GM engine needs the 40 pulse reluctor to function correctly. The standard Atlas transfer case tailhousing should be retained and one of our TruPulse kits should be used. These TruPulse reluctor kits fit on all of our Atlas tailhousings. These kits are an externally mounted unit that provides the True 40 Pulse required for the computer system. The reluctor ring gets mounted to the transfer case yoke. The kit is offered in several yoke styles. Note: These kits will not work with a flange yoke.

Introduced in 2018 the flat tow option was released for the Atlas transfer case. This new option uses a new rear output shaft that is connected to a gerotor pump assyembly. The Atlas pan has a pick up screen that pulls oil from the main case pulling it into the tailhousing and down the output shaft lubricating the bearings while driving and being flat towed. The length of the tailhousing is the same as the standard Atlas. It does not have the mechanical speedometer gear but offers an electronic pick up for a Jeep , GM, or STD which has no pick up.

I have been in the four wheeling scene for over 15 years, I have owned several stock application transfer cases in my different jeeps and off-road buggies. Recently, I have been building a new rock-crawler chassis and I finally can afford buying the atlas 4sp. Even though there was a wait time to get it, I could not have been happier with my decision, Advance Adapters is a great company to deal with, and I am extremely pleased with my purchase.

For 45 years, Advance Adapters has designed, engineered, and manufactured unsurpassed Powertrain and 4-Wheel-Drive after market products. Our award-winning history of innovation and expertise ensures we provide quality craftsmanship as we serve our customers with knowledge and integrity.

caught: production-spec 2022 jeep grand wagoneer shows us more details: - moparinsiders

After former Fiat Chrysler Automobiles (FCA) CEO, the late Sergio Marchionne revealed that the Jeep brand would be bringing back the iconic Grand Wagoneer nameplate just over a decade ago, the iconic American brand is set to finally kick off production of the all-new 2022 Jeep Grand Wagoneer (WS) this fall. The new Grand Wagoneer will be the modern expression of the original, ultimate, premium sport utility vehicle (SUV). Grand Wagoneer will also be packed with ultra-premium, leading-edge features, and technology, unlike any Jeep product before it.

While we have seen dozens of spy photos of the all-new Grand Wagoneer and its more mainstream Wagoneer sibling in various stages of testing. Our spy photographers have caught the new Grand Wagoneer, showing off even more details than ever before, as it gets ready to begin production this summer at the Warren Truck Assembly Plant (WTAP) in the Detroit suburb of Warren, Michigan.

For the first time, we have seen a pre-production tester out on public roads. We can tell this by the production barcodes on the windshield and rear window, that are given to the vehicles when they come off the production line for tracking. This means that the WTAP plant is hard at work manufacturing models for fast feedback validation as it gets ready to be one of the most luxurious vehicles on North American roads.

In these latest photos, we finally get to see the top of the production Grand Wagoneers new grille. It shows the W-A-G-O-N-E-E-R text from last years Grand Wagoneer Concept will make it to production. It does not appear that they will be lit up like the ones on the concept, but if you look closely at the grille you will notice that it is still taped off from prying up. If you squint hard enough, you will see the ridges between the seven-slot grille similar to the Grand Wagoneer Concept which housed small LEDs that is part of the new welcome sequence. These notches are not on the more mainstream Wagoneer, indicating that Jeep may well indeed feature them on the top-of-the-line Grand Wagoneer model.

Still looking at the grille, we also notice a different grille insert texture from the concept. It appears that it matches the top-tier Grand Cherokee L Summit Reserve model. This could mean that Jeep is indeed copying some of the Grand Cherokee trim-levels for the Wagoneer and Grand Wagoneer models. Like the new Grand Cherokee (WL), we see the new Grand Wagoneer also features a Night Vision camera located in the middle section of the front bumper.

We also see that twin bi-functional LED projector headlamps, LED fog lamps, and LED daytime running lights (DRLs) featuring switchback technology are located in the headlight brow will highlight the front of the vehicle. Switchback LED strips are also located in the side mirrors as well.

Lighting will be a huge part of Grand Wagoneers presence on the street. One of our keen-eyed readers sent us a small clip of footage showing that the Grand Wagoneer will be featuring sequential LED taillamps. Just like the concept, LED taillamps wrap around the rear quarter panel to the back of the vehicle and create a solid form.

