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Cummins and v10 automatic remain 23 spline until atleast the mid 2000s. At some point I have read that all dodge transfer cases went to 29 spline, but I find this suspicious.

Yes Max, I have a 241/618, and the transfer is labeled as 241DLD "light duty", the same one found in earlier ramchargers and what not. Of course, all 241 found behind diesel dodges, are drivers side drop.
 

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So could I use the NP241 from my 1990 W150 that is on a Np 435 and bolt and go to a NV4500?
 

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this is why i love rcc.......thanks for the info
 

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I have a 1990 Ramcharger factory was 318efi/a518 and im guessing 241
I pulled the 318 and stuffed a Built 360 i think the EFI 318s were something like 160/170hp at best they were weak. this new 360 is some where in the 425hp range
Hers my question the truck is a slug out of the hole. the factory T.Converter dosnt left it rev up out of the hole at all. I new the 518 would be the weak link at this point and im looking at options. NP445?NV4500? or have the 518 built? i just dont know which way is gonna be the best bang for the buck. I just dropped 6k in the motor and im ready to spend on the trans/transfer. does the nv4500 bolt in with the right bell housing? or do i have to get new drive lines and and spend tonds of money on the swap? I just dont know. or should i look for a ramcharger in a junk yard and snach the 4spd and transfer case? what do you all think?
 

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I think you probably need to get rid of the axle gears.
 

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So what about 94 and up t-cases to 93 and earlier trannys?  That could allow use of newer axles under older trucks or even ...gasp... a ferd high pinion 60.  Also, I think the newer t-cases are electronically shifted right?  Not saying thats what I want, just more stuff to think on.  If I`m way off or something like that then just fwack({hammer}) me a couple times.

Jake
 

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I know the later driver side drop NP241 will bolt up but the later axles are not a good option for most people considering they require a good bit of modification to use the stock leaf springs and the D60s are weaker than the older W series D60s since the newer ones use ball joints instead of kingpins and unit bearings instead of the traditional spindle and hub.  The Ford D60 is a good option, but in my experience, are generally more expensive than the Dodge D60s.  As far as the electronic shifting case, that would be the very last thing I would want in a truck as they are frequently a source of problems once the vehicle is 5-10 years old.  Just my .02.
 

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As said I don`t want them, I would love a doubler and rocks, but  I thought the info should be there in case anyone gets a wild hair ;)

Jake
 

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The Xfer cases were still lever shifter until 2002, from that point on they went with both, I believe they have the 271 or 273.
 

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i don't want to sound like a broking record, I have a 413 with a 727 trans. and going to put it in my 79 powerwagon,that has fulltime 4x4 i would like to change transfer case in to one that has 2wd and 4wd what type of tranfer do i need..what else would i need to do..thanks for all the info ahead of time...
 

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440 4spd Power Ram said:
'74-79 RC/TD and '75-79 W-series have the NP203 full-time unit bolted to one of four transmissions.

NP-230 3spd manual, no known interchange with later T-case.

NP-445/4530 4spd manual same as above.

NP-435 4spd manual, output shaft and adapter must be changed to '80-93 to use later NP-205/208/241 T-case, or use later transmission.

A727 3spd auto, output shaft and tailhousing/adapter must be changed to a '80-89 to use later T-case, small blocks can just use a later trans but big blocks must use home built trans to use NP-205/208/241s.
First post 205/208/241 are all part time Transfercases with 2wd options.
and third post
SuperBurban said:
just to clarify, One can take a big block trans, swap the output shaft and tailhousing/adapter from a 80-89 trans, to use a 208/205/241.
 

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What needs to be modified on the o/d housing of the 518 to accept a 208? Whats stronger 241 or 208?

I'm Getting ready to swap a 518 from a 90 rc into my 86 1/2ton and would like to use my 208 to save on cost. But looking at drivetrain.com, it looks like theres twice as many parts available for the 241 over the 208. Are parts other than the chain obsolete for the 208, like planets,shafts,yoke,hub,sprokets ect?

I see theres a conversion kit for the 241 that converts the LD(1.25" wide chain) to a HD(1.5" wide chain). Is this just a strait swap? What else was beafed up on the HD units besides the chain? Whats the max hp/tq for the 241 LD and HD? This will be for a fairly stout 475hp/500tq small block for mild flatland wheelin. Like mud/snow/feilds/ditches. It'll mostly see hard launches on pavement if I cant find traction in 2wd on 31's w/ 3.23 gears. I plan to upgrade to 35's w/ 4.56's when I have a shop/garage big enough to fit.  
 
 

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The NP241 is much more desirable than the NP208.  I probably would not go though a lot of trouble to get a NP208 to fit when it's probably cheaper in the long run to get a NP241 from a '88-'93 truck.  Keep in mind that a lot of the upgrade parts for NP241s are for the driver side drop versions in the '94 and up models and may not work on the older models like the HD chain swap.  There was no 241HD in '93 and earlier.  If you really want beef, go for the NP205.
 

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Elwenil said:
The NP241 is much more desirable than the NP208. I probably would not go though a lot of trouble to get a NP208 to fit when it's probably cheaper in the long run to get a NP241 from a '88-'93 truck. Keep in mind that a lot of the upgrade parts for NP241s are for the driver side drop versions in the '94 and up models and may not work on the older models like the HD chain swap. There was no 241HD in '93 and earlier. If you really want beef, go for the NP205.
Thanks for the reply Elwenil... So your not too sure exactly what parts from the HD241 will swap with 88-93 LD241? What years can I use the 205 (same per-93)? Is the pass/drop 205 only found on 1tons? The 205 has larger u joints correct? Any difference in strength between the pre93 241 gas/diesel or pre93 205 gas/diesel?
 

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No, I'm not very familiar with the later NP241 mods so I can't say what might work.  There are probably just as many things in common as there are different with the passenger and driver drop NP241s.  For the NP205, you can use one from any '81-'93 gas engine truck or diesel automatic.  The manual transmission diesel trucks use a heavier 29 spline input that will not mate to the lighter 23 spline transmissions.  NP205s can be found in W250s and W350s.  Most common identifier is the D60 front axle since they seem to be installed together.  Some NP205s do have larger joints, usually in 1 ton versions, but not all.  Mine is out of a '81 W250 and uses the same joints as the NP241 I took out.  All diesel 4WD trucks used a NP205 from '89-'93.  The NP241 was a gas engine only transfer case, though the NP205 could also be optioned in a gas engined truck.  As far as NP205 strength, the only difference is the above mentioned 29 spline version used only in the Getrag 5 speed equipped diesel 4WDs.
 

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I agree that the NP208 will not work with the A518 trans because of the oil seal for the input shaft interfering with the one in the transmission output housing. Just found this out the hard way. It could probably work with some modifications though. Now I'm looking for an NP241 if anybody has one?
This post is ancient, but I’ll add my experience for future reference…

I put a 208 behind a 518 in a magnum 5.2 swap into my 84 B350 4x4.

I used an aluminum spacer for transfer cases and had it milled down to 1/4”. Yes that means a little less spline engagement, but it let me use the existing TC.

Works fine.


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