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Drivetrain strenght 3/4 ton vs 1 ton?

90_K5 Blazer

90_K5 Blazer

1/2 ton status
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I apologize if this is a stupid question, but I'm new to the IFS world, and I did try searching around and turned up nothing...

Is there any difference in front diff, cv joints, axles shafts, etc. strength between the 3/4 and 1 ton in 95 to 98 pickups? What size ring gear do they use?

and, did they all use either the np241 or 243 electronic or was there a stronger t-case?

Thanks guys!
 
The 1 tons have bigger diff, cv's etc. The 1500/ 2500 are more comparable.

I forget the sizes but im sure everything in the front is considerably larger.
 
79k20350 said:
The 1 tons have bigger diff, cv's etc. The 1500/ 2500 are more comparable.

I forget the sizes but im sure everything in the front is considerably larger.
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The 3/4 and 1 ton stuff is exactly the same. 9.25" Differential up front.

Light duty 3/4 ton and 1/2 ton stuff is the same with a 8.25 differential..
 
thanks guys. I'm assuming the light duty 3/4 tons you are talking about are the ones with 6 lug hubs? the 8 lugs would all have the 9 inch front diff?

I think I've only seen a couple 6 lug 3/4 tons ever, everyone I see is almost always an 8 lug. Any reason why they would have both? just curious
 
90_K5 Blazer said:
thanks guys. I'm assuming the light duty 3/4 tons you are talking about are the ones with 6 lug hubs? the 8 lugs would all have the 9 inch front diff?

I think I've only seen a couple 6 lug 3/4 tons ever, everyone I see is almost always an 8 lug. Any reason why they would have both? just curious
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exactly right
 
The light duty 3/4 ton thing was a trend in the 90's for a while. Dodge, GM, and Ford had them. They were obviously limited and didn't sell great so since the latest or last body style each of the makers have just replaced them with higher GVWR 1/2 tons and gone from there.

Technically GM's 1500HD and Dodge's 1500 MegaCab are light duty 3/4 tons but all their specs put them squarely into the 3/4 ton range with 3/4 ton+ components.
 
That's great to know, thanks. I know my buddy has an 06 1500 Megacab, but the frame looks exactly like a 2500's I once saw, and it has 8 lug straight axles front and rear, dana 60's I think? At least the front looks like one.

Well with a front 9.2 and a rear 14 bolt, it's gotta be pretty beefy, what about the transfer cases? This may be another stupid question, but was there ever such a thing as a "new" 205 tcase?
 
The Dodges now have AAM Co axles, relatives of GM's stuff.

Nope, no such thing as a new NP205. The GM's all got NV241's or some sort of BW thingy in the 3/4 ton or bigger trucks.
 
I wonder if Dana is loosing contracts to chrysler then? I has seen on the dana website that the rear axle in the new liberty and dodge Nitro are Dana's I believe...

I know my dads 96 Tahoe had an electronic version of the 241, I believe it was called the np243e or something like that?

Just thought they would have put something stronger than the 241 behind 3/4 and 1 ton trucks! I have a 241 in my k5 and it's plenty strong, but my 350 only has 300ftlbs torque. Curious to see how they would do behind a 454 or the 6.5 diesel with 440 ft lbs!
 
They basically did fine for years. I believe only the 1 tons...and possibly the duallies got the Borq & Warner t-cases.

The NV241 is a good trans. Dodge uses it behind their Cummins diesels.
 
Im pretty sure there is a NP246 but I dont know if its a heavier duty x-case or just one of the fancier AWD or whatever.

What did hummers use? original big hummers not ghey h2 h3's
 
I believe the original Hummers, as in before they even called them H1's, had a NP208. However, I seem to remember something about them switching to the 241 later. My '05 2500HD with D-max has a NP263XHD in it.
 
Hey, don't knock the H3 there!;) I've been in them at the GM proving grounds for off road testing. We forded water so deep it was up to the headlights, and threw weeds on top of the motor, speed shifted the 5 speed in the mud, slammed the locking diff into gear while still spinning the tires, etc, etc. They may not be a HUMVEE, but they are extremely capable, especially with the off road package, which most people don't get:doah:. But the H2, now thats more of a mall crawler. And the new H3T's will have electronically locking front and rear diffs.

Ok, enough for my rant haha

I'm kinda surprised a HUMVEE would use an np241 or 208, a lot of weight on the t-case!
 
Eh, not too much weight and also don't forget the gear reduction hubs. The transfer case isn't taking the brunt of the torque like in other vehicles.

The transfer case isn't a 208 or 241. I forget what it is exactly...and can't find it on the web right now...but it's a 2.72:1 low and I beleive different than civilian vehicle t-cases.

Ah, here it is:
http://hummer.off-road.com/hummer/O...goryId=34273&searchString=transfer case HMMWV
NPG218 WITH 2:62:1 replaced by the NPG242 WITH 2:72:1 in the early 90's.
 
90_K5 Blazer said:
Hey, don't knock the H3 there!;) I've been in them at the GM proving grounds for off road testing. We forded water so deep it was up to the headlights, and threw weeds on top of the motor, speed shifted the 5 speed in the mud, slammed the locking diff into gear while still spinning the tires, etc, etc. They may not be a HUMVEE, but they are extremely capable, especially with the off road package, which most people don't get:doah:. But the H2, now thats more of a mall crawler. And the new H3T's will have electronically locking front and rear diffs.

Ok, enough for my rant haha

I'm kinda surprised a HUMVEE would use an np241 or 208, a lot of weight on the t-case!
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i think those h3's are awesome. next new truck i buy will be the h3 alpha with the v8 in it, maybe in the next year or two. i read tons of great reviews about those things.
 
Just wish the H3's would get coil sprung IFS.
 
yah, I forgot about those gear reduction hubs. Who ever came up with that idea was a genius. No SAS needed in an H1:wink1:

Yah, I would love to get an h3. I agree though, they should have a coil sprung solid axle, but since the majority of people who buy them rarely hardcore off road them, I think it's just cheaper for GM.

I would want an alpha with the 5.3, but you can't get the 5 speed manual, and for me a manual transmission is a must have. I believe that in the 5 speed, 3.7 I5 versions, there is a much lower crawl ration that the automatic ones.

They will be building a diesel h3 for the south African/ Australian market. Only time will tell if it comes here, but I believe the motor will be the 2.9 v6 diesel that they are putting in the CTS, that makes 250 hp and 406 ftlbs torque at 1800 rpm:D
 
I'd take coil sprung IFS any day. Look at the Tacomas, Sidekicks/Trackers, 04+ F150's, 07+ Silverado 1500's, and other coil sprung IFS 4x4's and how much better their front suspensions work than torsion bars.


I love manual trans but look at the power and mileage numbers for the 3.7L. I bet you the 5.3L would give at least the same mpg as the 3.7L. I looked at the Colorados/Canyons around the new years time frame and was really put off by the pathetic gas mileage of their engines. Might as well get a V8 powered half ton with the same gas mileage.



I'm eagerly awaiting the small diesels. I won't be buying a new vehicle until those come onto the market again.
 
daleearnhardt01 said:
The 3/4 and 1 ton stuff is exactly the same. 9.25" Differential up front.

Light duty 3/4 ton and 1/2 ton stuff is the same with a 8.25 differential..
Click to expand...

:doah: I blame chevy and them making 2 3/4 tons for my confusion:rolleyes::D
 
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