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Can you swap a NP241HD from a 2500 in place of the NP231HD that comes stock in a 1500??? What all is involved in this swap or would need to be changed in order to make this work??? Are there any difference in the t-case or transmission between years that might be an issue??? I'm looking at a '97 2500 t-case to swap into my early '98 1500, and was just curious.
 

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Discussion Starter #2
Here is a little info on the '97 2500 t-case...
The input is 1-1/4", with six studs that measure 3-1/2" apart. The front output is 5" with 4 threaded holes. The rear output housing measures 5-7/8" and 9-3/4" to the main housing. The input shaft has 29 splines and the output has 32 splines. The #'s on the casing read C-17240 and C-17457M.
 

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Do a search with my name....I swapped an NP241 from a dieseled 2500 into my 1500. It is a direct bolt up and they share the same dimensions, so no d-shaft mods.

The only thing that might be affected is the length of the input shaft. My input shaft was short compared to the np241s because the 241 came from behind an old 94 46RH....my 97 uses the 46RE. But as covered in the post, I just had the longer input shaft from the NP241 machined shorter. :bigthumb:

Depending on the year you get yours from, you might not have to do that.
 

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chuck, I have a NP241DLD (same as the NP241DHD) out of a 97 Dodge Ram 2500 CTD. the difference i beleive between the 2 is the HD has the PTO ports... Madd, correct me if I am wrong.
 

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Discussion Starter #6
I'm not too worried about having PTO ports, although they might be useful. I think I might try to find a NP241 to swap in when I get a little extra coin. :bigthumb:
 

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There were two NV241's.

One was the 241D, which was the stock one for a 3/4 ton and up truck. Similar to the 231D, except larger chain and a little bit more torque capability.

The other one was the 241HD, which was an enormous case that has a PTO option on it. Easily identifiable by the access cover on the passenger side of the t-case. Numbers were conservative at being able to handle 5555 ft-lbs. of torque...so if ya find one, snag it. Worth it all the way around.

Honsestly though, you are not gaining much by changing the t-cases out. Both of them have the same weaknesses (stress fractures, weak cases, etc.) and after much discussion with my tranny guy whom I trust more than my mother said "I have rebuilt many, many 241D's since I have seen them. I have only rebuilt one 231D, and that was yours when you ripped the output shaft off and stretched the chain..."

I was convinced at that very moment.

I have had no problems with my 231D since then, and that was 2 years ago, and lots of heavy offroading.
 

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On 2005-10-07 16:44, The Beast wrote:
and that was yours when you ripped the output shaft off and stretched the chain..."

I was convinced at that very moment.

Did you twist the front output shaft off?

Maybe similar to this?
[img=500x375]http://www.brazosit.com/ps/clines/clines_13.jpg[/img]

I basically twisted the front output shaft off where it goes into the yoke.
 

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yup, exact same thing. I also stretched the chain about 1/2" as well... :wall:

Glad to see I am not the only one that has freak breaks...
 
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The 241HD should be a bit longer than the 231 or regular 241. The PTO provision adds some length tothe case. There is an extra bearing in it. I can't get a SYE because of that.
 

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Ah yes...but the strength capability you gained is worth it...
 

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On 2005-10-07 20:43, The Beast wrote:
yup, exact same thing. I also stretched the chain about 1/2" as well... :wall:

Glad to see I am not the only one that has freak breaks...

I did some research on it and evidently there was a batch of 231's that were manufactured and put in the 00 Dodge's and Jeep's that had flaws in the shaft and are prone to being twisted off. You and I aren't the only ones.
 

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On 2005-10-07 16:44, The Beast wrote:
There were two NV241's.

One was the 241D, which was the stock one for a 3/4 ton and up truck. Similar to the 231D, except larger chain and a little bit more torque capability.

The other one was the 241HD, which was an enormous case that has a PTO option on it. Easily identifiable by the access cover on the passenger side of the t-case. Numbers were conservative at being able to handle 5555 ft-lbs. of torque...so if ya find one, snag it. Worth it all the way around.

Honsestly though, you are not gaining much by changing the t-cases out. Both of them have the same weaknesses (stress fractures, weak cases, etc.) and after much discussion with my tranny guy whom I trust more than my mother said "I have rebuilt many, many 241D's since I have seen them. I have only rebuilt one 231D, and that was yours when you ripped the output shaft off and stretched the chain..."

I was convinced at that very moment.

I have had no problems with my 231D since then, and that was 2 years ago, and lots of heavy offroading.

I thought there was three 241's:

1. 241, which had six gears in the planetary set (only difference between a 231HD and the standard 241)

2. 241D, which was a little beefier like you said

3. 241HD, which is like you said

<IMG SRC="http://pavementsucks.org/board/images/smilies/dunno.gif"> Maybe they don't call the standard 241 a "241", but a 231HD.

Edit: The 5,555 lb. ft. of torque was the max they could handle. Continuous was around 1400 lb. ft.
 
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You are correct.
5500 is max torque, but the 241HD is rated at 1400 continous foot pounds. Kind of hard to reach that point
 

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So needless to say, I don't think the t-case will be failing due to engine torque anytime soon.
 

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RamV has a 241 with 4:1 and a SYE does he not?


Also what about this little item I found a while back.

It is a bit pricy but the parts do exist, as I am certain that the 29 spline input is a stock New Process part number. I have seen a NV5600 mated directly to a NP205 with NO adapters.


29 Spline Input Shaft Kit
[img=500x468]http://www.quad4x4.com/images/QK2001%20003.jpg[/img]

29 Spline Input Shaft Kit for NP205. Genuine New Process 29 spline replacement input shaft for 1989-1993 W250/350 trucks with Cummins Diesel engines and 5 speed manual transmissions. A popular retrofit for other 205 models to mate to NV4500 29 spline output shaft 4x4 transmissions. Kit includes 29 spline shaft, 29 spline female coupler, input bearing, seal, 2 snap rings, gasket set, and instructions. Made in U.S.A.
QK2001 29 Spine Shaft Kit..................$519.95
 

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No aftermarket adaptors I should say.

[img=500x375]http://members.shaw.ca/luke76/Photos/5600-205-1.JPG[/img]
 

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On 2005-10-11 14:54, Jason wrote:


I thought there was three 241's:

1. 241, which had six gears in the planetary set (only difference between a 231HD and the standard 241)

2. 241D, which was a little beefier like you said

3. 241HD, which is like you said

<IMG SRC="http://pavementsucks.org/board/images/smilies/dunno.gif"> Maybe they don't call the standard 241 a "241", but a 231HD.

Edit: The 5,555 lb. ft. of torque was the max they could handle. Continuous was around 1400 lb. ft.

I was speaking of two different ones for Dodges, for all I know there could be 20 different 241's with all kinds of variants...heck, even my '93 Blazer has a 241 one in it...

I would imagine there is a bid difference between the front and rear output shafts on these things, although I am no expert on t-cases.
 

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I have personally now seen 2 with split cases. In thier defense both had some driveshaft vibes before they went and the entire case spilt in 2 behind the range section about an inch from the base they spilt open like a peanut in a bar.
 
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