Any more pics than that?
I always enjoy seeing that big crew cab on the trail
I always enjoy seeing that big crew cab on the trail
CK5
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'89 R3500 Crew Cab 2wd to 4wd conversion & beyond
- Thread starter mrk5
- Start date
Started out with 2wd TBI350 with SM465 to current 4wd with 454, 700r4, NP241
Thanks! Only other pics are a couple before and after that one in the process of going up that spot. I only got those because I asked Nate to take some. I wish we could have taken pictures going up Ironclads.
Took a trip to the Black Hills for the past 4 days. Pulled the camper with the crew cab. Had a bit of trouble on the drive up. Stopped for gas about 2.5hrs into the drive and noticed fluid spots on the camper like I've seen when I had leaks in the past. I noticed fluid puddling under the truck. Found out it was coming from the transfer case output.
We parked the truck, ate lunch, and picked up a new output seal. When we got back to the truck the fluid wasn't leaking out the seal anymore. Level in the case was still good. We decided to try it out for a little while and see if it would hold. So glad I installed the sight tubes so it's easy to check the level.
Taking a walk down memory lane, back on the first trip I made with the Magnum box, I had the output seal blow out. I had suspected at the time it was related to speed and/or bad output bearing as I had been driving 75mph at the time it happened.
With that in mind, before I discovered the leak I had been running just under 70mph - that's been my self-imposed speed limit since the seal blowout. I was thinking maybe I was going too fast with the load. I decided to start out driving at 55mph. Checked this out after about 10 minutes and it all looked good. Drove another hour at 55 with no leak coming back. Finished the drive to Custer running 60mph. Never did have another leak. On the drive home I started out doing 60mph and after no leak half way thru the trip I kicked it up to 65 and didn't have any trouble.
My theory is there was too much fluid in the NP205. Taking a walk down memory lane again, when I first installed the Magnum I had a bad vibration that I tried to cure by adding more fluid. Turned out the problem was drive line angle. I lost some fluid when I blew the seal out but I don't remember if I added some back in. I think I might have put a half quart back in the case.
Right now the level is about where it is in the picture above. I'm going to leave alone and see what happens.
What I don't understand is why it didn't push out the vent. It seems like both instances it has blown out the output seal, one time blowing the seal out entirely and the other time pushing past the seal. Probably been 3000 miles between incidences. I think I need to check the vent line to make sure it's not plugged somehow.
We parked the truck, ate lunch, and picked up a new output seal. When we got back to the truck the fluid wasn't leaking out the seal anymore. Level in the case was still good. We decided to try it out for a little while and see if it would hold. So glad I installed the sight tubes so it's easy to check the level.
Taking a walk down memory lane, back on the first trip I made with the Magnum box, I had the output seal blow out. I had suspected at the time it was related to speed and/or bad output bearing as I had been driving 75mph at the time it happened.
With that in mind, before I discovered the leak I had been running just under 70mph - that's been my self-imposed speed limit since the seal blowout. I was thinking maybe I was going too fast with the load. I decided to start out driving at 55mph. Checked this out after about 10 minutes and it all looked good. Drove another hour at 55 with no leak coming back. Finished the drive to Custer running 60mph. Never did have another leak. On the drive home I started out doing 60mph and after no leak half way thru the trip I kicked it up to 65 and didn't have any trouble.
My theory is there was too much fluid in the NP205. Taking a walk down memory lane again, when I first installed the Magnum I had a bad vibration that I tried to cure by adding more fluid. Turned out the problem was drive line angle. I lost some fluid when I blew the seal out but I don't remember if I added some back in. I think I might have put a half quart back in the case.
Right now the level is about where it is in the picture above. I'm going to leave alone and see what happens.
What I don't understand is why it didn't push out the vent. It seems like both instances it has blown out the output seal, one time blowing the seal out entirely and the other time pushing past the seal. Probably been 3000 miles between incidences. I think I need to check the vent line to make sure it's not plugged somehow.
I would think vent is plugged
bp71k5
3/4 ton status
I had very similar issue driving out east. Oil coming out everywhere except where it’s supposed to...the vent. I’m starting to think that foaming oil maybe starts to block the vent and then it pushes out everywhere else. Then when it cools down, everything is fine.
