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.
Transfer case preference.
- Thread starter 82355
- Start date
beags86
Eastbound and Down
I don't know nothing but,.... Load your truck full of elk hunting crap...like an 8 foot bed full worth... Drive to 11,000 feet to hunt and tell me gearing isn't important....
My ol' b!tch barely can move at high altitude, and she has a fat block. The 4 low of the 241 fixes that.
205, sure it's great case, I just rebuilt mine for my stepper, but it won't be done until I add a NWF black box.....
My ol' b!tch barely can move at high altitude, and she has a fat block. The 4 low of the 241 fixes that.
205, sure it's great case, I just rebuilt mine for my stepper, but it won't be done until I add a NWF black box.....
How in the hell can you call a 205 a "sh!tty" transfercase? Are you just angry and reaching for something or what?
I get that you don't prefer them, that's fine, spice of life/everyone is different and all that...but calling a NP205 a sh!tty transfercase is just ignorant.The only disadvantage it has is gearing.
Did ya watch the video?...think you could make a 205 explode like that 208? ...on dirt, stock 1/2 ton running gear, stock tires, probably stock gearing? You can't, even if the mount was trashed, I know, I absolutely blew apart a stock 205 mount, adapter never even snorted, skidding a 40" diameter 10' long fresh cut cedar log up a hill. Everything under the truck was banging around...the entire drivetrain. I had to weld the mount together, AFTER skidding the log, just to get home. Replaced the mount, went back to skidding logs.
Soon as the 8.1 is in, the chassis/suspension is setup appropriately and everything is ready to rip...I know a place where I can chain my truck to a huge bridge overpass. I'm going to hook up, do some 8klb 6 wheel peel's, with a good bit of weight in the back, and get down on a reasonable effort to break something. I have $100 that says the 205 doesn't even snort. I'm guessing I explode a Warn 35 spline hub first. I wish it was a simple thing for me to swap an aluminoob case into my truck, just to explode it and prove a point.
I encourage anyone who wants to make the drive, has an aluminoob case and has the balls to chain up to an immovable object, or do tug o war with me, to do so. Let's see if the faith in aluminum cases is miss-placed or not.
I watch the cedar felling. And far from a perfect cut. 5 to 6 inches of pulled wood in the hinge and a stump 3 foot high.
Last edited by a moderator:
"Ratings", or things from books are dumb things to quote in support of an argument like this. Real world experience trumps all.
Depends on the application. Heavy towing on the street applications would align better with the ratings than heavy duty of road use where things are wildly unpredictable.
One thing I like better about the 205 over the 241 is the ability to twin-stick. Sorely wish I could twin stick the 241.
Amen to that. If you could twin stick a 241, I probably wouldn't think of doing anything else....sadly that would be difficult with the chain drive
Someday my twin stick will be a selectable front locker.
So my old butt forgot about twin sticks through all of this. I think that would be fun on a 241. I was amazed what my '90 will do with 3.42 differentials compared to the 4.56 and 205 in my '70. Both have 700R4 trannies. My '70 has a 205 because back when I built it, the 241 was only 5 or 6 years old.
But as it has been said, I think that it depends on the use of the truck as to which case. I know a guy that ran a 241 in his mud truck with a big block and a trans brake. It worked great!
Anyway, Martin, did you have a particular use in mind?
But as it has been said, I think that it depends on the use of the truck as to which case. I know a guy that ran a 241 in his mud truck with a big block and a trans brake. It worked great!
Anyway, Martin, did you have a particular use in mind?
I felt that way once. Before I had a twin sticked NP205. It sounds great on paper, but I have found it to be completely worthless in real world experience.
Martin
Any usage, so long as you have just a single OEM transfer case. I can't imagine an instance where I would rather have an NP205 over either an NP208 or an NP241.
Do I love my NP203/NP205 doubler? Yes. Very much so. Because of the gear reduction. I actually wish it was an NP241/NP205 doubler, as I find it still not deep geared enough at times.
Back to the original intent of this thread. In this thread:
http://coloradok5.com/forums/showthread.php?t=322614
A guy was trying to run a figure 8 NP205 behind a 32 spline SM465. Seems like a downgrade to me. Especially as he mentioned that he planned to go to a doubler later. Why spend the money to make something work, that wasn't meant to, to lose performance??? He would be better off to run an NP208 (or better yet an NP241) behind the SM465 until he got the doubler assembled. Which he would be able to do sooner if he wasn't wasting time and money adapting an NP205 to an SM465.
So trying to be helpful, I suggested not doing the swap.
