Attention: TDR Forum Junkies 
If I wish to upgrade my transfer case from the stock 241 DLD that came behind my NV4500, how do I identify and choose the right replacement transfer case?
I have always turned my nose up at aluminum-cased, chain-driven t-cases when it came to heavy-duty use and have always run gear-driven, iron-cased NP205' s in all of my Chevy trucks, so I am really lost with these new t-cases. Clearly, given the incredible horsepower and torque of Dodge Cummins sled pullers, I have been missing the boat on the inherent strength of some of those chain-drive t-cases.
I am doing a conversion to an NV5600 and I am already going to pay to have my driveshafts modified due to the NV5600 conversion, so I figure this would also be the best time to upgrade t-cases. I just want to get the best I can.
Admittedly, my 241 DLD has stood up well under the first 150K miles behind a bone-stock engine, but the engine power will be increasing now
(and I blame my TDR membership for this new obsession. There should be a "surgeon general's warning" on all new memberships! :-laf). I also plow snow and run bigger tires and get myself into a "situation" now and then off-road.
I have poured through the archives here and it looks like the 241 DHD is the most popular swap, but not easy to come by. There also seem to be some differences in those DHD's over the years, too. Due to the 241 DHD confusion, as well as the greater size and strength of the 271, I am very interested in going whole-hog to a 271 transfer case if I can make it work.
I have not been able to find any photos showing the differences between "one piece tailshafts" "4 bolt housings" the different spline counts(?), or lengths or diameters of output shafts, or the different t-case shifter mounting methods which apparently changed in '98, etc. This all gets very confusing.
Dealing with salvage yards is difficult because their "books" (computer) only show straight-up bolt-in replacements and will not identify anything that would work if you did a couple modifications, even just driveshaft related. So if you want to upgrade, they will tell you "it won't fit". You have to KNOW with certainty exactly what you are looking for and what truck it likely would be found in to deal with a salvage yard on non-stock items.
For example: Will a "23 tooth" 241 with a PTO cover that came from a '95 gas motored, manual trans, 2500 Dodge bolt up? (That's all the info I have on it right now besides the number "52105513" which I assume came from the I. D. tag).
In fact, the more I try to sort this out through the archives, the more confusing it becomes. It is also very hard to do an effective search when using using search terms like "241 DHD" or "271" due to the search function requiring more than 3 characters in a search term.
Since I did learn from a fellow TDR member that the "losing the speedo" problem can probably (according to Dakota Digital) be overcome with a Dakota Digital signal box that will read off my rear antilock sender/ tone ring, I am more interested in a 271 transfer case for my truck than I was before.
Other than a little floor and frame clearancing, it seems that the 271 can be made to work and has been done (but not by anyone with a non-rear-axle speedo that I can find). Are there differences in any of those that I need to watch out for like with the 241 DHD? Any drawbacks to using one?
Is there a clear, accurate source for identifying and/or swapping transfer cases in an early 2nd generation pickup like my '96? Such as donor vehicles to find one in, or what to avoid?
Who has done a transfer case upgrade to either a 241 DHD or a 271 involving a truck like my '96 2500 manual transmission truck? What t-case did you use, what parts did you need, what other mods were needed, and how well is it working out? Has anyone used the Dakota Digital box to take the signal from their rear axle for their speedo? Does it work for sure and/or do you lose the antilock rear brake feature?
Lots of questions; and I sure appreciate any help that keeps me from wasting time and money to learn the hard way!
Thanks! Scott
I have always turned my nose up at aluminum-cased, chain-driven t-cases when it came to heavy-duty use and have always run gear-driven, iron-cased NP205' s in all of my Chevy trucks, so I am really lost with these new t-cases. Clearly, given the incredible horsepower and torque of Dodge Cummins sled pullers, I have been missing the boat on the inherent strength of some of those chain-drive t-cases.
I am doing a conversion to an NV5600 and I am already going to pay to have my driveshafts modified due to the NV5600 conversion, so I figure this would also be the best time to upgrade t-cases. I just want to get the best I can.
Admittedly, my 241 DLD has stood up well under the first 150K miles behind a bone-stock engine, but the engine power will be increasing now
(and I blame my TDR membership for this new obsession. There should be a "surgeon general's warning" on all new memberships! :-laf). I also plow snow and run bigger tires and get myself into a "situation" now and then off-road. I have poured through the archives here and it looks like the 241 DHD is the most popular swap, but not easy to come by. There also seem to be some differences in those DHD's over the years, too. Due to the 241 DHD confusion, as well as the greater size and strength of the 271, I am very interested in going whole-hog to a 271 transfer case if I can make it work.
I have not been able to find any photos showing the differences between "one piece tailshafts" "4 bolt housings" the different spline counts(?), or lengths or diameters of output shafts, or the different t-case shifter mounting methods which apparently changed in '98, etc. This all gets very confusing.
Dealing with salvage yards is difficult because their "books" (computer) only show straight-up bolt-in replacements and will not identify anything that would work if you did a couple modifications, even just driveshaft related. So if you want to upgrade, they will tell you "it won't fit". You have to KNOW with certainty exactly what you are looking for and what truck it likely would be found in to deal with a salvage yard on non-stock items.
For example: Will a "23 tooth" 241 with a PTO cover that came from a '95 gas motored, manual trans, 2500 Dodge bolt up? (That's all the info I have on it right now besides the number "52105513" which I assume came from the I. D. tag).
In fact, the more I try to sort this out through the archives, the more confusing it becomes. It is also very hard to do an effective search when using using search terms like "241 DHD" or "271" due to the search function requiring more than 3 characters in a search term.
Since I did learn from a fellow TDR member that the "losing the speedo" problem can probably (according to Dakota Digital) be overcome with a Dakota Digital signal box that will read off my rear antilock sender/ tone ring, I am more interested in a 271 transfer case for my truck than I was before.
Other than a little floor and frame clearancing, it seems that the 271 can be made to work and has been done (but not by anyone with a non-rear-axle speedo that I can find). Are there differences in any of those that I need to watch out for like with the 241 DHD? Any drawbacks to using one?
Is there a clear, accurate source for identifying and/or swapping transfer cases in an early 2nd generation pickup like my '96? Such as donor vehicles to find one in, or what to avoid?
Who has done a transfer case upgrade to either a 241 DHD or a 271 involving a truck like my '96 2500 manual transmission truck? What t-case did you use, what parts did you need, what other mods were needed, and how well is it working out? Has anyone used the Dakota Digital box to take the signal from their rear axle for their speedo? Does it work for sure and/or do you lose the antilock rear brake feature?
Lots of questions; and I sure appreciate any help that keeps me from wasting time and money to learn the hard way!
Thanks! Scott
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