Tail Shaft Conversion Kits

Currie Enterprises
NP-231 Tail Shaft Conversion Instruction

CONGRATULATIONS ON PURCHASING THE CURRIE ENTERPRISES/OHD NP-231 TRANSFERCASE CONVERSION KIT. THE INSTALLATION OF THIS KIT IS RELATIVELY SIMPLE WITH NORMAL HAND TOOLS AND A GOOD PAIR OF SNAP RING PLIERS.

THIS KIT CAN BE INSTALLED WITH THE TRANSFERCASE STILL IN THE VEHICLE. HOWEVER, IT IS RECOMMENDED THAT THE TRANSFERCASE BE REMOVED FOR EASIER ACCESS.

AFTER REMOVING THE REAR DRIVE SHAFT, THE NEW DRIVE LINE LENGTH CAN BE DETERMINED, BY SIMPLY MEASURING FROM THE END OF THE SPLINED SHAFT TO THE FACE OF THE REAR YOKE OR CENTER OF THE REAR UNIVERSAL JOINT AND ADDING 2-1/8". THIS GIVES YOU THE MEASUREMENT FROM THE FACE OF THE DRIVE FLANGE TO THE CENTER OF THE REAR UNIVERSAL JOINT. MAKE SURE TO TAKE MEASUREMENT WITH WEIGHT ON THE SUSPENSION. USING THIS METHOD THE DRIVE LINE CAN BE ORDERED BEFORE INSTALLING KIT, SAVING DOWN TIME ON VEHICLE.

WHEN ORDERING DRIVE LINE USE SPICER #211229X DRIVE FLANGE FOR C.V. OR THREE UNIVERSAL JOINT TYPE DRIVELINE, TO ORDER STANDARD OR TWO UNIVERSAL JOINT TYPE DRIVE LINE USES SPICER #2-2-939 DRIVE FLANGE. THE DRIVE LINE SHOP WILL NEED THE MEASUREMENT FROM THE FACE OF THE DRIVE FLANGE TO THE CENTER OF THE REAR UNIVERSAL JOINT.

DISCONNECT FRONT DRIVE LINE AND REMOVE TRANSFERCASE FROM VEHICLE (REMOVING TRANSFERCASE FROM VEHICLE IS OPTIONAL), DRAIN OIL FROM TRANSFERCASE.

REMOVE FRONT DRIVE YOKE. A 1-1/8" SOCKET IS REQUIRED, THE YOKE SHOULD SLIDE OFF, IF NOT A PULLER MAY BE REQUIRED. SAVE THE RUBBER WASHER IT WILL BE USED.

REMOVE EXTENSION HOUSING FROM REAR OF TRANSFERCASE. A 15MM SOCKET IS REQUIRED.

REMOVE THE REAR BEARING SNAP RING, THEN REMOVE THE REAR BEARING CARRIER. GOOD SNAP RING PLIERS ARE NECESSARY.

REMOVE ALL BOLTS FROM AROUND THE CASE THEN PRY THE CASE APART (THERE ARE PLACES ON EACH SIDE OF THE CASE TO WORK FROM) USE A SCREWDRIVER AND CAREFULLY WORK CASE APART.

REMOVE THE REAR CASE HALF AND OIL PUMP ASSEMBLY.

REMOVE THE MAIN SHAFT, FRONT OUTPUT SHAFT AND CHAIN. THE SHIFT RAIL, SHIFT FORK AND SYNCHRO SLEEVE MAY BE LEFT IN THE CASE BY HOLDING THE SYNCHRO SLEEVE AND SLIDING THE MAIN SHAFT THROUGH IT. YOU MAY NEED TO TAP THE FRONT OUTPUT SHAFT WITH A MALLET.

REMOVE THE SNAP RING FROM MAIN SHAFT ON THE BACK SIDE OF SYNCHRO HUB WITH A PAIR OF SNAP RING PLIERS.

PLACE THE SYNCHRO HUB ON THE NEW MAIN SHAFT AND REINSTALL SNAP RING.