Engineers have done a great job of hiding them, but they are there. LED backup lights are housed next to the reflector in the lower part of the rear bumper, giving the clear housings of the taillamps room to express more design detail. Wagoneer models will differentiate by featuring solid red taillamp housings. An LED strip for the third brake light is located at top of the rear liftgate glass.

From the side, the Grand Wagoneer looks more slab-sided towards the lower rocker panels than the Wagoneer model, because of a new set of trick hidden power running boards. Expect the Grand Wagoneer to ride on the Quadra-Lift air suspension, a new independent rear suspension, and rear coil spring suspension to give the Grand Wagoneer a best-in-class ride. According to our sources, Jeep is working hard at delivering best-in-class noise, vibration, and harshness (NVH), so expect the Grand Wagoneer to not only be refreshing to drive but to offer an amazing passenger experience as well.

Peaking between the roof rails on the roof is a massive Command-View Panoramic Sunroof. While we cant be 100% sure, it is safe to say that the production models will not be fitted with a glass panel featuring a map of Metro Detroit like the concept did.

While we expect the 3.6-liter Pentastar V6 to be the standard powerplant in the mainstream Wagoneer, with the option of a 5.7-liter HEMI V8 being available. We expect that 5.7-liter HEMI V8 featuring eTorque mild-hybrid technology will be standard on the Grand Wagoneer. The HEMI will be joined by an all-new 3.0-liter turbocharged high-output inline-six-cylinder making around 450 horsepower or more. The new inline-six-cylinder is part of the Global Medium Engine (GME) family and expect it to feature eTorque technology as well. The GME-T6 as it is internally called, will make its first appearance ever under the hood of the Grand Wagoneer later this fall. Both the HEMI V8 and GME-T6 will be mated to TorqueFlite 8-speed automatic transmissions.

There will also be a plug-in electric hybrid vehicle (PHEV) version of the Grand Wagoneer available. While we still dont know all the details yet, it will make its debut in the 2023 model year. Expect it to have similar technology as the new 2021 Jeep Wrangler Unlimited 4xe.

The Grand Wagoneer will also feature the legendary Quadra-DriveII 44 system. The system features a rear electronic limited-slip differential for a best-in-class capability that will live up to that of the legendary Grand Wagoneer (SJ).

Thanks to the Selec-Terrain Traction Management System, Grand Wagoneer will feature several modes including Auto (for everyday driving), Sport, Snow, Sand/Mud, or Rock for specific driving conditions. The Quadra-Drive II system also features a neutral mode for trailering behind a recreational vehicle. When traction is lost, torque can be sent (up to 100%) to the wheel with the most traction. Torque can be sent front to back or side to side.

To keep up with the latest information surrounding the all-new Jeep Wagoneer and Grand Wagoneer, be sure to join our sister siteWagoneerForums.org. Following suit of our 5thGenRams.com website, WagoneerForums.org will become a hub for everything revolving around the next-generation of Wagoneer/Grand Wagoneer owners.

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Sand making production line is used to produce the fine sand in the dry mix powder plant concrete project and construction project.The produced sand is called mechanismsand. The mechanism sand save the cost compared with purchased the river sand .

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2021 jeep wrangler 4xe plug in hybrid enters production

Jeep has been a brand of extremes this year, dropping both a V8 and a plug-in hybrid system into the iconic Wrangler SUV. While the Wrangler 392 is still a ways out, the Wrangler 4xe has just entered production, marking a new chapter in the Jeep lineup. The SUV is being produced in FCAs long timeToledo Assembly Complex, where Jeeps have been built since the CJ and Willys days. Despite the 4xe being the most technologically advanced Wrangler ever, its actually built on the exact same production line as other Wrangler variants. Now that production has begun, the Wrangler 4xe will hit dealerships in early 2021, which is only a few months away. Somehow.

Despite a 280 lb weight penalty from the 17 kilowatt-hour battery pack, the Jeep Wrangler 4xe is a compelling option. Its four cylinder turbo engine and two electric motors push out an impressive 375 horsepower, 470 lb ft of torque. Until the Wrangler 392 comes around with an even 470 hp and torque rating, that makes this JL Jeep Wrangler hybrid the most powerful and torquiest engine in the lineup. The Pentastar V6 comes closest in power, at 285 hp, while the EcoDiesel comes closest in torque at 442 lb ft.

