Transfer Case Swap Info NP249->NP231 & NP242 - Page 228 - JeepForum.com
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post #3406 of 3442 Old 06-14-2017, 10:09 PM
Photog2000
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Quote:
Originally Posted by kg6mov View Post
You will need to have your rear shaft shortened as a 98 231 is ESY.

Other than that it will bolt up fine.
Thats fine. When I do finally get around to installing it I will add a SYE anywasy and right now I dont even have a front shaft

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post #3407 of 3442 Old 06-14-2017, 10:56 PM
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Then you'll be good to go.

I don't know why you'd throw an SYE on there though.


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I heard someone yell "mall crawler" from the back porch. I'll go see who said that. Be right back.
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post #3408 of 3442 Old 06-19-2017, 11:58 AM
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Lucky Me!

Guess it's good to live in a place with lots of ZJ's. Went down to the local U-pull'em. Snagged a 242, rear drive shaft, u-joint front axles and replacement cv front drive shaft and a bonus factory skid plate for $200. Looks like my life is gonna be easy. Everything came from a '96 and a '98 ZJ. I own a '97, this swap should go like butter.

1997 ZJ, 185,000 miles young. 318 V8. Bone Stock.
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post #3409 of 3442 Old 06-19-2017, 12:12 PM
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yep.

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Originally Posted by kg6mov View Post
That's not a linkage issue then, it's a feature of the 242.

Mismatched tires will make it worse, and fresh fluid may help.

Common wisdom is to drive a few feet in reverse then pop back to drive and go forward again, that will usually pop the case back to 2wd.
It is not wisdom, it is the direct instruction from the owners manual. I had a 97 XJ with 242, owners manual specifically instructed to move from FT 4wd to 2wd while driving in reverse, approx 12'. In my experience you will hear it happen.

1997 ZJ, 185,000 miles young. 318 V8. Bone Stock.
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post #3410 of 3442 Old 06-19-2017, 12:42 PM
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Originally Posted by JrMechanic View Post
4hi and 4 part time are the same thing. The 242 has an added 4 full time feature that can be used on road. The 242's full time system doesn't even hold a candle to a properly working 249. Also, you should be able to shift into 4 low with the Jeep off. If the drive train is loaded (on an incline) it won't shift into 4 low.
Having now owned 3 different Jeeps (2 XJ's and now a ZJ) with all 3 transfer cases, I prefer the 242. When the weather gets crappy out, you can put the 242 in full time for weeks, like I did while living in a place where they don't plow. You cannot do that with the 231. Having the ability to use 4hi when 4lo is not needed is a big bonus when crusing around in the mountains, you can get around at a non crawling speed and slip it into 4lo when you need a little help moving up and down the steep stuff.

I just picked up everything needed, plus bonus parts, to do the swap at my local u-pull 'em for under $200. The easiest option was to spend $350 on a new VC.

I am taking the opportunity to upgrade and improve. Plus I like 2wd. I have heard it does not make much difference on the mileage, but I got 20 mpg in the XJ and am currently getting 16 mpg in the ZJ. I would think it would improve especially since I am driving 80 miles a day round trip to work every day.

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post #3411 of 3442 Old 06-19-2017, 01:51 PM
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Originally Posted by Eugnton View Post
I have heard it does not make much difference on the mileage, but I got 20 mpg in the XJ and am currently getting 16 mpg in the ZJ. I would think it would improve especially since I am driving 80 miles a day round trip to work every day.
The XJ is also a smaller curb weight than the ZJ, which means the 4.0 is having to work harder. 16MPG in a ZJ is actually pretty good.

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post #3412 of 3442 Old 06-19-2017, 02:10 PM
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2wd makes 0 difference in mileage. An XJ is not an apples to apple comparison.


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I heard someone yell "mall crawler" from the back porch. I'll go see who said that. Be right back.
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post #3413 of 3442 Old 07-07-2017, 05:15 PM
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Originally Posted by kg6mov View Post
2wd makes 0 difference in mileage. An XJ is not an apples to apple comparison.
2wd does make a difference. Similar to removing the ac, and mechanical pumps you will realize a gain. I gave found that simply slowing from 70 to 65 cruz speed makes a significant difference. It really is a question of cost vs benefits. If it costs 300 for a swap. Wrecking yard trans and fluids/ gaskets.

Gas is $3/ gallon. If you drive 80 rt each day at 15 mpg you are using 5.33 gallons costing $16/ day hypothetically if you could get up to 18 mph you would use 4.44 gallons per day or $13.33.

$300/($16-13.33) = 112+ days to pay off the swap.

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post #3414 of 3442 Old 07-07-2017, 06:58 PM
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HELLLLp

Ok so I have a '97 V8 5.2L auto 249 t-case, I pulled a 242 transfer case from a 98 4L I6 auto. I took everything, front and rear drive shaft.

Rear drive shaft appears to be too short! From what I see it is only engaging the out put shaft by about an inch and it is "shaky".

What am I missing here? I thought this was a straight swap....?

1997 ZJ, 185,000 miles young. 318 V8. Bone Stock.
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post #3415 of 3442 Old 07-07-2017, 07:58 PM
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I need to put up a large sign that says 4.0 shafts won't work on a 5.2 since nobody seems to have gotten that memo in all the times I've typed it.

A 98 4.0 rear shaft is going to be really too short on a 97 V8, the 4.0 is a physically longer engine so the t-case is naturally closer to the rear axle. This is compounded by the fact that the d44a rear axle used in the V8 has a longer pinion than the d35 used in the 4.0.

