I wish I would have done a crossmember mount then found the correct skid for the height I could get out of it. Instead of hitting the easy button. Factory rubber mounts are a must for me too.
NP231 doubler / crawlbox
- Thread starter LincolnJr
- Start date
I wish I would have done a crossmember mount then found the correct skid for the height I could get out of it. Instead of hitting the easy button. Factory rubber mounts are a must for me too.
I don't know why I don't take pics of the Atlas installs. Never think of it for some reason. They are all very similar though so that is likely why. You see one, you've pretty much seen them all, the problems that get solved are the same for each.
I will say I am very surprised by the top to bottom height of that flipped 300. I had no idea that was how big they are.
That extended cover for the flip kit does not help to get it rotated flat. The atlas or aftermarket cases would be more rounded there. I have been studying the photos as well. My 300 is back about 5 inches too, not sure if that is causing some illusion as well.
Another dumb/simple question about D300's; how do they mount? Stock style mount and crossmember (which means I could run it with my Savvy TT?) or does it need custom fab work too?
Stock mounts. It would just bolt to the back of your transmission with the use of a clocking ring.
Thanks a bunch. I'm still going to rebuild this spare 231 I have with a JB SS SYE and install it, but I'm going to start hunting for a D300 for a future project. The doubler appeals to me also, even as a possible replacement for the lowmax gears, but length might be an issue then with my TT.
All the interest in the 205 is for the slushbox guys I'm assuming? I really hope somebody on the board reports back with a MMW case installed and running in their TJ. Did the guy who posted earlier ever get his that was on super double secret backorder?
All the interest in the 205 is for the slushbox guys I'm assuming? I really hope somebody on the board reports back with a MMW case installed and running in their TJ. Did the guy who posted earlier ever get his that was on super double secret backorder?
My rear drive line was 5/8” shorter with the doubler vs the sye 231. I believe the doubler was real close to 1” longer thank the 231. A 300 alone would save 5” of rear shaft room.
One benefit about the 300 with or without the doubler is you can buy the parts and pieces over time which makes it easier, at least for me with my limited attention span.
So slightly shorter then a SYE 231 but a couple inches longer than a SS SYE 231. Got it. I wonder if that would be enough for me.
Ohhhh, gotcha. No doubler with a TT then.
* Or with my Savvy TT and 3" lift I should specify. I'm on the hairy edge of vibes right now.
* Or with my Savvy TT and 3" lift I should specify. I'm on the hairy edge of vibes right now.
Big reason why I didn’t push too hard on flattening my belly. Went with an aluminum skid with about 1” clearance from stock. I may get a slight vibe when the hard top is off, but hard to really tell at 65-70 with no doors or top. It is a game of compromising.
Running the stock TC skid now I have no vibes. Checking the Savvy site a few times a day for their skid. An aftermarket TC case and a tummy tuck not a good option?
It is just something to keep in mind. A doubler case setup will add length to your drive train , shortening your rear drive shaft. A tummy tuck increases your rear shaft operating angle.
Not here to argue COST but here's the new case next to a stock NP205.
These gears were in a Midnight Metal Works D300 case and the case survived. Owner said he was on the skinny pedal when the carrier bearing seized and it took out the intermediate gears. Comments that followed were surprise that the case didn't break. Most felt that if it'd been a stock case it'd have broken.
There is a New NP205 case on the market with an Introductory Price: $2,199.00
https://www.totalmetalinnovations.com/Magnitude-205-p/magnitude-205.htm
Our Magnitude 205 was built out of the need to have the smoothest shifting transfer case on the market. From the start of Magnitude we set out to have the finest transfer case on the market with features not found on any other case. We made a list of must-have features and we exceeded all of our goals. Our shifting mechanism is the smoothest on the market, featuring 4104 heat-treated shift rails and 100% internal shift interlocks and detents all contained within the main case body. The Magnitude 205 case body is split near the center of the housing rather than on the flange surface to increase the strength of the case bodies and allow easier assembly. Other industry-leading features include an integrated idle shaft cover increasing idle shaft bearing oil flow, oil sight tube standard, along with custom zinc plated hardware for rust prevention.
Includes: Front and Rear Case Bodies, Two Shift Forks, Two Shift Rails, Two Shift Interlock Pins, Two Shift Interlock Covers, Adjustable Detents, Front Output Bearing Housing, Sight Tube, O-rings, and Hardware Kit.
This is a DIY case for you to install your gears, bearings, seals, shafts, etc.
https://www.totalmetalinnovations.com/Magnitude-205-p/magnitude-205.htm
Our Magnitude 205 was built out of the need to have the smoothest shifting transfer case on the market. From the start of Magnitude we set out to have the finest transfer case on the market with features not found on any other case. We made a list of must-have features and we exceeded all of our goals. Our shifting mechanism is the smoothest on the market, featuring 4104 heat-treated shift rails and 100% internal shift interlocks and detents all contained within the main case body. The Magnitude 205 case body is split near the center of the housing rather than on the flange surface to increase the strength of the case bodies and allow easier assembly. Other industry-leading features include an integrated idle shaft cover increasing idle shaft bearing oil flow, oil sight tube standard, along with custom zinc plated hardware for rust prevention.
- 6061 billet aluminum case bodies not a cast housing.
- Switchable drivers or passenger drop
- Supports stock or Lomax 3-1 gears
- AR-500 shift forks machined post welding for precise shifting
- 100% internal shift interlocks
- Zero, negative 7, and negative 14 deg clocking
- Fits both 6-bolt round patterns
- 4140 heat-treated shift rails
- 4140 pre-hard shift interlocks
- O-rings where applicable
- Fits 90MM input bearing and 80MM front and rear output bearings
- Jack bolts to aid in splitting the cases should service be needed.
- Integrated rear idle shaft plate, with extended bore depth to add oil flow capacity to the idle shaft bearings.
- Oil Sight Tube
- Made in the USA
Includes: Front and Rear Case Bodies, Two Shift Forks, Two Shift Rails, Two Shift Interlock Pins, Two Shift Interlock Covers, Adjustable Detents, Front Output Bearing Housing, Sight Tube, O-rings, and Hardware Kit.
This is a DIY case for you to install your gears, bearings, seals, shafts, etc.
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