That powertrain motivates the Jeep Wrangler 4xe to hit 60 in six seconds flat, quick for an SUV with no sporting intentions other than off-road performance. The instant torque of the electric motors should make it feel surprisingly brisk given its heft. Speaking of off-road capability, Jeepclaims the hybrid system has no drawbacks off-road compared to other engine offerings.

Unsurprisingly, the 4xe is also the most efficient JL Jeep Wrangler in the lineup, complimenting its performance ratings nicely. Jeep says itll go up to 25 miles on electric power alone, and has a total driving range of 400 miles. It will also achieve an estimated 50 MPGe. Jeep has allows drivers to customize the gas/electric split the Wrangler 4xe with 3 settings accessible by buttons to the left of the steering wheel. Theres an electric only function, an E-Save function that saves battery power for later, and Hybrid that gives a combination of both motors.

2021 jeep wrangler rubicon 392 goes nuclear

Whatever kind of engine you want, the Jeep Wrangler offers it. Jeep's lucrative four-wheel-drive anachronism is available with a turbocharged four-cylinder, a naturally aspirated V-6 (with or without 48-volt hybrid assistance), a plug-in hybrid turbo-four, or a turbodiesel V-6. And now, rounding out Jeep's offer-all-the-engines policy, you can get a Wrangler stuffed with a gargantuan 470-hp 6.4-liter Hemi V-8. No, Jeep didn't use the supercharged Hellcat engine. Nobody has enough life insurance for that.

The resulting mutant is the 2021 Wrangler Rubicon 392. It's Jeep's G63. A mud-bog Maserati. It's "hold my beer" with an eye-level hood scoop. While everyone's fawning over the 2021 Ford Bronco, Jeep is clearing its throat through quad tailpipes and asking for a moment of your attention. You've seen the Wrangler, folks, but never like this!

Well, not from a Jeep production line anyway. Aftermarket companies have been cramming V-8s in Wranglers for years. Jeep itself used to offer V-8s in the Wrangler's distant ancestor, the CJ. But production Wranglers never had more than six cylinders, its V-8-powered specials relegated to Moab Easter Safari teases and SEMA show trucks. It's not like it's difficult to fit a Hemi in a Wrangler, so why did Jeep wait more than 30 years to do it?

Two reasons. First, until now the brand never had an outside reason to go nuclear with underhood weaponry. You didn't need a V-8 to compete with the Suzuki Samurai back in 1980s. And for about the past two decades, the Wrangler's biggest competition has been Jet Skis and divorces. The new Bronco is about to change that.

The second reason pertains to the philosophical matter of fast Wranglers and whether such a thing violates the natural order of the world. A 6.4-liter Wrangler is a rocket-propelled basset hound, an unlimited hydroplane tugboat, a 360-degree rotating rooftop restaurant set to 88 rpm. Have you seen those new speed stilts? No, because there's no such thing. And yet, Jeep makes this brute.

With 470 horsepower and 470 pound-feet of torque, Jeep claims the Wrangler Rubicon can hit 60 mph in 4.5 seconds. The fun doesn't last much longer than that, though, as this is the rare sub-5.0-second-to-60-mph machine that can't hit 100 mph. Top speed is governed to 99 mph, so as not to abuse its Q-rated BFGoodrich All-Terrain T/A KO2 tires. The 392's full-time four-wheel-drive system doesn't offer a two-wheel-drive mode, and that's probably for the best since this rig can do four-wheel-drive burnouts if the pavement's even slightly damp. For launches that feel like they might involve a wheelstand, apply left-foot braking to cue up Torque Reserve, which is basically launch control for dummies. Similar to the Gladiator Mojave, the 392's Off-Road Plus driving mode lets you lock the rear differential at high speeds, leading us to wonder what Jeep thinks people are going to try to do with this thing. Maybe the better question is: What won't they try to do?

While there's no 2Hi mode for the transfer case, there is low-range four-wheel drive, plus a new button on the dash that lets you choose between a loud exhaust and Monster Jam Freestyle-loud exhaust. Under light loads, the V-8's normally transparent cylinder-deactivation system becomes obvious, as the booming exhaust cuts to a strangled stutter. With EPA estimates of 13 mpg city and 17 highway, the Rubicon 392 needs all the cylinder deactivation it can get.

