GM K-van 1976-77

                                                                                          Transfer case

    1976-77 model vans used a New Process 205 transfer case. The shift pattern is 4 low-neutral-2 high-4 high. The cast iron extension housing was mounted from above by  two protrusions which were  cast into the extension housing. A torque bracket was mounted to the left side of the transfer case to help stabilize it; one bracket bolted to the transfer case, the other to the frame work of the van. They were connected by two  bushings. The shift link between the shifter and transfer case is 3/8 diameter with clevis yokes at each end.

                                                                           Steering

    The steering system used a Saginaw steering gear mounted to a custom made cast iron bracket. The steering gear box was mounted on its side, and will have its sector shaft adjusting screw facing the  frame. This makes it difficult to make adjustments while still on the vehicle. The power steering hoses are custom made, but are easily matched with after market hoses. 

    The drag link is  approx. 19 inches long, with two right hand thread 1.0 diameter drag link ends, one end is welded into the adjusting sleeve. The adjusting sleeve itself has been bent into a gentle s-curve shape. One end of the drag link attaches  to the "U" shaped steering arm bolted to the top of the drivers side steering knuckle, the other end attaches to a custom made pitman arm on the steering gear box end.

    The tie rod assembly had two  removable ends which were 1.0-18  diameter , left and right hand thread. The joint of each end was offset approx. 1 inch. The adjusting sleeve was made from D.O.M. tubing. Over all assembled length was 58 inches.

     The front axle is a Dana 44, many vehicles were equipped with Spicer "big hub" style locking hubs.

The engine cross member was built from DOM tubing, and was bolted in place.

     The K-Van logo was displayed on the front fenders near the stock GM logo and on one rear door.  The logo was a cast plaque with a raised border and lettering which was chrome plated. The back ground  was painted red, white and blue

GM K-van 1978-84

                                                                 Steering

    K-vans from 1978 to 1984 had a few minor changes. The drag link no longer had its adjusting sleeve bent into an "S" curve. The tie rod changed to a  style that used a short left outer tie rod end with a  5-1/2 inch long adjusting sleeve. The right outer tie rod end that was approx. 52     inches long, and had a tapered hole located 8 inches from  the center of the ball joint.  The assembled tie rod  was approx. 58 inches long.

                                                                              Transfer case

    The transfer case is a New Process 205. And has 1310 series Spicer CV style front output yoke. The transfer case extension housing is cast iron, and suspended from above the brackets welded to  framework on the underside of the van.  The transfer case shifter handle is "T" shaped with the name "Pathfinder" cast into it. The shifter handle pivots on a 5/8 x 1-3/4 shoulder bolt with nyliners. The shifter link is  3/8 diameter with clevis yokes on each end, and is 13-1/2 inches long.

    The front suspension uses leaf springs which normally consist of 7 leafs. The bushings are "RB" style, which have a outside  diameter of 1-1/8 and an inside diameter of 9/16.  The bushings are the same size at both the hanger and shackle ends.

        The engine cross member was redesigned.and is now  built from steel plate and gussets, instead of tubing

GM K-van 1985-87

                                                                                                               Steering

    The axle housing itself remained unchanged, but the steering was totally redesigned. The new system retains the vans 2wd steering gear box,   pitman arm, idler arm and centerlink. A custom steering arm was bolted to the top of the passenger side steering knuckle. The drag link now attaches to the tapered hole in the center link on the drivers side, vacated by the  2wd tie rod, nearest to the pitman arm. The drag link has identical drag link ends. The pitman arm end was welded into the adjusting sleeve, leaving only the right outer end adjustable. The adjusting sleeve has a slight bend on its  right outer end, several inches from the drag link end. Overall length is 42 inches center to center. Adjustability is limited because of the welded drag link end. This makes it very difficult to center the steering  wheel.

                                                                 Transfer case

    The New Process 205 is still in service, but the extension housing design has been changed. The extension housing is no longer suspended from above. The new adapter now has a foot cast into it. This  foot is used to attach a rectangular shaped rubber mount, which in turn attaches to a tower that is welded to a new redesigned cross member.  The extension housing casting appears to be the same on Turbo 350, 700R4  and Turbo 400 trans. The Turbo 350 and 700R4 both have four holes machined where the adapter fits the 2wd transmission, but the 400 has six mounting holes.  The coupler which connects the 2wd trans. and the transfer case also  has different splines depending which trans. is used. The shift link between the shifter and transfer case remains 3/8 diameter but has hiem joints instead of clevis yokes. Center to center length is 16 inches.

     The rear axle is stock GM with custom spacer blocks and u-bolts added. The spacer blocks have a arm cast into them that relocates the rear axle bump stop. The lower shock mount is relocated by adding an extension  bracket that is welded to the OEM GM stock mount. This raises the mounting point of the shock back to what it was prior to adding the spacer blocks, thus retaining the OEM factory shock absorber.

     The logo was changed from a plaque to a large transfer decal, and was offered in either black or white. Most read "Pathfinder 4x4, Industry CA."  They were located at the lower portion of the front doors.

K-van Astro and Safari Mini Vans

     The mini vans are very similar to the full size vans. The front  springs are lighter duty, and the transfer case is a Borg Warner 1345. The axle is a Dana 44 with 3.08 ratio ring and pinion or the optional 3.42 or 3.73 ratio. The front wheel pattern is 6-lug and the rear wheel pattern is still  the 5 lug OEM pattern, with a custom aluminum spare wheel that fits both. The drag link is adjustable on one end. It is approx. 40 inches long, center to center. The

GM K-van 1988-92

    There are few changes in 1988 other than the transfer case. It changed  from the New Process 205 to the Borg Warner 1345 and later to the Borg Warner 1356 with a slip yoke style rear output. The shift link is 3/8 diameter with a heim joint on the shifter handle end and a Ford style push in style rod  end on the transfer case.  It is 21-3/4 inches long. The Borg Warner shift pattern is 2 high-4 high-neutral-4 low.

    Borg Warner transfer cases can be identified by the many casting numbers cast  into almost all the different parts used to build the case. The BW 1345 unit will have casting numbers starting with 1345, and will look something like this 1345-039-005.

     The BW 1356 numbers will start with 1356 or 1756 and will have 10 digits like the 1345 example above.

Production ceased around 1992.