Thanks guys! This is the info gleaned from WHEELS & TRACKS with some of my own additions gleaned from MLU, which requires editing:
'Chevrolet C.8A trucks used a 4-speed gearbox, Model (GM) McKinnon 1810610 with a (GM) McKinnon 1810813 single-speed Transfer Case with front axle declutch. The front axle was a banjo, full floating, spiral-bevel drive with 5-inch Bendix-Weiss C.V. joints. They were (GM) McKinnon model 1810617, 1810847. The rear axle was a banjo, full floating, spiral-bevel drive (GM) McKinnon 5807406, 1810882. The steering gear was a GM-Saginaw unit 5266920. The C.8 4 x 2 presumably used an I-beam McKinnon front axle and Saginaw steering gear, with the same rear axle as the C.8A.
Chevrolet C.-G.T. and 8440 A/Tk. Portee [and C.30 units?] used a 4-speed gearbox, Model (GM) McKinnon 1804948 with a (GM) McKinnon 1810340 2-speed Transfer Case with front axle declutch. The front axle was a banjo, full floating, spiral-bevel drive with 6-inch Bendix-Weiss C.V. joints, (GM) McKinnon model 1810445. The rear axle was a banjo, full floating, spiral-bevel drive (GM) McKinnon 1810069. The steering gear was a GM-Saginaw unit 5269442.
Chevrolet C.15 and Ford F.15 chassis used, presumably their own proprietary front axles, which were in either case a Reverse Elliott I-Beam [possibly standard Chevrolet or Ford design], with a fully floating hypoid rear axle and fully floating spiral rear axle respectively. The C.15A and F.15A chassis had 5-inch Bendix-Weiss C.V. joints and 4 7/8-inch Rzeppa C.V. joints respectively. The Transfer Case in either chassis was a single-speed unit, and rear axles were fully floating spiral bevel drive type: the GM of Canada transfer case must have been a McKinnon Industries Limited production; was the Ford a Marmon-Herrington unit? Gearboxes were either (GM) McKinnon or Ford as appropriate. All chassis were 101-inch wheelbase. The Ford C011QRF rear-engined and thus reversed version of the FAT used GM banjo-type axles front and rear and thus so must have the FAT, with Rzeppa C.V. joints but at some stage they went over to Ford split, spiral-bevel drive axles with Bendix-Weiss C.V. joints instead. They also had two-speed transfer cases.
The C.15-TA armoured trucks with their GMC 270 engine used 3-ton axles with 15-cwt. ratio differentials. The (GM) McKinnon gearbox was unique to that chassis. From the GM Catalogue of Major Assemblies, the C15TA transmission is Part # 5819283; the C60X transmission is part # 5814102. The I.D. Chart shows the major external difference to be a power take-off adapter spacer on the C15TA while there is none on the C60X. In looking at the detail on the Conversion Chart the C60X transmission has more in common with those in the Otter and Fox. The C15TA transmission is a bit of an orphan.
The Ford Transfer case was part number 0007199D-C01Q, the F.30Ford being the Model C01QF.
Chevrolet C.60S/L used a 4-speed gearbox, Model (GM) McKinnon 1810610 with a (GM) McKinnon 526623 2-speed Transfer Case with front axle declutch, with P.T.O. for chassis winch. The front axle was a (GM) McKinnon 1810839, which was a banjo, full floating, spiral bevel type with 6-in. Bendix-Weiss C.V. joints. Rear axle was a banjo, full floating spiral bevel, (GM) McKinnon 1810878. Steering was by a GM-Saginaw unit # 5266918. C.60S had a 134-inch wheelbase and C.60L a 158-inch wheelbase.
The General Motors [Chevrolet] C.60X had a 160½-inch wheelbase, and used 10.50 x 20 tyres. The front axle was a full floating spiral bevel type with 6-in. Bendix-Weiss C.V. joints. The gearbox, 2-speed transfer case and front and both rear axles were all (GM) McKinnon units although there was no P.T.O. as there was a rear all-drive bogie and both rear output shafts were required on the transfer case'.
I have to discount the possibility that Fords used GM (McKinnon) transfer cases. As Pete says:
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By just quickly flicking through the relevant sections I can't see any differences in the schematics.
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I have a glorious official shot of a transfer case off a C15A and readily viewable is the part number [I suggest] # 1809697 as well as 'GM'. Is that a part number for the whole component or is it just a casing part #? I decided that I ought to check my collection and see whether I had some Ford transfer case photos and any more Chevrolet ones. Well, the answer was to both that I did, and the Ford one is of the underside of a F60H. The Chevrolet one is a # 13 Cab chassis. What I can say is that although there are apparent differences between the Ford and Chevrolet cases, the overall design is very similar indeed with similar cast-in ribbing and the overall shape is the same. My imediate reaction was that either McKinnons produced Ford's cases or that they had a similar origin. I am certain that McKinnons adapted a Timken design, and as M-H allegedly used Timken components this could be another explanation. The final thought was that McKinnons reproduced the basic Timken design, and Ford's axle plant did the same albeit based on the M-H casing under agreeement with Canadian Traction Limited.
To resolve the matter I would like to ask anyone with an early 4 x 4 Ford if, under layers of rust and dirt, there is a 'GM' or 'Timken' or 'Ford' cast in? Or does anyone have an official shot of the Ford casing similar to the Chevrolet ones?