You're correct, the rear driveshaft is too short. You need to get your rear shaft shortened to accommodate the change from Internal Slip Yoke to External Slip Yoke.
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Originally Posted by Texas ZJ1 View Post
I heard someone yell "mall crawler" from the back porch. I'll go see who said that. Be right back.
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post #3416 of 3442 Old 07-07-2017, 08:03 PM
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Quote:
Originally Posted by mosey2001 View Post
2wd does make a difference. Similar to removing the ac, and mechanical pumps you will realize a gain. I gave found that simply slowing from 70 to 65 cruz speed makes a significant difference. It really is a question of cost vs benefits. If it costs 300 for a swap. Wrecking yard trans and fluids/ gaskets.

Gas is $3/ gallon. If you drive 80 rt each day at 15 mpg you are using 5.33 gallons costing $16/ day hypothetically if you could get up to 18 mph you would use 4.44 gallons per day or $13.33.

$300/($16-13.33) = 112+ days to pay off the swap.

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How exactly do you get a 3mpg difference out of not driving the front axle? Everything in the front end is still spinning, it's just being driven by the road instead of the driveshaft.

Now sure, in a big truck with a CAD or unlocking hubs on a huge axle you can get an MPG difference.

But it has been repeatedly shown to make not a bit of difference in the ZJ.


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I heard someone yell "mall crawler" from the back porch. I'll go see who said that. Be right back.
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post #3417 of 3442 Old 07-08-2017, 12:36 AM
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Thats what my son is getting in his zj after the swap. As I said driving style probably has more to do with it than anything. Plus I know that putting a better air filter and having a well tuned engine has a lot to do with it.

No one thing is going to do it. Usually it's a matter of multiple things but the tcase swap is I big part of it. The axle wint be working againdt each other in corners. It will also save tire wear in the from tires slightly

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post #3418 of 3442 Old 07-08-2017, 10:48 AM
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225+ pages.....

Quote:
Originally Posted by kg6mov View Post
I need to put up a large sign that says 4.0 shafts won't work on a 5.2 since nobody seems to have gotten that memo in all the times I've typed it.

A 98 4.0 rear shaft is going to be really too short on a 97 V8, the 4.0 is a physically longer engine so the t-case is naturally closer to the rear axle. This is compounded by the fact that the d44a rear axle used in the V8 has a longer pinion than the d35 used in the 4.0.

You're correct, the rear driveshaft is too short. You need to get your rear shaft shortened to accommodate the change from Internal Slip Yoke to External Slip Yoke.
There are 228 pages in this thread. Pretty hard to find which time that was mentioned. I have performed numerous searches for info, all come back to the same 228 pages, or a similar thread with no specific information.

Could you, or any one for that matter, perhaps give the measurement for the rear drive shaft? Everything I can find says you gotta get it shortened but no one as far as I can see has given a measurement.

Maybe since this is a pretty important bit of info it can be added as a sticky.

1997 ZJ, 185,000 miles young. 318 V8. Bone Stock.
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post #3419 of 3442 Old 07-08-2017, 12:53 PM
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It's in the first post that going ISY to ESY changes the length of the case.

Quote:
Originally Posted by JrMechanic View Post
Drive Shafts

While there are several different length drive shafts used though the years, the physical dimensions of the 231, 242, and 249 are very similar. The overall length of each case is within + or - 1/4" of each other, per slip yoke configuration. There are two different slip yoke styles used for the rear drive shaft: Internal and external slip yokes. They are easy to decipher from one another as, well, one has an internal shaft with a tail cone and the other has an external shaft with a dust boot. The external slip yoke is generally found in 96 or newer Jeeps while the internal slip yoke is found in older Jeeps. There is really no huge advantage to either style, however I like how the drive shaft splines are always submerged in ATF in the internal slip yoke case.

The biggest difference between the two is that the external slip yoke case is about 1.5" longer than an ISY case, meaning if you replace your ISY 249 with an ESY 242 for example, you will have to cut and balance your rear drive shaft or have the drive shaft from the donor Jeep on hand.
So you need 1.5" less of driveshaft, but we always recommend measuring for your setup to account for any other changes you've made to you jeep.


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Quote:
Originally Posted by Texas ZJ1 View Post
I heard someone yell "mall crawler" from the back porch. I'll go see who said that. Be right back.
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post #3420 of 3442 Old 07-09-2017, 02:49 AM
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Quote:
Originally Posted by kg6mov View Post
I need to put up a large sign that says 4.0 shafts won't work on a 5.2 since nobody seems to have gotten that memo in all the times I've typed it.

A 98 4.0 rear shaft is going to be really too short on a 97 V8, the 4.0 is a physically longer engine so the t-case is naturally closer to the rear axle. This is compounded by the fact that the d44a rear axle used in the V8 has a longer pinion than the d35 used in the 4.0.

You're correct, the rear driveshaft is too short. You need to get your rear shaft shortened to accommodate the change from Internal Slip Yoke to External Slip Yoke.
So I've just bought a '98 V8 and transferring into it my rear D35 and the 231 from the I6 (231 originally from XJ '01).
I have a rear DS from the I6, one from manual XJ (2" shorter, worked perfectly on the I6 with 231) and the one from the V8.
Is any of these going to work? Is the V8 rear DS the shortest in the list? Are there any shorter DS in the family that can fit?
I hate buying a fourth rear DS, unless I convince them to exchange 3 for 1
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