I have a '01 Silverado 2500, and starting to wear out the stock ifs crap, so I'm contemplating doing a SAS, but the auto trak transfer case is what my only issue seems to be, I know everything else I'd need, but I dont know what kind of transfer case I need to switch to. I'm going to find a drivers side drop 78-79 Dana 44 or D60, so I'm going to need a transfer case that'll be drivers side drop, and bolt up to my current 4L80E. Any help would be appreciated.
Brandon

I have a '01 Silverado 2500, and starting to wear out the stock ifs crap, so I'm contemplating doing a SAS, but the auto trak transfer case is what my only issue seems to be, I know everything else I'd need, but I dont know what kind of transfer case I need to switch to. I'm going to find a drivers side drop 78-79 Dana 44 or D60, so I'm going to need a transfer case that'll be drivers side drop, and bolt up to my current 4L80E. Any help would be appreciated.
Brandon

Wonder if a NP261 from a duramax would work? Just as long as the electronics would work it should bolt up....

I thought the 263 was behind the duramax? Then the 263HD, I know mine current is a 246 auto trak I believe.. What applications did the 261 come in, I'm not sure that the mounting flange for the Allison and my 80E are compatible.

Anyone else have info on this?
Thanks
Brandon

The manual shift transfer case you are referring to is the New Venture 261 Super Heavy Duty (NV261SHD). The pushbutton case is the NV263SHD. These are the only 2 cases offered behind the 8.1 (and Duramax). That being said you can have either case with the Allison 5 speed automatic (although most dealers ordered them with the pushbutton 263 case).

The list tells you what the cases came in not what they were attached to, so it may not help at all?

NP246 98-UP SILVERADO/YUKON 27 SPLINE INPUT
NP261 99-UP PICKUP/SILVERADO/YUKON 27 SPLINE INPUT
NP261 99-UP PICKUP/SILVERADO/YUKON 32 SPLINE INPUT
NP263 01-UP SILVERADO 27 SPLINE INPUT
NP263 01-UP SILVERADO 32 SPLINE INPUT
NP149 01-UP SIERRA
NP261 99-UP PICKUP/SILVERADO/YUKON 29 SPLINE INPUT
NP263 01-UP SILVERADO 29 SPLINE INPUT
NP246 98-UP SILVERADO/YUKON 29 SPLINE INPUT
NP246 98-UP SILVERADO/YUKON 32 SPLINE INPUT
NP263XHD
NP261XHD

Sweet info, where did you get it? So basically I need to get the spline that would adapt to my current config, but I need to know what that is. Is there any way to determine what spline output I have on my 80E without disecting it?

Your 80E will be a 32 sline. U can also look for Borg Warner cases that were used throughout the '90's behind the 80E and the NV4500's. Also 32 spline 241's will work.

Okay, so 32 spline 241(or are they all 32 spline) and 32 spline 261. Do you know about any wiring difficulties for the 241, I'm sure the 261 everything is pretty much close to the same.
Thanks for everyones help so far.
Brandon

I am not 100% about the wiring on the 241, but they were used behind the 60E and the 80E (these were both electronic trannys). The 241 was used behind the 60E(27 spline) and also the 4 and 5 speed manuals (32 spline).

Okay, Car-Part.com has a couple of these cases(NP261) listed for 6-7 hundred bucks, so when I'm ready, I'll dump my old 246 and swap the 261 in there, I'm sure everything oughta semi bolt up, just gotta make sure the wiring will interchange and I get all the associated crap to go with it, shifter...etc. and make sure the new one is 32 spline.

On another note... I've been looking at the ORU kit, and I just dont see how its worth the 1500 bucks that they want for it. I've been looking at the Sky-Manufacturing and the Offroaddirect.com kit, and it looks like if I get one of both, I can pretty much piece together what the ORU kit is. The Sky kit has the rear leaf spring mount that looks much better than the ORD one, but the ORD uses the same type of front leaf spring hanger that the ORU kit uses... The Sky front leaf hanger is rediculous and hangs down an extra 6" or so it looks like. http://www.offroaddirect.com/images/SAS003_large.jpg and http://sky-manufacturing.com/

criipes.

screw all that.

put a ford 205 into it with a short chevy input, and a vss from a 91 205.

call it done.