Then I was told 99% of people would rather run an NP205 instead of an NP208 or an NP241. I had more faith in the members of this site, so I was just curious how others felt.
According to the poll results, people are more concerned with performance than unnecessary (mythical) brute strength.
Martin
It's another one of those "depends on the application" things. I would most like to have it for the snow runs we do. Having a front locker can make it hard to turn in snow.
A lot of trails we run are steep and necessitate using 4Lo but also have switchbacks that require 2 or 3 point turns even in a K5. Those are times I wish I had twin stick too.
I have two 205 cases in my parts stash so obviously it's no a high priority or I'd have done the swap.
Yeah, I could totally see Scott wanting the twin stick on his crew cab, especially in CO where things get tight even for a K5, let alone a crew cab.
I have always wanted the twin stick, but so far since I got this K5 in CO, I have yet to find myself in a situation where I was wanting to do a front dig so badly. I am sure that will change at some point, but for the last 3 years I havn't.
And going back to why I chose 241...because the question at the beginning was asking about a SINGLE OEM case, not a doubler/reduction box. If that were the case, then absolutly I would take a 205 with a reduction box hands down, but for just a single case, the 241 has been freaking excellent for me. Those that don't do much rock crawling have a hard time understanding the benefit of gearing and how much it can make a difference. Running around on dirt roads or mud or towing or whatever, yeah gearing doesn't matter as much and brute strength is more important, but in the rock crawling world, gearing is king
Burbdood 74
Giver of not a single damn...
My 1990 Blazer had a 241 and I loved it. It had a great low range and it was super smooth to shift. I've had 3 trucks with 208's in them and I've never had a problem with them either.
That being said, when my current th350/208 combo goes teets up, I'm switching to a 700r4/241 combo in my Burb. That way, I can get a SLE for the 241 and call it good which a 208 doesn't allow for.
That being said, when my current th350/208 combo goes teets up, I'm switching to a 700r4/241 combo in my Burb. That way, I can get a SLE for the 241 and call it good which a 208 doesn't allow for.
Ned Kelly
1/2 ton status
I like the NP205 as I have a PTO winch hooked up to it. I was thinking of a LoMax 3:1 but for mud and snow the NP205 2:1 low range is all I need. With a BBC, low range, 2nd gear, 4.11 diffs, and 39.5"TSL the rpm's are dead on for the 454 torque curve. I figure maybe I shouldn't mess with something that doesn't need fixing. I'll stay with 2:1 in the 205.
I do have a square Burb with 241 and is quite stock. With the 350 it is nice to have the 2.7 low range. I like it. No problems.
That said, both TC's seem to be quite good for what they were designed for and hold up well. I have praise for both.
I do have a square Burb with 241 and is quite stock. With the 350 it is nice to have the 2.7 low range. I like it. No problems.
That said, both TC's seem to be quite good for what they were designed for and hold up well. I have praise for both.
man, what a pissing contest. Amazing.
When I swapped my LQ9 in I had a 4L65e to go with it. I chose the 4L65e as it was later, less parasitic loss and shorter.
i considered what I was going to be doing with my truck and the extra weight of the 80 was not worth it.
The 205 wouldn't bolt up to the 65 without a bout $1k in adapters and I realized the 241 with a SYE was a better choice for me.
I like the bulletproof of the 205 but never once for 15 years had issues with my 208 and the 241 has improved on the 208's weaknesses.
Win win imo
When I swapped my LQ9 in I had a 4L65e to go with it. I chose the 4L65e as it was later, less parasitic loss and shorter.
i considered what I was going to be doing with my truck and the extra weight of the 80 was not worth it.
The 205 wouldn't bolt up to the 65 without a bout $1k in adapters and I realized the 241 with a SYE was a better choice for me.
I like the bulletproof of the 205 but never once for 15 years had issues with my 208 and the 241 has improved on the 208's weaknesses.
Win win imo
205. Front digs.
For my wheeling terrain and style I would never want to do it without the option of no front dig. Hell I even used to run most of the time in just fwd because it maneuvered better than rwd with the Detroit pushing me all over.
I'll sacrifice a little gearing for that any day. Until I can afford an atlas
For my wheeling terrain and style I would never want to do it without the option of no front dig. Hell I even used to run most of the time in just fwd because it maneuvered better than rwd with the Detroit pushing me all over.
I'll sacrifice a little gearing for that any day. Until I can afford an atlas
How do you get the front digs to do anything? Hold the brakes?
Martin
Martin
Ideally it'd be paired with a rear line lock of some sort so you could lock the back wheels and drag the front around pivoting the truck with minimal forward movement.
