HRDROKN wrote:Anyone know how much wider a 241HD transfer case is than the 205? What about strength... I'm hearing that the 241HD is stronger?
The 241DHD is several inches wider. You have to notch most of the way through the lower lip of the frame in a highboy to run one.
They are not stronger than a 205. I've seen 205 23 spline input shafts snapped off in cummins race trucks, but never on the street. I've never seen a 29 spline 205 broken, just the smaller 23 spline 205's behind the autos.
The other problem with the 241DHD is there isn't an easy way to run a mechanical speedo off it.
HRDROKN wrote:Anyone know how much wider a 241HD transfer case is than the 205? What about strength... I'm hearing that the 241HD is stronger?
The 241DHD is several inches wider. You have to notch most of the way through the lower lip of the frame in a highboy to run one.
They are not stronger than a 205. I've seen 205 23 spline input shafts snapped off in cummins race trucks, but never on the street. I've never seen a 29 spline 205 broken, just the smaller 23 spline 205's behind the autos.
The other problem with the 241DHD is there isn't an easy way to run a mechanical speedo off it.
Hey Dustin.... thanks again!
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
"It is better to keep your mouth shut and appear stupid than to open it and remove all doubt." - Mark Twain
'70 f250 4x4 Crew cab 460/C6 '72 F100 390/C6 9.8 MPG AVG. '89 Mercury Cougar LS Dual Exh. V6 . 18.9 MPG AVG. In Town.
I don't want to give em a heart-attack. That is what would happen if I answered the door in the buff. Heck it almost scares me to death when I step out of the shower and look in the mirror.~Mancar1~
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I wanted to update the tie rod issue with heim joints.... since sheer is a big concern I'm going to use full shank grade 8 bolts and just cut off the un-used portion of threads! I'm going to add a spacer (.062) under the heim for a little more clearance. The body of the heim can not pass the bolt head... so no washer.
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
I'm trying to determine if my front output yoke will clear this area without modification. As it is the trans needs to come down by about 1.000" so that the top of the TC clears the cab floor support beam or clearance the beam would be the other option. If I lower the trans, then I will have to lower the x-member or re-fabricate for front yoke clearance.
I'll get back to it in the morning....
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
Hey, just a helpful tip, the dodge transmissions use funky mounts that are hard to adapt, but the cool thing is the mounting holes in the tranny are 7/16-14 threads. For a super clean tranny mount that works great buy 2 corteco MT2424 motor mounts for 1960's volvo cars. They are about 1.5" thick round rubber biscuits with 7/16-14 studs sticking out both ends. Just screw them right into the tranny and your set.
I bet you'll need to redo the crossmember. I've never been able to get a mated t-case to fit with the stock ford highboy crossmember. On my 71 with an M5R2/205 combo I used half the original crossmember on the passenger side and bent up some 2.5" ODX 3/16" wall tubing for the driver's side. I was able to squish the end of the tubing in a vice to make the end that meets the crossmember more square than round and slip it inside the old crossmember. Welded up it looks pretty good. To mount the tube to the frame on the driver's side I used some 3/8" thick 3X3 angle welded to the end of the tube.
Looking at the x-member it looks like if I weld in a half round and rotate the NP205 clockwise (from the rear) I might just get the CV joint to clear.
Hmmmm.... off to fabricating I go! Heck if it doesn't look good I'll scrap it... Start over with some boxed tubing!
Stock mounting location....
Rotated location.....
It's all real easy when you work with cardboard!
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
So it all starts as a simple output seal replacement... then you find a suspect bearing... then you start looking at the cost of seals and a single bearing vs a complete rebuild kit and this is how the day ends...
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
OK.... so I get the Advanced Adapter kit to mate a 29 spline male output ( Dodge NV4500 5spd) to a 31 spline female Ford (NP205) input shaft. And I must say that it didn't give me that warm fuzzy feeling that the AA spud shaft wouldnt be the weak link! It was thinest at the taper due to being square bored in the internal spline.
So I started looking at options again.... I decided that I really like the thought of using the Dodge NP205 29 spline input, so I called AA to see if they had any thicker spacer rings then the 1.600" that comes with the kit? Nope! But they are sending me another spacer ring in return for the kit supplied spud shaft. So I will mate the two spacer rings, use the 29 spline NP205 input shaft and a stock Dodge 29 spline coupler.
Dodge 29 spline....
Ford 31 spline....
I was going to have to replace the Ford input anyway.... to much rust for me!
'69 Ford Cummins Crew Cab... Built 6BT main & head studs, ported & oringed head, springs, Ti retainers, marine cam, tweaked P7100, 4K gov kit, NV4500 w/1.375" input, Southbend 3600# DD clutch, NP271 w/SYE, D60 HP front, high steer, 16" coilovers & 4-link, D80 w/disc rear, 4.10's & LSD, spinning 38" x 14.fiddy's on classic slots..... more coming!
I haven't seen the AA kit, glad they were out of stock of it when I needed it after hearing that. The stacked adapters will probably look a lot better than the dodge iron piece too.
When using the coupling sleeve meant for the getrag behind the NV4500 I've had to turn one end of the sleeve to the diameter of the NP241DHD input so the seal works.
