What's new
CK5
Register an account today to become a member! Once signed in, you'll be able to participate on this site by adding your own topics and posts, as well as connect with other members.

NP241 experts - come on in...

N

NYCEGUY01

Registered Member
Joined
Sep 7, 2008
Posts
67
Reaction score
63
Location
UT
So..

I’m contemplating pulling the drivetrain from my 2002 Silverado for a squarebody swap.
8.1 and a ZF6

I’m not sure on what to do for a transfer case.
All the 261 and 263 cases are driver drop and I need pass.
The ZF6 has the same 29 spline out put the Allison has.
The 241 pass drop cases either have 27 or 32 spline inputs, of course..lol the one I have here is a 27 currently.

I know that guys have just put the np261 29 spline input into the 1994+ 241’s and that works but the 94+ cases are the wrong side drop and are the newer gear dimension, or "Late cut gears"
I know the 94+ planetary must have gears to match the “late” cut gears.

Anyone know if the late cut geared entire planetary and input will drop into an early 241 case so I can use the late input and get a pass drop case ?

Or, any other way to get a Pass drop case behind my ZF6 with a 29 spline output ?
 
Ford front axle? Might be the easiest option.
 
nvrenuf said:
Ford front axle? Might be the easiest option.
Click to expand...
If I can find a Ford Dana 44 that may be the easiest, Ill just swap my Chevy knuckles and outer stub shafts. I already have Chevy knuckles and Hi steer stuff just waiting...
 
This doesn’t answer your question but if it was me and I wanted to keep Chevy (pass side drop) front axle I’d ditch the zf6 and just put a nv4500 in it. At that point the 241 bolts in like it’s supposed to with a 32 spline input.

Plus it saves the issues dealing with the massive size of the zf6 that may require a tall body lift, floor pan surgery or both. To me the extra gear isn’t worth the bs required to make it fit.

Considering the rare nature of a zf6 I bet you could make money selling it and have money left over after you get a 4500 and bellhousing.

It’s what I have and it’s a great setup. The torque of the 8.1 doesn’t have me wanting another gear to go to. As a matter of fact I typically skip gears around town anyway. 2,3,5 or 2,4,5. The torque curve totally works either way if I’m being lazy and don’t want to shift 4 times.

I’ve driven a couple 8.1/zf6 trucks and am not impressed with the shift feel at all. It’s very notchy and doesn’t seem to be happy until there is more of a load on it. A nv4500 shifts like a race car in comparison to a zf6.

My only concern is going through all the effort to put that setup in the truck with ferd axles and a 261 and figure out the same thing. A 8.1/4500 is a proven entity. It works and bolts in like the general intended it to from the beginning.
 
So how availabile are those adapters is the real question on the dodge 205

The case is a small bearing 29 input on a figure 8 pattern. Everything else internally is standard NP205 like a GM

I’ve literally thrown those adapters away and used the case, change the input


The NV4500>241 is a better setup
 
Bent77 said:
So how availabile are those adapters is the real question on the dodge 205

The case is a small bearing 29 input on a figure 8 pattern. Everything else internally is standard NP205 like a GM

I’ve literally thrown those adapters away and used the case, change the input


The NV4500>241 is a better setup
Click to expand...
Fully agree on the 4500/241 set up - just threw the D-205 option out there since he asked for any way to get a pass drop case.

D-205 would be easy ( I think A/A offers the figure eight to six bolt adapter as well ) but the whole 4500/241 set up would be nice.
 
nvrenuf said:
That’s interesting that Dodge was still using the figure 8 pattern 4+ years after GM quit.
Click to expand...
Probably because dodge kept things pretty easy….if you had an NP 205, 241, or 208 you used the same adapter. Only one different was a 203. Not like GM where you had round, figure 8, 27, 32, short, long, tall adapter, short adapter, made on a Tuesday at noon….
 
Chickntrk said:
Dodge never used the 241 behind a cummins only a 205 and the only 29 spline 205 was behind a getrag manual, autos got the same 23 spline as the gassers.
Click to expand...
Dodge did use a NVG-241/241HD behind Cummins trucks from 94~02.
Had one in my 02 2500 Cummins H.O. behind a NVG-5600 - even had a PTO port and a magnesium back portion of the case along with a huge rear output shaft ( same as the following year 271/273 outputs ). It worked great.
 
tarussell said:
Dodge did use a NVG-241/241HD behind Cummins trucks from 94~02.
Had one in my 02 2500 Cummins H.O. behind a NVG-5600 - even had a PTO port and a magnesium back portion of the case along with a huge rear output shaft ( same as the following year 271/273 outputs ). It worked great.
Click to expand...
Yea they did, I was thinking we were talking about passenger drop cases….
 
kennyw said:
Isn't the dodge NP241 a 29 spline input from the Cummins trucks?
Click to expand...
NP241's were common behind second gen Cummins trucks ('94-02) but they're all driver drop. The '89-93 Dodges with the 29 spline manual transmissions were passenger side drop but are all NP205's. If you want to go down that route, keep in mind that the GM round pattern and Dodge pattern are different so you'd have top fix that somehow.

There is a split in gear cut somewhere mid 1994 with New Process transfer cases, I believe the 29 spline input is (and was) only available in the newer style. The passenger drop cases (either GM or Dodge) were only available '93 and older. So it's possible to swap that stuff around but the ring gear in the case is particularly tough to change. There is also a size difference in the pocket bearing in the input bearing that would take some machine work to fit.
 
You must log in or register to reply here.

Latest Posts

Top Bottom