We can help free knowledgeable technical support! We have a large inventory of rebuilt NP transfer cases plus Transfer Case parts. Our factory rebuilt re-manufactured. If you need more information or cannot find the parts you need give us a call, if you would like to save money, ask about our good take out parts GTOthey are inspected and guaranteed. If you would like to save money ask about our good take out parts GTOthey are inspected and guaranteed.

Use our online shopping cart, just click the part number and see additional information, add to cart or proceed to check out. If you need more information or cannot find the parts you need give us a call This transfer case was manufactured by New Venture Gear.

This model is chain driven. The NP is 4WD with manual shift. This unit was utilized beginning in The NP was manufactured with left side drop output and has a low gear ratio of 2.

This unit has 2WD and 4wd, combination of 2 high, 4 high, neutral and 4 low. The unit has a 27 spline front output and utilizes a rear slip yoke. Some pickups in a heavy duty version with wider chains, sprockets and HD planetary. This unit can have issues with premature chain failure, caused by running the NP transfer case on hard surfaces like concrete or asphalt, Run 4WD only on loose dirt, snow, mud, sand or grass as the different wheel speeds in turns can put excessive torque loads on chain and sprockets.

If you have purchased your vehicle used the very first order of business is to double check the tire diameters. Used car dealers may have mismatched the tires to make the sale. Mismatched tires will cause the NP transfer case to fail. We can provide a rebuilt NP transfer cases with a 12 month warranty we also offer all parts required to rebuild your unit, we have new parts we can also provide good used takeout parts to save you money!

Below we provide a NP parts illustrations to assist you with the correct identification of the parts you need. Upgrade parts are available for the NP Select the parts you require from the the list below and give us a call. See the complete line of products that we can provide at www. To speak to a Drive Train Expert or to place and order call toll freebuy factory direct and save money! Midwest Transmission can Cryogenic Treat any shaft or gear. Call for a quote.

np233 vs np231

Small Parts Kit. Seal, Front Output 2.

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Results 1 to 2 of 2. Thread: NP to NP swap help. This weekend I swaped my dana 30 front for a Rubi d front. I also want to swap to the case. I have both cases on the ground now. Can i just bolt up the to my tranny? I have also read that I wil need to swap t-case shifter assemblies. My TJ is a Sport and the only modification I made was to do a body lift so the larger t-case would fit. As for the shifter linkage, all I had to do was loosen the bolt that held the shift linkage up top and that allowed me to "shorten" the length of the shifter at the t-case side.

I was also able to directly connect the speedo sensor The had mechincal gear to the new electrical sensor type in the rubicon t-case.

All I did was pull the speedo gear out of the connector and then the plug plugged right into the NV Feel free to PM me with questions and if you live close to SW littleton you are welcome to come look at my rig.

The is hands down one of the best mods I have done!!!! I have 4. Navigation Menu. All times are GMT The time now is AM. All rights reserved.

Copyright Colorado4x4.The NP is one of the most commonly used T-cases in current-production 4x4s. Dodge Rams use the NPD. The simple and efficient design of the makes it strong and provides excellent interchangeability between the various models.

If you've stared at your long enough, you already know that it uses a slip-yoke at the rear and that the output shaft and housing are long, which can cause driveshaft-angle problems after you've lifted your 4x4. Short-shaft kits also called fixed-yoke kits alleviate both those problems by changing the output shaft, output housing, and yoke style.

The main difference is that the Currie, M. All NP T-cases come with 2. The planetaries are interchangeable among all s; the only variation is a slight change in tooth profile between early and late boxes.

According to New Venture Gear, the torque rating of the 's three-pinion gearset is lb-ft, and the 's six-pinion set can handle up to 1, lb-ft. If strength alone won't tempt you to swap the planetary gearset, how about lower low-range gearing?

Six-pinion 4.

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Gearsets from 4 to 1 have one-piece, billet-steel planetary housings that are much stronger than the factory powdered-metal, two-piece housings. Nevertheless, torque ratings for these gearsets aren't as high as for the six-pinion 2. NPs use a chain to transfer torque to the front output shaft. This wider chain can be swapped into the other cases as long as you also swap in the wider drive sprockets. Engaging into four-wheel drive from two-wheel drive is handled by a splined sleeve that engages a hub--all the power transmitted through the T-case travels through this sleeve.

The sleeve and hub are pretty tough and almost never fail, but these pieces, along with the shift fork from an NPD, can be installed into an NPJ case to substantially increase strength. This becomes an issue if you've swapped in a more powerful engine or have laden your Jeep with 1, pounds of extra gear.

A two-wheel-drive Low position reduces the frequency of three-point turns on the trail, since it stops the plowing effect that you get in four-wheel drive, especially if you have front and rear lockers and big tires. While Dana owners can use twin sticks available from several companies, NP owners must replace the range fork and sector with new ones from JB Conversions to alter the movement of the internal sleeves of the T-case.

Finally, 'and-earlier NPs don't have a true Neutral position for trouble-free towing. When in Neutral, the input gear of the separates from the front and rear output shafts, but the shafts are still connected.

