so, ive got my doubler setup in my s10. im running the stock 231 with a d&d doubler feeding a 241c. im in the process of mocking up the shifters, and ive got two stock shifters for the 231 that i am going to modify and make a doubler shifter of the same pivot. anyways, i see that the distance between the two holes in the stock 231 shifter (the one the linkage connects to and the actual pivot) is different for the 231 and 241. the 231 is about 2.5" hole center to hole center. the 241 is about 3.25" hole center to hole center. i think what i want to do is lower the shifter for the 241 down to the same 3.25" spacing, but i want to make sure that is similar to the stock 241 shifter (which i dont have). can anybody confirm this for me?

i got it figured out. i am going to use the shifter plate (the one that bolts to the t-case) from a 231 on my 241. then i can just use the stock 231 shifter parts.

I'm curious to see how the 241 handles that much more input torque. I like mine on it's lonesome but have been feeling it would be inadequate for a 241/241 doubler so I've been planning a 241/205 doubler with the extra d-drop 241 case I have.

If you're rear case holds up to some flogging you might convince me to abandon the expensive modifying process of a 205 to 32 spline outputs, VSS output and initial cost.

I'm curious to see how the 241 handles that much more input torque. I like mine on it's lonesome but have been feeling it would be inadequate for a 241/241 doubler so I've been planning a 241/205 doubler with the extra d-drop 241 case I have.

If you're rear case holds up to some flogging you might convince me to abandon the expensive modifying process of a 205 to 32 spline outputs, VSS output and initial cost.things to consider. the planetaries are rated stronger than a 205. im not saying the rest of it is up the the task, for whats its worth.

also keep in mind that i have a massive power plant with a whopping 2.8 liters of fury. im sure i will break the d44 front in half before i ever break the 241.

I'm very aware of the strength of the 241 6 pinion planetaries, I'm more worried about stretching and/or breaking the chain. Again, I love the one I have currently but almost tripling it's input torque under my fullsize worries me. Maybe I'm being a ninny though:laughing:

I've got a 35 spline stubbed 60 under mine with an ARB, the bindage has already cost me 2 driveshafts and cracked the front half of an NP241 when one shaft blew. I had it welded and it's been fine since, but it hurt my confidence in the case.

I'm very aware of the strength of the 241 6 pinion planetaries, I'm more worried about stretching and/or breaking the chain. Again, I love the one I have currently but almost tripling it's input torque under my fullsize worries me. Maybe I'm being a ninny though:laughing:

I've got a 35 spline stubbed 60 under mine with an ARB, the bindage has already cost me 2 driveshafts and cracked the front half of an NP241 when one shaft blew. I had it welded and it's been fine since, but it hurt my confidence in the case.sounds like you need a better driveline. one thing about mine is, its super long, especially with the rear slip yoke still there. i am at 53" bell to slip yoke, and the front output is 34" into that. i've also got a HP axle...

Yea, I fixed the driveline problem, it took a 1350CV and a front wrap bar to manage the offest springs. Regardless of crappy drivelines and driveline advice from driveline shops the 241 case still decided to crack from the breakage shock load. Maybe the weight of the front shaft will dampen any future 60 carnage along with the extra material from the filler used to fix the previous problem making the housing less susceptible too damage.

Regardless, I still have worry about the chain and it holding that much input torque. I'm interested to see how your's manages in the more long term, I'm not going to be swapping out or modding the drivetrain for the next year most likely so I've got time to watch.

Yea, I fixed the driveline problem, it took a 1350CV and a front wrap bar to manage the offest springs. Regardless of crappy drivelines and driveline advice from driveline shops the 241 case still decided to crack from the breakage shock load. Maybe the weight of the front shaft will dampen any future 60 carnage along with the extra material from the filler used to fix the previous problem making the housing less susceptible too damage.

Regardless, I still have worry about the chain and it holding that much input torque. I'm interested to see how your's manages in the more long term, I'm not going to be swapping out or modding the drivetrain for the next year most likely so I've got time to watch.
will do, i havent been know to be easy to the little s10.

im curious, how and where to they tend to break?

I'm curious to see how the 241 handles that much more input torque. I like mine on it's lonesome but have been feeling it would be inadequate for a 241/241 doubler so I've been planning a 241/205 doubler with the extra d-drop 241 case I have.

If you're rear case holds up to some flogging you might convince me to abandon the expensive modifying process of a 205 to 32 spline outputs, VSS output and initial cost.

I'm running a 231/231 doubler. only been on a couple of runs but so far it is working great. We'll see.

I have been running a 231-231 for a handfull of runs with no problems so far. My S-10 blazer weighs about 4500 lbs. My guess is the chain will stretch over time. I have the wide one which I think is comparable to the 241. I'm pretty sure I will thrash several other things first though (motor mount, tranny mount, front 44, ???).