Up front, that hood scoop is functional, and it's plumbed to an intake that resembles a Dr. Seuss musical instrument. There are twists and turns going thisaway and thataway and a series of drains that prevent water from dripping down the 6.4's gullet. Jeeps says the main drain within that setup can separate 15 gallons of water per minute from the intake air. And should the hood scoop become clogged with the viscous tears of your enemies, there's a secondary intake path that can flow enough air to allow the Wrangler to still hit its top speed. We're not sure what confluence of life decisions would result in a clogged hood scoop and the need to drive 99 mph, but the Rubicon 392 is ready.

To accommodate the Hemi engine and the shenanigans it'll inspire, Jeep strengthened the 392's frame, fitted a two-inch suspension lift with Fox dampers, and upgraded the rear brakes. But there's only so much you can do to cope with this much horsepower in a Wrangler. For instance, Jeep made the bronze-colored 17-inch wheels capable of mating to beadlock rings that can firmly pinch the tire to the rim, which is a feature often associated with airing down tires for low-speed trail work. But, as we discovered, when you're roosting sand dunes with 470 horsepower, you might need beadlocks even with the tires fully aired up. When we took the Rubicon 392 to a local tire store to investigate a slow leak, the technicians there wondered at the rubber-to-earth violence that led to sand getting inside a mounted tire. Typical V-6 Wranglers don't tend to have that particular problem.

All this over-the-top performance comes with predictably hyperbolic pricing. The Wrangler Rubicon 392 Launch Edition starts at $74,995. The truck we drove, with a few options such as Snazzberry paint ($245), a tow package ($350), and a grille-mounted off-road camera ($595), cost $77,070. Meanwhile, $53,190 will get you a new plug-in-hybrid Wrangler Rubicon 4xe, which also makes 470 pound-feet of torque and is eligible for a $7500 federal tax credit. That combination of price and performance makes a lot of sense, which is why we doubt that audiences for the 4xe and 392 will overlap even a little bit. The 392 isn't about making sense. It's about making noise and stomping Broncos and not necessarily in that order.

While a V-8 Wrangler may seem obvious and inevitable, it's probably for the best that Jeep accrued several decades of chassis development before unleashing one on the public. Still, the Rubicon 392 is a royal handful, a bellowing musclebound clodhopper on 33-inch tires. If it's your dream Wrangler, thank Jeep for giving it the green light for productionright after you thank Ford for applying the pressure.

sand lime brick production - press types | masa group

It's a long way from raw materials through the mixture to the finished stone. Many plant components are involved in this process. Only if the system components are matched, can one be assured of a smooth process and economical operation of the block making plant. Learn about our Concrete block production plants.

It's a long way from raw materials over mixture to the finished (Kerb)stone. Masa Kerbstone presses were developed to fulfill among other criteria, the special requirements of the "British Standard" kerbstones. This "British Standard" is still a condition in countries of the Middle East and the UK. Learn about our Kerbstone production plants.

The manufacturing of autoclaved aerated concrete products demands high standards for mixing and dosing of the aggregates, the control of the fermentation process and the control of each production step. Masa's aerated concrete installations are proven advanced technology processes, designed according to customers specific requirements. This approach allows complete solutions to ensure highly efficient, optimised processes resulting in consistent final product quality. Learn more about our plants for the production of AAC.

It's a long way from raw materials through the mixture to the finished sand lime bricks. Many plant components are involved in this process. Only if the system components are matched, can one be assured of a smooth process and economical operation of the sand lime brick production plant. Learn about our Sand lime brick production plants.

The slab press UNI 2000 is the heart of any plant for the manufacture of concrete slabs. In addition, dosing and mixing plants, take-off devices with direct washing units and storage systems as well as machines and equipment for slab refinement and packaging are required. Masa can offer the complete know-how for the production of concrete slabs. This is the decisive advantage for our customers: Planning, design, manufacture, assembly, commissioning, training, maintenance and continuous support during production all from one supplier. Learn about our Concrete slab production plants.

Masa plants and machines are installed and commissioned by our own experienced fitters. Masa relies on qualified personnel, trained in Germany. Read more about the assembly and commissioning of your production line.

