If I am remembering correctly you want 5-6* of angle front to rear on your engine.
What he said....
2001 4.0 to 2003 5.9 Magnum V8 swap
- Thread starter AlaskanTJ
- Start date
-
- Tags
- 5.9 magnum
If I am remembering correctly you want 5-6* of angle front to rear on your engine.
What he said....
There is a gear tooth difference between years sometime around 96. Be aware of that while you mix and match
I read about that, but considering the 231 is a 2001, and the 241 is a 2003, I think I'll be fine.
Got a decent amount done today. I built a little workbench for the transfer cases, power washed the NP231, and started on the disassembly of it. I might end up adding some more boards to the table to make room for when I take apart the NP241, but for now it'll just sit off to the side while I work on the NP231.
you should be able to use the 241's 6 planetary setup and input in your 231. And a wide chain and its sprockets from certain tcases as well. Durango 231dhd and some s10s i did that to my 231 for 15$ while doing an sye.
Finished gutting the NP231 today. Now time to repeat the process with the NP241.
Both cases are now disassembled, and the SYE main shaft is assembled. The magnet out of the NP231 got stuck to a tool and then fell onto the floor and shattered, so I guess I'm gonna need another one of those now. Unfortunately the NP241 uses a different style of magnet, so no stealing that. It's strange that the NP241D only has four planetary gears, but there really isn't much info out there at all about this specific variation of the case, so I guess nobody ever noted that.
I'm losing my mind here trying to reassemble the whole shifter assembly. The mainshaft seems to be sitting too deep I guess, and so the shift collar never drops low enough in any position to come off the synchronizer. I don't know what I'm missing here, and I only found one post about this online over on the NAXJA forum with no solution posted. The shift collar orientation appears to be correct, with the thinner side meeting the synchro, so I don't think that's the issue. Both forks also seem to be in as far as they can go.
Well I'm pretty sure I figured out the problem. Unfortunately that means I need to order more stuff. This NP241 input has the wide input bearing instead of the narrow one in the NP231, and the internal bearing for the mainshaft is larger as well, so I can't use this input shaft at all. Goddamnit.
Try grabbing an input from an older late 90's 24x transfercase. Input and 6 pinion went right in to my 231
From what I've read today it seems like the stock input shaft of a manual or 42re equipped 4.0 TJ would also work, and then I guess I could put that shaft into the NP241 planetary for a little extra strength from its one extra gear.
I've made some more progress over the last few days. The transmission had a lot of gunk around the connectors and linkages, so I powerwashed all that off. I also cleaned up the exhaust manifold mounting surfaces and got those bolted back on. They're not perfect, and I broke another manifold bolts, but for now it'll do. If it ends up leaking when I start I'll deal with it then
.
Bolting the transmission back up to the engine gave me some issues. I didn't realize I hadn't taken the bolts out of the torque converter, and I kept forgetting brackets, but eventually I got it all bolted back together.
Earlier today I decided to do a little test fit of the engine and transmission. I loosely bolted one of the motor mounts to the engine and hung the frame-side mount to it so I could loosely located the engine. Once I had it in place I was able to clamp the mount to the frame. With the engine now located, I removed the skidplate drop brackets and raised it back into the stock position. With everything loosely in place, it looks like I should be able to reuse the stock TJ transmission mount with a very simple adapter plate to bolt the transmission in place.
At the moment I'm still waiting on the input shaft to come in for the transfer case, so next steps for now will be tacking the motor mounts in place and making the adapter plate for the transmission mount.
.
Bolting the transmission back up to the engine gave me some issues. I didn't realize I hadn't taken the bolts out of the torque converter, and I kept forgetting brackets, but eventually I got it all bolted back together.
Earlier today I decided to do a little test fit of the engine and transmission. I loosely bolted one of the motor mounts to the engine and hung the frame-side mount to it so I could loosely located the engine. Once I had it in place I was able to clamp the mount to the frame. With the engine now located, I removed the skidplate drop brackets and raised it back into the stock position. With everything loosely in place, it looks like I should be able to reuse the stock TJ transmission mount with a very simple adapter plate to bolt the transmission in place.
At the moment I'm still waiting on the input shaft to come in for the transfer case, so next steps for now will be tacking the motor mounts in place and making the adapter plate for the transmission mount.
When I did my 5.2 swap I also did a Nth Degree longarm kit. And it used their own transmission mount.
Then when I redid everything I did a separate crossmember.
Well that's definitely a lot more involved than anything I plan on doing at the moment.
I've been sick recently, so I hadn't been making any progress until today when a buddy of mine came over and welded the motor mounts on for me. Now I can work on making my adapter plate for the transmission mount.
With the mounts in place I was able to loosely arrange the front drive shaft and pieces of the exhaust into place, which showed me that I'm definitely going to have to resolve some clearance issues. I'll have to run the suspension up and down to check, but it seems like the front driveshaft will hit the skid plate. The stock exhaust crossover pipe is also not going to work as it interferes with the front driveshaft.
My input shaft finally came in, so I'll be able to get the transfer case reassembled, and then I'll also be able to get measurements for new driveshafts.
With the mounts in place I was able to loosely arrange the front drive shaft and pieces of the exhaust into place, which showed me that I'm definitely going to have to resolve some clearance issues. I'll have to run the suspension up and down to check, but it seems like the front driveshaft will hit the skid plate. The stock exhaust crossover pipe is also not going to work as it interferes with the front driveshaft.
My input shaft finally came in, so I'll be able to get the transfer case reassembled, and then I'll also be able to get measurements for new driveshafts.
I had to make a custom exhaust for both my 5.2 which had block hugger center dump headers and then on the 5.9 I tried to use shorties but had driveshaft clearance issues... But this was due to the Savvy midarm...
I think I've read some have been able to get the stock y-pipe to work but can't confirm this 100%...
I think I've read some have been able to get the stock y-pipe to work but can't confirm this 100%...
Similar threads