Hey Grumpy. How hard are all of those parts to come by? I dont know much about transfer cases other than how to pull them out and put them in. Also what kind of price would those items be? And are you sure they'd bolt up to the back of a 80E? Thanks
Brandon

lets see... a laundry list of what you need:

a ford NP205... 100 bucks
np241 to th400 adapter, 75 bucks
GM short 32 spline np205 input, 105 bucks...
short spline 4l80e output shaft. so, you might have to have the trans gone through, which isnt a bad idea...

Probably end up being cheaper to just buy the new case and unload my old one, everything would bolt, and wire up and wouldnt have to get my trans gone thru(Probably upwards of a grand)
Either way, new driveshafts would be in order.

Probably end up being cheaper to just buy the new case and unload my old one, everything would bolt, and wire up and wouldnt have to get my trans gone thru(Probably upwards of a grand)
Either way, new driveshafts would be in order.

lets see.... 600 bucks is still less than the grand youre gonna spend putting a shitty transfer case behind your transmission... but what do i know?

see this photo (http://pirate4x4.com/forum/showpost.php?p=7824674&postcount=1) at the bottom of the post? Np205 for Ford, but will bolt to a 4l80e or th400...

Hey wait, I dont want to bust your balls, Looking at that other thread, you obviously know what the heck you are talking about, I'm just trying to go the logical way here, but it would make sense to use a tried and true transfer case to run behind the 80E...

So let me get this straight. I'd need the tranny to transfercase adapter(Which is a stock piece if I use the TH400-NP241 adapter? The 400 turbo uses the same mounting flange as the 80E?
Then I'd need the short 32 spline gm input for the transfercase.(What would have been the application GM used this for? 241 again?)
Then I'd need my tranny rebuilt to use the 32 spline output shaft to mate to the input in the transfer case... Now, again, custom conversion part or was there an application for this one too?
I'm going to read thru your other thread, looks like a lot of good tech. Thanks for the breakdown sir!
Brandon

Sent ORU an email this is what it said:

Hello ORU,
I'm writing this email because I'm interested in your Solid Axle swap kit for my 2001 Chevy Silverado 2500 4x4. I've been reading up on the solid axle swaps, and despite your prices being much higher than everyone elses, your kit is the most highly recommended and complete kit for my application. So really I just have a few questions so I can answer some thoughts in my head.

1) Because I have a 2500 NON-HD, will the 2500 kit still work for my Silverado or will I need to use the 1500 kit, I do know that my front frame horns do use the heavier tow hooks than the 1500 if that makes any difference, I thought all the difference was in the frame height of the 2500 HD to accomidate the Allison transmission.

2) Is there any way to get a more detailed picture of the kit in question, and a parts list, so I know everything that I'll need to source that doesnt come in the kit.

3) This kit is designed to use a 78-79 Dana 44 or 60. with Weld on C's not the case C's correct, set up for leaf springs...

4) What kind of leaf springs does the kit call for? I know it is a factory leaf spring length from a Chevrolet, but what exactly is the application, front or rear springs?

5) Obviously the steering gear is greatly changes. These model year Chevrolet's come with a 3 blind sector shaft in the power steering box, who's boxes do you use for these swaps, and the pitman arm I'm obviously going to need, does this come with the swap? (Once again, why I'd need a parts list of the kit)

I've already started to source a Ford NP205 Drivers drop transfercase I'm going to adapt to my 4L80E, so any other helpful information would be greatly appreciated. Thank you for your time.
Brandon Pierson, Corporal/USMC


They replied with:

Brandon—Your truck is an oddball, GM did some wacky stuff in 99 & 00. Our HD kit will fit your truck, no problem. We have every pic available on the website that we have. The kit needs a 77-79 Ford Dana 60, a D44 will not fit. The Dana 60 has 32.5” spring pad width, has kingpin knuckles, and a high pinion diff. We modify boxes here for ram assist and we swap the sector shaft at the same time. The guy that does our gearboxes has done nothing but that for 40yrs, so he’s pretty good!! The standard kit uses 88-91 GM front springs, and our premium ride kit requires custom springs made by us. The premium ride kit is a great upgrade, well worth the extra cost. I hope I answered your questions, I’m sure there will be more, so just let me know!! -------------Chris
Thanks
ORU
818-563-1208

A Dana 44 won't fit?? How do they figure that??

