LocostUSA.com

I'll try to find the information what are using transfer case in that buggy.
or just use a separate transfer case, or disconnected from the gearbox and made ​​connections

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these guys make an adapter for a t56....most definitely not lowcost...can't just buy the adapter, have to buy the whole transmission...$4-5k
http://www.youtube.com/watch?v=hsJ7_UUA2D8

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more good info here http://www2.motorgeek.com/viewtopic.php ... 66#p628566

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if not suitable for distribution, transmission ratio can be locked ( etc welded center diff), and use a slip coupling

how about this gearbox? using couple unit - transfer 50/50
Alfa Romeo 33 Q4

subaru transmision

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Volvo uses a similar layout as the Alfa but the distribution is something like 95/5 f/r until a wheel slips and the viscous coupling engages so it's more of a awd on demand than a full time awd system. The LandRover freelander does this as well.
Audi and Subaru are similar to each other in their transaxles but Audi has the advantage of using a non electronic controlled torsen center diff that has a torque split of 50/50 where as the subaru, I think, has a rear bias viscous coupling.
As far as adapting a transfer case to the back of a transmission I think that is the way to go BUT finding a transfer case WITH an differential in it, rather than just locking the front and rear axles together, and a suitable torque split is proving hard to find. The only one that I've found that isn't electronically controlled, so far, is the NV225, which only comes in '02-'05 Range Rovers and are quite pricey and there are no replacement parts available for them.
I would love to try to use a Lambo style drivetrain layout but it's looking unlikely unless someone has some insight or knowledge on how to alter the torque bias on a torsen or viscous center diff.
Justin

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After some more research looks like the land rover lt230 has a 50/50 torque split but it is an open diff BUT one can buy an atb(torsen) center diff here http://www.ashcroft-transmissions.co.uk ... ductId=381 for £345.00...about $525. I can pick these tcases up all day long for around $165 at the local wrecking yard. Now what diffs to use?

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The LT230 looks like an interesting piece.

Also looks like you may have multiple ratio choices.

Most American transfer cases are set up with a 1:1 high range (usually some kind of direct coupling) and some reduction in low range (typically in the 2:1 to 3:1 range).

The LT230 has a reduction in both high and low range. You can get a 1.003:1 high ratio, but it doesn't look like the most common ratio (1.4: or 1.6:1 looks more likely).

Luckily the vendor you mentioned for the center limited slip also sells high range gears.

JustDreamin

here's a buggy build with the layout I want to use with the lt230 tcase
http://www.pirate4x4.com/forum/land-rov ... out-4.html

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That transfer case is huge! That'd be like having two transmissions side by side...

but if it'd behind you, does width matter? just sayin'

In a locost, that won't be behind you... it'll be occupying the same space the driver's seat would be in a US driver side drop IF it can be modified to work on that side. Looks like another US passenger side drop on the lt230

Why not use something electronic? Many of the electronic set-ups require a 12v source that is solid to engage, and the more complex one's are a pulsed 12v source. This could be easily set-up on a switch so that you could engage awd when you want.

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Electronics require computers that require software that is specific to the car the tcase is out of...right? Other than just locking the tcase, an electronically controlled tcase would require some serious reverse engineering (hardware/software) to control the front/rear bias in realtime on a non stock homebuilt drive train. Right?

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Rather than try to adapt an existing transfer case, why not use a chain drive from the transmission to a torsen or other limited slip centre differential. Basically you would need a drive sprocket attached to the output shaft of the transmission, along with a support bearing to reduce or eliminate radial load on the output bearing of the trans. The driven sprocket can be attached to the differential in place of the ring gear. The diff would need to be supported by bearings on either side and would need to have a case fabricated, but this can be fairly straightforward since the case can spin with the diff and only contain oil in the diff itself. What I'm describing is similar to how many FSAE cars are powered but turned 90 degrees, and it gives you complete control over your transfer case gear ratio.

Here's a quick image grabbed from google showing a similar setup: