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Crazy Doubler idea, opinions wanted!

I've got the machine shop spitting out my NP203/203/205 adaptor set...should be "interesting". My front driveshaft is a hair longer than the rear. Probably wouldn't be possible if I didn't push my rear axle back 5". I went with 1410 shafts from a dodge diesel, and yokes from high angle. My static operating angle for the rear is 19*.

I'll post pics when it's done of course. I hadn't initally planned to do this, so I have to get WMS to cut me another mainshaft. I'm thinking i might go with a solid billet 2nd shaft, theres going to be some parts breaking reduction going on.
 
That is awesome that you got your shafts at 19* of angle. I'd dream of having something like that for the front of mine so I didn't have to run CVs. Good job!
 
My grandad did that in a Ford Model TT (truck) in the Teens.

The guy who built the "Chainlink", Cam, did that with two of the stock trannies in his M-151 that y'all may recall from an early TTC.
 
Not to be an *** about your idea "But why" go through all the trouble when there are easier ways to get crawl ratio real low.
 
badboyblazer said:
Not to be an *** about your idea "But why" go through all the trouble when there are easier ways to get crawl ratio real low.
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because its different and crazy awesome
 
K5floyd your right, it is crazy awesome, and this sport is about being different and not being afraid to try something wild and crazy. Good Luck and see you on the trails.
 
badboyblazer said:
K5floyd your right, it is crazy awesome, and this sport is about being different and not being afraid to try something wild and crazy.
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it is? lol! i hadn't noticed... I thought it was about building trucks and using them to overcome offroad obstacles. what was I thinking!!!??!! nothing wrong with a "trippler" tcase set up... sounds ungodly heavy and more expensive than similarly low geared alternatives tho. hope it works for ya.

j
 
guy i know did this with suzuki trans.,motor in a rock buggy, he gets a good ratio cause ive never seen that amount of torque from and engine like that with 44's attached
 
A friend of mine is running a 465/205 behind a 4l80. He had a 32 spline female input shaft made for the 465. The auto is 2wd and he just made the adapter off of the factory tailshaft. He hasn't wheeled it yet, but he did get it moving, its STUPID LOW. If you have any questions let me know
 
hello im the buddy of m1028 that posted a few days ago. He told me about your discussion so i'll give you my input. My father runs a major oilfield machine shop and he simply machined an input shaft with all the same specs as the original, but instead of a male 10 spline we did the female 32 spline to match the 4l80e. then we heat treated and cryoed it. very very stout. then i simply made an aluminum adapter to bolt the two together. So far so good, and i'll post with trail reports.
 
Would you have any pictures off the setup you are running, also how long did it turn out to be?
 
75-K5 said:
Burb Boy tried it in his, but I think what he ended up breaking was the CV joint that he used between the two 465's.
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No, he snapped the input shaft off the second transmission pulling my truck out.

If you were to use a 10 spline coupler between the two 465s (first 465 must have a 10 spline output and an adapter that was perfectly square then it'd probably hold up. What Mentch used was a super short driveshaft between the two.

I still think a 241/205 is a better doubler option. You can shift them both with cables instead of rowing through the gears with your arm contorted around.
 
Here are pics of the 4l80/465/205 combo. the angle isn't the best but it's all I got
P1010021.jpg
 
A friend and I are going to try to make a couple of 241/205 doublers this semester. He works at a machine shop on campus and has access to all the equipment we need. There is a vendor offering 231/whatevercaseyouwant doubler kits on pirate and they seem to work prety well for him so thats encouraging.
 
atlantak-5er said:
What about the added weight and driveline inefficiency? sounds like a lot of hassle for more parts to break.
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I think the inefficiency is evened out buy the extreme gear reduction. If the truck was drivin on the street at all I would understand but it is strickly a trail rig. As for weight, the combo is in a 92 crew cab short wheel base, not exactly a light weight to begin with, then tac on one tons, cage, bumpers, 44's, really heavy link suspension, ect.. The entire setup cost him less than $100, and 465/205 combos are very common and cheap around here. If he breaks it a couple times I'm sure he might drop the $$$ for some other more common low range device. We have been on a couple runs and so far all he's broke is a 60 u joint. He is by know means easy on it either. By the way this combo could NOT work in a short wheel base vehicle.
 
I think it is awesome to see y'all trying these drivetrain combos, I have thought about a dual tranny set for years but don't have the funds/technical knowledge/mechanical ability to do it. Props to y'all! :bow::bow::bow:
 
blowedupmotor87 said:
I think it is awesome to see y'all trying these drivetrain combos, I have thought about a dual tranny set for years but don't have the funds/technical knowledge/mechanical ability to do it. Props to y'all! :bow::bow::bow:
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Stop Kissing Arse and get the funds and the knowledge, or find some junkers and get started. Sorry, that was more directed at me!:p:
 
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