Has anyone done this? What kind of problems will I run into bolting all of this together? What is the length from bellhousing to rear driveshaft flange? What are the weak areas in a 700R4/241? Sorry about all the questions, I have been working with Fords and don't know much about Chevy. Thanks.
700R4 to 203 to 241
broncoformudv
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Has anyone done this? What kind of problems will I run into bolting all of this together? What is the length from bellhousing to rear driveshaft flange? What are the weak areas in a 700R4/241? Sorry about all the questions, I have been working with Fords and don't know much about Chevy. Thanks.
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you need a th7004r 4wd!!!, adapter and np241. Length depends on type of np241. The one with sliding yoke is longer, the one with fixed yoke shorter and the one to choose (you can convert sliding to fix, but this costs $).
Imho the TH7004r after 87 or so are better from design and stronger. Im rebuilding a th700 from a 230000 miles k2500 now, looks still not so bad. Beside one atomized bearing in one of the suns and bad clutches (was the reason for the failure)...
Check out the seal between the auto and the transfer case, if this fails the auto oil goes to the transfer case. Think this was one of the reasons of my failure. Bad oil in auto and the np241 full to the tailshaft
Imho the TH7004r after 87 or so are better from design and stronger. Im rebuilding a th700 from a 230000 miles k2500 now, looks still not so bad. Beside one atomized bearing in one of the suns and bad clutches (was the reason for the failure)...
Check out the seal between the auto and the transfer case, if this fails the auto oil goes to the transfer case. Think this was one of the reasons of my failure. Bad oil in auto and the np241 full to the tailshaft
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187 Posts
what vehicles came with a fixed rear yoke?
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None, you have to buy a SYE to have one. As far as bolting the 203 to the 700R4, you will need to put a custom tailshaft into the trans. They are around $150 and can be bought from Advanced Adapters and Wagoneer Machine. Putting the 241 on the back of that will be even harder. Even though the 241 is the same 4-bolt pattern as a 205 (for a TH350) the offset from the input shaft to the mounting surface is different. There for you couldn't use a standard 203-205 adapter, you would have to have one custom made specificaly for your application. Personly I think its a bad idea for 3 reasons. First it will be very long set-up when done. Second it will be a very pricey set-up once you buy a tailshaft for the 700R4 and have it put in. Then you have to have a custom adapter made. Then you need to buy a SYE for the 241 to keep the lenght as short as possible. The third reason I don't like it is because your wanting to double the torque going in to a Aluminum transfercase that has a chaindriven front propeller shaft. Thats just asking for trouble. Personally I run a 700R4 with a 203/205 behind it and even with 44" tires its a really nice low range.broncoformudv said:
:shaking:Jeff_Super_S said:
4-bolt pattern is the adapter. NP241 is a 6-bolt round pattern. Using the 241 would be very similar to using a Ford or GM round-pattern 205.
The Dodge NP241 might be preferable. Some (all?) are fixed-yoke. Just have the adapter built to accomodate the different clocking and input spline.
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If you get a 700R4/NP241 out of a truck (my k2500 has this combination) you need basically nothing. Ok, the fixed yoke conversion is a good idea....
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