A special sector available from JB Conversions solves this problem. With a true-Neutral kit, the rear driveshaft spins independently of the rest of the drivetrain. Since the T-case oil pump is driven by the rear output shaft, lubrication of the T-case isn't a problem. We apologize for this inconvenience and encourage you to visit www.

Subscribe to a magazine. View Full Image. Share Tweet. Home How To. Cole Quinnell Writer. Step By Step. The D features a wider chain and a larger hub and sleeve, but it needs a short-shaft kit for installation in a YJ or a TJ. It would fit in an XJ with the long output yoke, but the output shaft spline is different and would require a different yoke on the driveshaft. In addition to installing a short shaft to help alleviate driveshaft bind and vibration, driveshafts with CV joints, such as these from Six States Distributors, can help.

A CV joint eliminates the need for the T-case output shaft and pinion to be at the same angle. In fact, with a CV joint at the T-case output shaft, the pinion is supposed to be in line with at the same angle as the pinion. There's a substantial strength increase more than double the torque rating gained by converting from the stock NP three-pinion planetary right to the JB Conversion six-pinion unit left.Because Novak has always maximized our domestic supply and internal manufacturing paradigm, we are seeing little interruption due to the Co-Vi situation.

However, permit a day or two extra for fulfillment and be aware that we may contact you with questions or options on items where our suppliers may be having difficulties. New Process, chain-driven transfer case input gears really warrant their very own topic. There were some forty different variations of them made by NVG. We've decoded most of the Jeep input gears and many are available for sale. The Jeep transfer case is the main focus of our information here, but these gears interchanges can apply to:.

The important variations to look for in the transfer case are in the input gear. The comes in 21 spline and 23 spline versions with long, medium rare and short variations.

np233 vs np231

The long shafts protrude 2. The short version protrudes 1. The rare medium shaft protrudes 1. You should be careful when swapping any of these gears due to different bearing widths and gear teeth. It is always recommended to verify first hand if possible. Because of differences in the cut of the gear, as a general rule, one should not interchange gears with present gears.

These years are not always hard and fast delineations. If one is not absolutely certain, disassembly and inspection is required. Note that some transmissions change spline count. The AW4 had 21 splines through In the same year the 4. Be certain, in any interchange situation, that you select the right length of input gear for the factory style transmission being used; e. Short length, wide bearing, early gear cut.

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Medium length, wide bearing, early gear cut. Long length, wide bearing, early gear cut. Short length, narrow bearing, late gear cut. Long length, narrow bearing, late gear cut.

Unlike all other known transmissions to the Jeep New Process transfer cases, the Torqueflite 42RE transmission as found in ZJ Grand Cherokees features a unique output shaft with a pilot tip on the end of it.

This shaft pilots into the NP input gear in a front-facing caged needle bearing. Note the image below. Jeep Dana Model T90 to the Emissions Fuel Economy Conversions, Rules vs.

Welcome Guest: Login or Register. We once spoke with an Engineer at NVG. We questioned him as to why there were so many forty-something input gear variations in this popular series of planetary-reduction transfer cases. We told him that it was making our lives harder than we'd like. He responded, "Yeah. Isn't it ridiculous? Long Input. Medium Input.Waterproof switch for low range mounts in bolt on shifting arm retainer plate.

The NPC Transfercase your looking for is the electric shift 27 Spline input and the 32 Spline rear output rear slip yoke. Here is a photo of the rear of the Astro Transfercase.


It has 32 splines on the output shaft where the drive shaft slides into the transfercase. To unbolt the bottom bolt holding the transfercase to the transmission, the trans mount needs to be removed. Mike From Journeys Off Road removing the mount to un-bolt the bottom bolt. With the mount temporarily back in to support the transmission, don't bolt the mount in, it needs to be removed again to get the bottom bolt back in. At this time, remove the drive shafts, electrical connectors, vent hose and transfercase crash support arm it wont work with the S10 case.

The S10 transfercase was missing the mounting studs, not sure why. Install the retainer plate with the two aluminum spacer between T-case and plate. Use loctite on the retainer plate bolts. Don't forget your safety glasses, chips will be falling on your face. Remove and discard the fuse to the AWD computer on the to models.

The kit comes with the wiring to tell the computer that you are in low range. It changes the shift points, so that the transmission will shift gears in low range.

Connecting the 4 low range wiring to the PCM. Connector C4 is on the bottom left of the PCM, looking at it from the front of the van. Connector 1 is blue.Why don't fictional characters say "goodbye" when they hang up a phone?


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Jeep NP231 T-case Wide Chain/6 Pinion Upgrade

Previously Viewed. Unanswered Questions. Wiki User This transfer case gives the following operating modes: 2wd, 4wd with the center differential open, 4wd with the center differential locked, neutral, and 4wd low range center differential locked The addition of a center differential is the main difference between the NP and the NP or Command Trac transfer case.

Without a differential, the transfer case offers only part time four wheel drive mode. The NP transfer case Full time mode opens the center differential allowing the front and rear axles to rotate at different speeds while still being linked by the transfer case.

