As you can see, it's not very far from the edge of the shaft (approximately 3/10ths of an inch). This is where the transmission output seal rides on the input shaft. 840" input: If you look closely at the center (.840") input, you'll see the upper most wear ring on the input. They are all 23 spline shafts with the old style gear cut and they are all three interchangeable between each case.Ī word of caution to those who attempt installing a. From the left, I have a 1.55" input from a 249, a. Here's a good visual for those of you unsure of the different input lengths. 840" 23 spline input (with collar)ĩ3 I6 ZJ's with the AW4 or AX15. This is not always 100% accurate, so make sure you know what you have before buying a transfer case.ĩ3-95 V8 ZJ's: 46RH transmission, 1.55" 23 spline input shaftĩ3-95 I6 ZJ's with the 42RE. Here's a general rule of thumb when determining your input shaft length. 91 and older XJ's have the 21 spline input. All ZJ transfer cases have a 23 spline input shaft, and all 92-01 XJ's have a 23 spline input shaft. 840", and 1.55", as well as both 21 and 23 spline shafts. 93-95 lack the ability to lock the center differential in 4 low, while a revised version in 96 changed this. This makes for very efficient, and very effective full time operation. The 249 utilizes a vicious coupler used in conjunction with the center differential found in the 242. NP249: Full time transfer case used exclusively in 93-98 ZJ Grand Cherokees with 4 full time and 4 low. The 4 full time feature is unique from the NP249 as it does not use a vicious coupler (what goes bad in the 249), but instead a mechanism that operates similar to an open differential. 2wd, 4 part time, 4 full time, and 4 low. NP242: Full time transfer case used in XJ's and ZJ's. NP231: Part time transfer case used commonly in XJ's, YJ's, TJ's, ZJ's, etc. Here's a quick run down on the three ZJ transfer cases: If those things aren't a deal breaker for you, replacing your VC and giving new life to your 249 is a good option, but for most of us, we're more inclined to swap. Many don't like the fact they are stuck in 4 wheel drive, and the inability to lock the front and rear axles together in 4 low with the early 249 is a deal breaker for many. As you may already know, the VC itself is very expensive. So why swap if you could just replace the VC? Good question. It is actually very durable and it's AWD performance is excellent even with today's standards with a properly working VC. Contrary to popular belief, the 249 is NOT "junk", nor is it a "bad" transfer case. The main cause for these problems? The vicious coupler (a sealed unit with steel clutch plates submersed in a vicious fluid) has reached the end of it's service life (typically 150,000 miles or so). I’m going to start with an explanation of what both are, and then I’ll explain the easy way first and the hard way second.If you're here, you probably have a ZJ with a 249 (full time) transfer case and you are experiencing issues such as hopping around turns, tire screeching, uneven tire wear, and possibly much worse issues. Unfortunately, most of you are going to have to do it the hard way, but just in case you get lucky and find the required tools, I’m going to teach you both. There are, however, two ways to set pinion depth, neither of which varies by manufacturer. You may even end up having to replace the whole differential.īacklash is pretty easy to set the process of how to set it varies depending on what type of differential you’ve got. If you don’t do this before you close everything up, you’re most likely going to eat those new gears and end up having to go through the whole process again. This part is properly setting pinion depth and backlash prior to final assembly. However, I’ve realized that in writing these articles, I was slightly remiss in glossing over a very important part of the gear swap process. We have been publishing articles over the past few weeks showing you how to swap rear gears in the most popular rear ends/differentials found in classic muscle cars.
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