He is refering the half-ton D44 since u referenced the weld on c's. The 3/4 ton D44 will work just the same as the D60, either was an option in '79 3/4 ton I believe and maybe '78 too.

Okay, thats what I thought, I think they just say specifally that everything but the 78-79 D60 wont fit so ppl arent like hey will this axle fit from a 1966 COPO Chevy... blah blah or this front end or that... I just wondered about it.. Thanks fellas
Brandon

Hey I have an 01' 1500 sas i know its not the 4l80 but i did have the auto trac so I know all to much about it. The elctrical is no problem. as for what I did 203/205 doubler. Which ever transfer case you decide as long as you have a 40 tooth reluctor ring and sensor to feed the trans and speedo signal. Because you will be getting rid of your stock tcase your computer will no longer know when you shift into low and will think your are slipping when you do. So the best place to mount it is infront of the tcase advanced adapters has a clamp on ring that you could use. To be honest your BEST option is a np205 if you go with that I will sell you a rear output shaft and reluctor ring to make it work. If you have an more question PM me and I will walk you through it. as for the sas kit if you can fab up your own stuff its really easy on the 2500 frame. not so much on the 1500 that pic is of the mock i have since reenforced it alot.

http://c2.ac-images.myspacecdn.com/images01/125/l_2fb62796cd1ce549551b8f994e9c196d.jpg
http://c4.ac-images.myspacecdn.com/images01/24/l_63cf3ad32c305601ecaa4679bd16cb2b.jpg

I'm sure I could find something to make the rear output reluctor work, what all do you have?

My problem now is finding someone who can weld the hole for the speedo gear up, then machine and recut it for the speed sensor. Obviously I'd have to get some good measurements first so we know exactly where to drill and tap.

I'm sure I could find something to make the rear output reluctor work, what all do you have?

My problem now is finding someone who can weld the hole for the speedo gear up, then machine and recut it for the speed sensor. Obviously I'd have to get some good measurements first so we know exactly where to drill and tap.


welding the hole up is no problem and any decent welder should be able to weld it. are you talking about on a np205 output housing?

Yes, there have been a few I've read about on various sites on the web about them putting a 40 tooth reluctor ring in the 205's rear output and a speed sensor, and just stretching the stock wiring. Obviously I'm going to have a bit of extra wire, because of the auto track, but the speed sensor is the thing that is limiting me from already having it installed in my truck.

-One question, are all NP205 outputs created equal? I've got a ford NP205, and say I wanted to grab an extra one, could I steal one from a pass drop 205 or are they only one or the other? Thanks

the pcm requires 1 speed sensor and it controls the speedo and the trans you are looking into it way to much. 1 speed sensor will do everything you need no problem you dont have to wire anything extra at all just remove a harness which is as simple as unpluging a couple wires.

no they are not all have differant splines and some have gears for speed sensor some have 40tooth ring all diffferant variations.

NOW YOU HAVE NO EXCUSES!!!

Well I get the PCM only needs one speed signal, but doesnt it have to be the final speed? Obviously if I put the speed sensor before the gear reduction, it would fuck the whole works, being that the T-Case is 1.98:1, the speed signal would be all incorrect. So the speed sensor would have to be in a position for the final drive gear.

-My question regarding the outputs, which I apparently didnt write, was about the output HOUSINGS. Thanks
Brandon

I have my speed sensor befor the "final drive" when I am in high which is on the road it reads a true speed. When I place it in 2 or 4:1 low the speedo is miltiplied. Not that big of a deal I don't need a speedo when im offroad. As far as the trans shifting i normally shift it manually but it shifts just fine.

The problem with placing it on the transfercase output is unless the trans know when you shift into to when you do it will think its sliping. So doing that will open up a whole new can of worms and honestly it is usless unless you plan on driving down the road in lowrange.

The reason why doing all this is to much is because you are already loosing your abs (unless you use aam axles) Ebrake alkinds of stuff associated with a SAS so why submit yourself to usless wiring and tracing wires, flashing your pcm, when you can just use a 246.00 adapter from advanced that will fix it easily.

Like I said before don't read to much into it. Two wires is all you need to run the whole truckwith no problems at all.