The end with the least traction will get the most torque. While this mode may have some disadvantages off road where a wheel may loose contact with the ground, it has the advantage of being usable on all paved surfaces.

Fluid Suggestions by Transfer Case Type

Part Time mode - with the center differential locks can only be used on loose or slick surfaces with out possible damage to the transfer case. I use full time mode on wet streets, hard packed gravel or dirt, some snow and ice situations and on dry pavement when full acceleration without wheel spin is desirable.

I use part time mode on loose gravel, dirt, grass and any off road situation. I use Part time mode when RallyCross racing as well. I use low range for more control in off road situations or on rough gravel roads when traveling downhill to avoid excessive use of the brakes. I also often use low range when positioning my trailer or other towed equipment when precision placement is needed.

The NP transfer case can be switched between 2wd and either 4wd mode at any speed simply by moving the lever.

The switch to low range must be made at very low speed - the Jeep manual says 3 mph. One common operating problem with the transfer case is that it will stick in 4wd even if the lever is moved to 2wd. Internally, moving the lever loads a spring which then applies force to move the selector fork. If the gears are loaded with torque, the spring will not have enough energy to move the sleeve off the gears.

Once torque is removed from the gears, the spring will then move the fork and slide the sleeve of the gears. Momentarily lifting your foot off the gas will often unload the gears enough to allow the spring pressure to move the fork. On some high mileage units, a wear groove will form on the sleeve or gear causing it to stick longer and may require a couple of changes from loaded to unloaded to get the sleeve to release form the gear. The level is checked by removing the upper of the two large plugs on the back of the case.

The fluid should be level with the upper plug.

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The NP has a slip yoke on the tail shaft. If the drive shaft is damaged or removed, fluid will be lost out the tail shaft. Also this seal is important to maintain in good condition to prevent fluid loss. The NP is a very versatile transfer case and is my choice for three of my five Jeeps. The full time selection gets frequent use in all of them.Because Novak has always maximized our domestic supply and internal manufacturing paradigm, we are seeing little interruption due to the Co-Vi situation.

However, permit a day or two extra for fulfillment and be aware that we may contact you with questions or options on items where our suppliers may be having difficulties. The Jeep NP transfer case was introduced in the model year. Despite the different nomenclature, they are essentially the same transfer case, with the bulk of their parts interchanging. They increased in reliability and strength in the early to mid-eighties and essentially hit their stride in the late-eighties.

The has continued in the trend of chain-driven cases and is one of the most successful and popular of them all. The has a driver's side front output and centerline rear output. The NP features two ranges; a low range gear that is a respectable 2.

np233 vs np231

It features three modes; two-wheel-drive, four-wheel-drive and neutral - for a factory combination of 2H, 4H, N, 4L. This tag indicates a J transfer case, with a part number ofa build date of and a gear ratio of 2.

Early NP's on Jeeps with a vacuum front axle disconnect feature as is usually evident by the presence of a vacuum switch on the NP did not have a true neutral disconnect when shifted into neutral. The front and rear yokes remained connected. With the advent of full-time front axles in the Cherokee and Wrangler Jeeps, the vacuum switch was removed and Neutral became fully neutral, separating the input shaft from the output shafts and the output shafts from themselves.

np233 vs np231

Early s from through featured a conventional mechanical cable drive speedometer output. The design of the is very good. They were engineered for durability and simplicity of build - both an advantage to the OEM assemblers as well as individuals servicing them.

The NP transfer case has turned out to surprise us in its strength, gearing, upgradeability and servicability. Most of our customers choose to retain their Jeep with their conversions. It is very common for them to offer good service behind some of the strongest engines and transmissions.

The standard weighs about 70 lbs. HD 's can weigh up to 80 lbs. Fluid capacity of the is from 1. ATF is the factory recommended fluid, however many individuals have chosen to run a straight 30 weight oil or 5W30 in a mineral or synthetic.

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Our experiences with these and those reported to us by our customers indicate positive results in noise reduction and wear resistance. This transfer case is identified by its red and silver tag on the rear of the case. They are also easily identified by appearance. They feature a six-bolt front face. The GM versions use a five-bolt front face that is incompatible with the Jeep and Dodge six-bolt styles.

The Chevy versions also use longer factory adapters and require the extensive mixing, matching and purchasing of parts to make them compatible for Jeep conversions. The standard duty OEM transfer cases are capable of transferring from to ft. This is a result of good engineering and refinement.

Adaptation to better transmissions is often less costly than rebuilding the weaker Jeep gearboxes and provides serious performance and strength upgrades.

The adapts very well to several popular transmissions, including:. Improving the 's Shifting Mechanism. Essentially all of them are clunky and problematic "Z-gate" shifters.

This shifter assembly also simplifies the upgrade to the above transmissions. One easily conquered drawback of the is its length. This problem is worsened by suspension lifts and resulting u-joint angularity. It is recommended that a heavy-duty short tail shaft conversion be performed to reduce the length of this unit.

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