That looks like about the right fluid level, not at the lowest bolt in the little idler shaft cover but near the next one up even though their close in elevation.
For what ever reason it seems that pushing oil out places other than the breather is somewhat common, I wonder if the vent line size is too small if it's not plugged? That's a generalized comment FYI not specific to any one person or vehicle.
For what ever reason it seems that pushing oil out places other than the breather is somewhat common, I wonder if the vent line size is too small if it's not plugged? That's a generalized comment FYI not specific to any one person or vehicle.
I wondered about vent size too. I was thinking when they built the NP205 speed limits were 55mph and people weren't running their trucks at 70mph towing a 4000lbs camper.
I'm hoping it was just finding it's own level. I'll run it a while and start testing higher speeds to see if I get a leak out again. If it stays happy at this level, I'll mark the tube so I know where it needs to be.
I'm hoping it was just finding it's own level. I'll run it a while and start testing higher speeds to see if I get a leak out again. If it stays happy at this level, I'll mark the tube so I know where it needs to be.
I have wondered the same about my 241 if it can't handle the 85MPH or I just suck at resealing the case.
I never had trouble running 75 with my NP241, but I never tried 85. 
I never had a problem running 85 mph with the 241, and didn't have a problem with 75 mph with either one of the 205s. But they weren't clocked, so I am betting that yours is overfilled and churning the oil too much.
The rear axle under the old '72 K5 would blow oil out of the vent after running 70 for too long. It's pointed up for the CV shaft, and I believe that it's overfilled and foaming the oil.
So I wonder if you should pull a few ounces out from where it's at, then take it for a drive.
The rear axle under the old '72 K5 would blow oil out of the vent after running 70 for too long. It's pointed up for the CV shaft, and I believe that it's overfilled and foaming the oil.
So I wonder if you should pull a few ounces out from where it's at, then take it for a drive.
Just drain the atf then refill with straight Lucas and boom, no more leaks!
I know for a fact I overfilled it when I originally put the NP205 in. I think it might have finally gotten rid of all the excess fluid on this past trip. See, overkill can be a bad thing!I never had a problem running 85 mph with the 241, and didn't have a problem with 75 mph with either one of the 205s. But they weren't clocked, so I am betting that yours is overfilled and churning the oil too much.
The rear axle under the old '72 K5 would blow oil out of the vent after running 70 for too long. It's pointed up for the CV shaft, and I believe that it's overfilled and foaming the oil.
So I wonder if you should pull a few ounces out from where it's at, then take it for a drive.
I also agree that clocking the case probably messes with it some too.
I'm actually running Amsoil ATF. I've become one of those Amsoil geeks over the past couple of years. Mainly because I started using the Z-rod motor oil with the added zinc, but I've switched to their ATF and gear oil too.
I have the NV263XHD in the Silverado. They actually recommend switching to a good synthetic 5w30 (from ATF) and adding an extra quart. The oil doesn't foam as much as the ATF so it runs better with the additional oil.
I've only recently switched (had to replace the output slip yoke bushing) but it seems good so far. Unfortunately I can't go more than ~73 or I hit a harmonic on my 65 foot long driveshaft and it shakes so bad it walks the slip yoke bushing out (which is why it got destroyed).
If you still end up throwing ATF out, try switching to 5w30.
I've only recently switched (had to replace the output slip yoke bushing) but it seems good so far. Unfortunately I can't go more than ~73 or I hit a harmonic on my 65 foot long driveshaft and it shakes so bad it walks the slip yoke bushing out (which is why it got destroyed).
If you still end up throwing ATF out, try switching to 5w30.
Which is longer, the rear links on the S10 or the rear driveshaft in the Silverado?
Derail off.
TBH, your brother's is longer... That's why he has to run an aluminum shaft.
But to answer your question, the driveshaft is way longer than the S-10 links.
But to answer your question, the driveshaft is way longer than the S-10 links.
Is the Silverado driveshaft 1 piece?
I like to joke with the Jeep people in the local club that the 2pc shaft in the crew cab is longer than some of their wheelbases.
I couldn't make a carrier bearing support last for more than 6 months, so yes it's a one piece.
Sometimes everything with your truck goes great, and other times not so much. Sunday was a great day on the trail. It was a pretty easy run, but not boring. Really got to utilize and appreciate all 3 gears of the Magnum box. Man, that thing is great. Weather was awesome, but a little windy at the peak. Reminded me why I love fall trail runs so much.