The Masa Lifetime service extends far beyond the actual assembly and commissioning of a plant. Masa can rely on specific know-how and an industry experience of more than 110 years. Find out more about the wide range of Masa Lifetime services.

Do you need support with your machine? Masa Support scores in both quality and significantly improved accessibility. Whether "first aid" for technical problems, updates, functional expansions of your production plant or technical questions, the know-how provided by Masa Support covers a wide range of services. Get information now.

One of the keys to increasing productivity and quality is continuous training of the machine and maintenance personnel.The acquired know-how will pay off quickly: You and your employees only know how good a Masa machine or plant actually is, if all functions, tricks and fine adjustments are known. Learn more about Masa Customer training.

The different types of Masa sand lime brick presses are designed for different production capacities. The actual capacity depends on various factors, such as the individual raw material mix and the size of the finished products from small bricks to large-sized plain elements. Freely programmable automatic brick setting machines are available for the press plants.

The variety of sand lime products depends on the moulding tools. It is possible to manufacture bricks with eg. chamfers or holes for handling. Sand lime bricks with tongue and groove, with impressed installation channels or other cavities are some examples only from a wide range of possibilities.

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Description To follow the debut of the New 500 to the Italian press, the Group is opening the doors of its historic Mirafiori plant in Turin, where every day the women and men of FCA create this gem of technology, now ready to revolutionize tomorrows world of mobility with its unmistakable style made up of Italian culture, the spirit of La Dolce Vita, technology and innovation. Its cradle could be none other than the Turin plant, part of the largest FCA complex in the world, employing around 20,000 people in production and the related fields of engineering and design, sales, financial services and spare parts. In its 81 years, the Mirafiori facility has made history in the Italian and global automotive industry. Now, in a symbolic bridge between past and future, the production line for the New 500 electric has been set up here, to continue the long history of innovative models leaving the Turin plant, just like its forerunner, which exited Mirafiori for the first time in 1957. Around 1,200 people will work solely on manufacturing the 500 electric, while production at full capacity will be 80,000 units per year, which could increase as necessary. In total, between the costs of design, development and engineering and the construction of the production line, it represents an investment of over 700 million. Even better, the New 500 BEV was created, designed and engineered right here in Turin: a product truly Made at Fiat and Made in Turin.

Launched in 2017 and recently powered by new Euro 6D engines, Compass is the Jeep SUV that provides both the legendary off-road capability of the American brand and excellent driving dynamics. It has a modern design in pure, authentic Jeep style and a full array of advanced user-friendly connectivity and safety technologies. Jeep Compass has a distinctive exterior design featuring a fine balance between dynamic lines and balanced proportions, adding up to an innovative aesthetic effect. It is an authentic Jeep with characteristic traditional design cues, such as the trapezoidal wheel arch and seven-slot grille nestled in a gloss black surround. LED headlamp bezels featuring a black outline add personality and attitude to its face. A standout feature of the rear of the Compass is its unique LED tail lamps. Slim and rectangular in shape, they flow into the tailgate for a commanding yet premium appearance instantly recognisable as a Jeep Compass on the road or trail. Above all, it is authentically Jeep with off-road capabilities, the benchmark in its category, guaranteed by two advanced 4x4 systems: Jeep Active Drive and Jeep Active Drive Low. Each system can send the necessary torque to any one wheel when needed and both are equipped with Jeep Selec-Terrain with different modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk trim only) for the best four-wheel-drive performance on any terrain, on and off the road, and in any weather condition.

Launched in 2017 and recently powered by new Euro 6D engines, Compass is the Jeep SUV that provides both the legendary off-road capability of the American brand and excellent driving dynamics. It has a modern design in pure, authentic Jeep style and a full array of advanced user-friendly connectivity and safety technologies. Jeep Compass has a distinctive exterior design featuring a fine balance between dynamic lines and balanced proportions, adding up to an innovative aesthetic effect. It is an authentic Jeep with characteristic traditional design cues, such as the trapezoidal wheel arch and seven-slot grille nestled in a gloss black surround. LED headlamp bezels featuring a black outline add personality and attitude to its face. A standout feature of the rear of the Compass is its unique LED tail lamps. Slim and rectangular in shape, they flow into the tailgate for a commanding yet premium appearance instantly recognisable as a Jeep Compass on the road or trail. Above all, it is authentically Jeep with off-road capabilities, the benchmark in its category, guaranteed by two advanced 4x4 systems: Jeep Active Drive and Jeep Active Drive Low. Each system can send the necessary torque to any one wheel when needed and both are equipped with Jeep Selec-Terrain with different modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk trim only) for the best four-wheel-drive performance on any terrain, on and off the road, and in any weather condition.

