Hello everyone I'm new to the forum I was hearing a rattle noise under my 95 yj and crawled under to see that the transmission is cracked in the very back where the front driveshaft connects. Will it require a new transmission or can I get the back part off of a transmission and put it on there any help appreciated thanks
You might try "car-part.com" for a used transfer case.
Simply type in that website and enter your information in the box that appears and hit search.
If there are any (there should be several) you can contact each listed vendor to find the best deal for you.
Changing a transfer case isn't too difficult. Discovering why it broke may require some research.
Having a Factory Service Manual will make things much easier.
I would really, really try hard to find out why it broke in the first place.
Is your front driveshaft too long, as in what happened to c5wagners friend? Or did you dump the clutch at 3500RPM in 4WD? Maybe hit a rock on the trail at speed?
Besides figuring out what happened you could als consider a XJ 242 pretty straight forward swap and gains a full time four wheel drive option while maintains all the choices your old transfer case had
Causes more tire wear and has a weak chain drive sprocket. An np231 is a much stronger option. I swapped out the np242 in my xj for a np231 and was much happier. The 242 in full time definitely wouldn't work right in the YJ because of the short wheel base and the central axle disconnect in the front. If you swapped to one piece passenger axle shaft, it might be okay.
No matter if your CAD control is still vacuum or you switched it to cable you just need to insure axle not disconnected in any position but 2wd same as with 231 just one extra position it needs to be locked in as when locked the CAD axles acts same as a non CAD axle
The 242 is more then strong enough for a stock YJ
To make a beefy 231 you go wide chain and sprocket from a DHD like a Durango and a six pinion cage from a 241 Chevy being careful not to mis planetary old and new tooth profiles
Still first need to figure what caused the failure
No matter if your CAD control is still vacuum or you switched it to cable you just need to insure axle not disconnected in any position but 2wd same as with 231 just one extra position it needs to be locked in as when locked the CAD axles acts same as a non CAD axle
The 242 is more then strong enough for a stock YJ
To make a beefy 231 you go wide chain and sprocket from a DHD like a Durango and a six pinion cage from a 241 Chevy being careful not to mis planetary old and new tooth profiles
Still first need to figure what caused the failure
All good upgrades to the 231 but even in stock form a 231 is more dependable than the 242. Why do so many XJ guys swap the 242 for the 231 if the 242 was superior? I've seen a few chevys with new process transfer cases just blow like that from just a lack of fluid. Bearings can seize if there's no/low fluid and then boom.
CAD issues with the 242
1) The 2 piece shaft isn't/can't be balanced for one thing which cause bad vibrations in full time even at 20 mph.
2) the play in the sleeve and shaft splines that connects the 2 piece shaft together causes the transfer case to disengage and lock up the full time 4wd causing some tire chirping.
3) a cable locking mechanism wouldn't fix any of the above because there is still a good amount of play with the cad collar on the shafts.
On a snow packed road, you'd be better off switching to the part time as there won't be any auto engaging/disengaging of the full time. It's using the full time on the road without any weather that would cause problems. The short wheel base causes a little more bind. If you drove a wrangler and cherokee both in 4wd, you'd know the answer a little better for yourself. Many people keep the 242 transfer case in full time all the time.....
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