I got my 13 year old son, who has also become my trail riding buddy, to take the next 4 pictures for me.
At the top of Bald Mountain.
Yes, went with 27 other vehicles mostly other Jeeps, a 79 Bronco, and a couple Toyotas. Also on the right of the picture is a 2005 GMC Denali with SAS and tons.
Then this morning I drove the truck to work and the fuel tank selector switch decided to not function properly. I still don't know what it's problem was, I finally fiddled with it enough to get it to work. After that, the truck didn't seem to be running as well as it had the day before. It wasn't horrible, just idling not as well as I had experienced the day before. I was kinda wondering if there was still something up with the fuel system.
In thinking about how the truck was running, I thought I should check to see if there's a firmware update for the Sniper. There was so I figured I would go ahead and install it. Plus I thought I might was well start from scratch with the learning since I installed the new hot-snot ignition components. Wouldn't you know, the update failed. After updating the handheld I would get an error message and the handheld would say it couldn't find the ECU. Oh shit, I just bricked my ECU.
Then I got to thinking. I have an extension harness between the ECU and the handheld so I could disconnect the handheld under the dash for stuff like connecting a laptop. I thought as finicky as the Sniper seems to be, maybe it doesn't like uploading firmware without a direct connection. Sure enough, it worked when plugged directly to the ECU. So lesson learned, when updating firmware plug the handheld straight to the ECU.
So to recap, yesterday was a great day with the crew cab. Then today I go from not being able to switch to the tank with gas in it, not so great idle, and thinking I bricked the ECU back to now it's running good.
Also just a side note, kind of FYI thing. Default on the Sniper settings has idle timing set at 15 degrees. It wasn't idling great and I bumped it up to the 30 I typically set it to and the idle cleaned up considerably. Cool thing is, I can set the starting timing to 15 so I don't have issues with starter kick back.
I got my 13 year old son, who has also become my trail riding buddy, to take the next 4 pictures for me.
At the top of Bald Mountain.
Yes, went with 27 other vehicles mostly other Jeeps, a 79 Bronco, and a couple Toyotas. Also on the right of the picture is a 2005 GMC Denali with SAS and tons.
Then this morning I drove the truck to work and the fuel tank selector switch decided to not function properly. I still don't know what it's problem was, I finally fiddled with it enough to get it to work. After that, the truck didn't seem to be running as well as it had the day before. It wasn't horrible, just idling not as well as I had experienced the day before. I was kinda wondering if there was still something up with the fuel system.
In thinking about how the truck was running, I thought I should check to see if there's a firmware update for the Sniper. There was so I figured I would go ahead and install it. Plus I thought I might was well start from scratch with the learning since I installed the new hot-snot ignition components. Wouldn't you know, the update failed. After updating the handheld I would get an error message and the handheld would say it couldn't find the ECU. Oh shit, I just bricked my ECU.
Then I got to thinking. I have an extension harness between the ECU and the handheld so I could disconnect the handheld under the dash for stuff like connecting a laptop. I thought as finicky as the Sniper seems to be, maybe it doesn't like uploading firmware without a direct connection. Sure enough, it worked when plugged directly to the ECU. So lesson learned, when updating firmware plug the handheld straight to the ECU.
So to recap, yesterday was a great day with the crew cab. Then today I go from not being able to switch to the tank with gas in it, not so great idle, and thinking I bricked the ECU back to now it's running good.
Also just a side note, kind of FYI thing. Default on the Sniper settings has idle timing set at 15 degrees. It wasn't idling great and I bumped it up to the 30 I typically set it to and the idle cleaned up considerably. Cool thing is, I can set the starting timing to 15 so I don't have issues with starter kick back.
I parked the crew cab in the driveway Saturday and I was happy to come out and see this Sunday morning.
Before I swapped oil pans last year I was leaving spots like this.
So much happier when I can park and not leave puddles. I just hope this doesn't mean I'm out of oil.....
Before I swapped oil pans last year I was leaving spots like this.
So much happier when I can park and not leave puddles. I just hope this doesn't mean I'm out of oil.....
I just put a big piece of cardboard under my wife's yukon that likes to leave spots. I've already gotten past worrying about my new concrete though.