Launched in 2017 and recently powered by new Euro 6D engines, Compass is the Jeep SUV that provides both the legendary off-road capability of the American brand and excellent driving dynamics. It has a modern design in pure, authentic Jeep style and a full array of advanced user-friendly connectivity and safety technologies. Jeep Compass has a distinctive exterior design featuring a fine balance between dynamic lines and balanced proportions, adding up to an innovative aesthetic effect. It is an authentic Jeep with characteristic traditional design cues, such as the trapezoidal wheel arch and seven-slot grille nestled in a gloss black surround. LED headlamp bezels featuring a black outline add personality and attitude to its face. A standout feature of the rear of the Compass is its unique LED tail lamps. Slim and rectangular in shape, they flow into the tailgate for a commanding yet premium appearance instantly recognisable as a Jeep Compass on the road or trail. Above all, it is authentically Jeep with off-road capabilities, the benchmark in its category, guaranteed by two advanced 4x4 systems: Jeep Active Drive and Jeep Active Drive Low. Each system can send the necessary torque to any one wheel when needed and both are equipped with Jeep Selec-Terrain with different modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk trim only) for the best four-wheel-drive performance on any terrain, on and off the road, and in any weather condition.

Launched in 2017 and recently powered by new Euro 6D engines, Compass is the Jeep SUV that provides both the legendary off-road capability of the American brand and excellent driving dynamics. It has a modern design in pure, authentic Jeep style and a full array of advanced user-friendly connectivity and safety technologies. Jeep Compass has a distinctive exterior design featuring a fine balance between dynamic lines and balanced proportions, adding up to an innovative aesthetic effect. It is an authentic Jeep with characteristic traditional design cues, such as the trapezoidal wheel arch and seven-slot grille nestled in a gloss black surround. LED headlamp bezels featuring a black outline add personality and attitude to its face. A standout feature of the rear of the Compass is its unique LED tail lamps. Slim and rectangular in shape, they flow into the tailgate for a commanding yet premium appearance instantly recognisable as a Jeep Compass on the road or trail. Above all, it is authentically Jeep with off-road capabilities, the benchmark in its category, guaranteed by two advanced 4x4 systems: Jeep Active Drive and Jeep Active Drive Low. Each system can send the necessary torque to any one wheel when needed and both are equipped with Jeep Selec-Terrain with different modes (Auto, Snow, Sand and Mud modes, plus exclusive Rock mode on the Trailhawk trim only) for the best four-wheel-drive performance on any terrain, on and off the road, and in any weather condition.

The Group is opening the doors of its historic Mirafiori plant in Turin, where every day the women and men of FCA create this gem of technology, now ready to revolutionize tomorrows world of mobility with its unmistakable style made up of Italian culture, the spirit of La Dolce Vita, technology and innovation. Its cradle could be none other than the Turin plant, part of the largest FCA complex in the world, employing around 20,000 people in production and the related fields of engineering and design, sales, financial services and spare parts. In its 81 years, the Mirafiori facility has made history in the Italian and global automotive industry. Now, in a symbolic bridge between past and future, the production line for the New 500 electric has been set up here, to continue the long history of innovative models leaving the Turin plant, just like its forerunner, which exited Mirafiori for the first time in 1957. Around 1,200 people will work solely on manufacturing the 500 electric, while production at full capacity will be 80,000 units per year, which could increase as necessary. In total, between the costs of design, development and engineering and the construction of the production line, it represents an investment of over 700 million. Even better, the New 500 BEV was created, designed and engineered right here in Turin: a product truly Made at Fiat and Made in Turin.

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Ultimedia legally offers a 1,000,000+ premium video catalogue at no cost. Our videos come from thousands of video producers such as AFP, INA, Universal, Warner, Sony, Fashion TV, People Inside, Splash News, France 24, BFM, M6, Euronews, RMC Sport, Sport 21, and more.