Power Wagon Registry

Hi,

I have found a few writeups on various sites regarding this conversion, yet none seem to have any pictures of changes required.

Has anyone done this here, and if so what modifications are required, as a few mention a spacer, but none give any sizes. Also what bearing is required as some mentioned using the Ford one others don't say.

Thanks in advance for any information.

Regards,

You do have a 2013 or older correct? Must be the NP271, not the newer Borg Warner 44-47.


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Hi again,

Yes I have a 2007 with a NP271d.

I have seen that write up, there just isn't any details on swapping the guts in the transfer case. That post they took the transfer case in to be converted so no details.

I picked up a NP273f (ford) for a 100 bucks, so now I want to know what swaps and what I may need to buy before hand. I saw in 1 of the post I read mentioned the shafts are different lengths and you had to swap bearings and add a spacer. So that is the kind of details I would like to see before I take apart my daily driver. And possibly what the size the spacer needs to be.

Thanks,

Transfer case express can hook you up with the bearings seals etc to do the swap no problem. They put a kit together for me last year to do the same thing.

http://www.transfercases.com

DamageWagon wrote:You do have a 2013 or older correct? Must be the NP271, not the newer Borg Warner 44-47.


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Apparently has to be older than mid 2012!!! My 2012 (manufactured 12/12) has the Borg Warner and there are a few other guys on here with 2012s from the last half of the year that have the Borg Warner. I was very disappointed when I saw mine had it as it means I will have to swap my transfercase out in order to do an SYE.

YUP, they keep making them so we can't work on em .

If you're going to swap cases get an atlas

Even just swapping out the t-case would cause havoc, wouldn't it ? No t-case position sensor on an atlas, computer wouldn't know what to do. Couldn't lock up the axles if computer don't have the proper signal. If going to manual lockers, then it don't matter.

TwinStick wrote:Even just swapping out the t-case would cause havoc, wouldn't it ? No t-case position sensor on an atlas, computer wouldn't know what to do. Couldn't lock up the axles if computer don't have the proper signal. If going to manual lockers, then it don't matter.

220 ohm resistor and toggle switch would make everything work just fine.

Also need resistor for 2wd position or svc 4wd light stays on.

Good point!
SPDT switch with 2wd resistor on one side and 4wd lo resistor on the other.

Atlas has a threaded hole in the case for a Jeep tj transfercase position sensor it may be adaptable to the pw sensor eliminating the need for any extra wiring. A 4 speed atlas is very close dimensionally to the 271, I'm pretty sure it would be very straight forward to do. Just need a rear driveshaft made and use the universal cable shifter in the stock shifter opening

Were I going to swap cases, I'd likely do something long the lines of ORD's Magnum box/205 doubler. I had ORD's 203/205 doubler in my Jimmy, it was awesome! The Magnum box has a lower ratio yet so, would be sweet! Since it bolts into 241 applications, it should bolt in in place of a 271. (I don't know how the electronics could be made to play nice with it though)

I would LOVE to have an Atlas 4 speed t-case. That would give me uni-mog gearing. 286.78:1 !

TwinStick wrote:I would LOVE to have an Atlas 4 speed t-case. That would give me uni-mog gearing. 286.78:1 !

That would be AWESOME!!!! My K5 was 117.08:1 and I thought that was super low! 286.78:1 would be CRAZY!!!!

If putting in a doubler makes you worry about the electronics being happy.....you're not bad ass enough!

TwinStick wrote:I would LOVE to have an Atlas 4 speed t-case. That would give me uni-mog gearing. 286.78:1 !

This guy... Every chance he gets. We're all jealous! lol


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