Guys,I thought I would post this up since I had trouble finding the information anywhere online in one place.Our transfer case models are either NP 241 DLD or NP 241 DHD. There seems to be no rhyme or reason to whom got which, though I suspect that more DHD's were installed in the 3500 series. My TC is the 241 DLD. This has the "2 part" or "2 piece" tail shaft extension. (the DHD had a 1 piece extension)BE careful. I have found sites that say the 241 DHD uses the same extension housing, but that is totally impossible. Don't buy into it. also a guy on ebay has an extension at a good price, but each time you click his links, it takes you to 2500 and 3500 diesel quad cabs that apparently got NP231 TC according to dodge part numbering.... the Dodge pn book is a bit misleading too.... apparently our tc is called a "shift on the fly"... but either way it says the 231 got installed.... I have yet to see a 231 behind the cummins or V-10, but it maybe could have been an option...I have found that many of the other NP 241s (especially the NP 241C that is a gm part) use the same extension housing, only differing in output seal. (the dodges use the extended boot, GM does not, I will probably use the Dodge part in my GM ones from now on!!!) There are two casting numbers that work on our (may be more, but these are the only ones that I have found.) C-16258 and C-17460. I had places tell me these were interchangeable and had places that said they absolutely were not. They are interchangeable to the best that I can measure. The 17460 is a modification of the 16258. I could be wrong, but the number is later and I consider it better. The only difference I can measure, is the output support bushing on the 17460 is not as close to the seal as found on the 16258. The 16258 is a PITA to remove the seal, as the seal tool does not have enough room to hook between the bushing the seal so you cannot hook the seal. The 17460 moved the bushing slightly toward the front of the vehicle. This does two things, there is more room for the oil between the seal and the bushing, and ease of replacement.One thing I have noticed, the 241 does not have as many drain back holes as the 231 (the 231 has what looks like 4 the 241 has only one). I lost the orientation of the drain back hole under the pilot bushing. I assume that the tail shaft extension fills with some fluid and the helix in the bushing will cause a pressure differential. edit: I found that the orientation is fixed. The 4 bolt pattern is not a square pattern. The tail shaft extension will fit properly in only one orientation.Check your bushing!!!!! I thought mine was "fine". Compared to the new one, it is 0.015" larger..... That may have been where that slight drive-line vibration was!!! should know this weekend.Hopefully I will no longer be a rolling superfund site!!!Will try to post a few pictures up.GL HTH Hag
Rogan 2 posts
Haggar 2 posts
2000Ram2500 2 posts
GSP7 1 post
Guys,I thought I would post this up since I had trouble finding the information anywhere online in one place.Our transfer case models are either NP 241 DLD or NP 241 DHD. There seems to be no rhyme or reason to whom got which, though I suspect that more DHD's were installed in the 3500 series. My TC is the 241 DLD. This has the "2 part" or "2 piece" tail shaft extension. (the DHD had a 1 piece extension)BE careful. I have found sites that say the 241 DHD uses the same extension housing, but that is totally impossible. Don't buy into it. also a guy on ebay has an extension at a good price, but each time you click his links, it takes you to 2500 and 3500 diesel quad cabs that apparently got NP231 TC according to dodge part numbering.... the Dodge pn book is a bit misleading too.... apparently our tc is called a "shift on the fly"... but either way it says the 231 got installed.... I have yet to see a 231 behind the cummins or V-10, but it maybe could have been an option...I have found that many of the other NP 241s (especially the NP 241C that is a gm part) use the same extension housing, only differing in output seal. (the dodges use the extended boot, GM does not, I will probably use the Dodge part in my GM ones from now on!!!) There are two casting numbers that work on our (may be more, but these are the only ones that I have found.) C-16258 and C-17460. I had places tell me these were interchangeable and had places that said they absolutely were not. They are interchangeable to the best that I can measure. The 17460 is a modification of the 16258. I could be wrong, but the number is later and I consider it better. The only difference I can measure, is the output support bushing on the 17460 is not as close to the seal as found on the 16258. The 16258 is a PITA to remove the seal, as the seal tool does not have enough room to hook between the bushing the seal so you cannot hook the seal. The 17460 moved the bushing slightly toward the front of the vehicle. This does two things, there is more room for the oil between the seal and the bushing, and ease of replacement.One thing I have noticed, the 241 does not have as many drain back holes as the 231 (the 231 has what looks like 4 the 241 has only one). I lost the orientation of the drain back hole under the pilot bushing. I assume that the tail shaft extension fills with some fluid and the helix in the bushing will cause a pressure differential. edit: I found that the orientation is fixed. The 4 bolt pattern is not a square pattern. The tail shaft extension will fit properly in only one orientation.Check your bushing!!!!! I thought mine was "fine". Compared to the new one, it is 0.015" larger..... That may have been where that slight drive-line vibration was!!! should know this weekend.Hopefully I will no longer be a rolling superfund site!!!Will try to post a few pictures up.GL HTH Hag