THIS WOULD BE A GOOD TIME TO REMOVE OLD SILICONE AND THOROUGHLY CLEAN EACH PART OF THE CA5E

IF, FOR SOME REASON, YOUR SHIFTING RAIL, MODE FORK AND SYNCHRO SLEEVE CAME OUT, MAKE SURE THAT THE LONGER SIDE OF THE SYNCHRO SLEEVE IS INSTALLED TOWARD THE FRONT OF THE TRANSFERCASE, BE SURE NOT TO LOSE THE NYLON WEAR PADS ON THE SHIFT FORK

ONCE AGAIN, IF SHIFT RAIL ASSEMBLY CAME OUT AS YOU WERE DISASSEMBLING THE TRANSFERCASE, REINSTALL IT INTO THE FRONT CASE HALF AS SHOWN. LINE IT UP WITH THE FRONT SHIFT FORK AND SLIDE IT ALL THE WAY IN.

INSTALL THE FRONT OUTPUT SHAFT, CHAIN AND MAINSHAFT AS ONE UNIT. YOU WILL NEED TO HOLD THE SYNCHRO SLEEVE AND SLIDE THE SYNCHRO HUB THROUGH IT. TAP THE FRONT OUTPUT SHAFT TO SEAT IT IN BEARING.

 

DON’T FORGET TO REINSTALL THE MODE FORK RETURN SPRING ON THE SHIFT RAIL.

INSTALL THE OIL PUMP IN REAR CASE HALF (MAKE SURE THE 0-RING IS IN PLACE AND THE PICKUP TUBE IS PRESSED ALL THE WAY INTO THE OIL PUMP).

APPLY A BEAD OF RTV SILICONE AROUND THE REAR CASE HALF.

REINSTALL REAR CASE HALF. TORQUE BOLTS TO APPROXIMATELY 30 FT/LBS. (BE CAREFUL NOT TO OVER TIGHTEN)

MAKE SURE OIL PUMP PICK-UP HAS NOT COME OUT.

LINE THE OIL PUMP UP WITH THE DRIVE SPLINE AND PULL BACK ON THE MAINSHAFT.

APPLY A BEAD OF SILICONE ON THE REAR BEARING CARRIER (PUT SILICONE ON THE BOLT THREADS AS WELL). REINSTALL THE REAR BEARING CARRIER.

INSTALL THE NEW DOUBLE-ROW ROLLER BEARING, THIS REPLACES THE STOCK SINGLE ROW BEARING. A DEEP SOCKET AND A MALLET MAY NEED TO BE EMPLOYED. BE CAREFUL NOT TO DAMAGE THE BEARING. THE REAR SNAP RING IS NOT REUSABLE.

INSTALL SEAL IN BEARING RETAINER AND THEN APPLY A BEAD OF SILICONE ON THE OPPOSITE SIDE, AROUND THE INSIDE OF THE BOLT HOLES.

USE HARDWARE SUPPLIED WITH KIT TO INSTALL THE BEARING RETAINER AND DO NOT FORGET THE LOCK WASHERS. TORQUE TO 35FT/LBS.

 

MAKE SURE THAT THE MAINSHAFT IS STILL ENGAGED INTO THE OIL PUMP BY LOOKING THROUGH THE SPEEDOMETER DRIVE HOLE.

INSTALL DRIVE FLANGE. SILICONE IS USED ON SPLINES FOR LUBRICATION AND TO SEAL FROM OIL LEAKS. PLACE 7/16" BOLTS IN FLANGE BEFORE INSTALLING.

BEFORE TIGHTENING THE DRIVE FLANGE, MAKE SURE THE OIL PUMP IS STILL ENGAGED ON THE MAINSHAFT SPLINES (LIKE IN STEP 22). USE PERMANENT LOCTITE, RETAINER WASHER AND LOCK WASHER, TORQUE TO 50 FT/LBS.

**TAKE NOTE WHEN REINSTALLING SPEEDOMETER DRIVE, THE NUMBER OF TEETH ON THE DRIVE GEAR LINES UP WITH A MARK ON THE BOTTOM OF SPEEDOMETER DRIVE HOLE***

IF YOU REMOVED THE TRANSFERCASE FROM THE VEHICLE REINSTALL IT NOW.

YOU NOW NEED A NEW DRIVESHAFT, WITH THE VEHICLE SITTING ON THE GROUND, MEASURE FROM THE FACE OF THE DRIVE FLANGE TO THE FACE OF THE YOKE OR CENTER OF THE UNIVERSAL JOINT ON YOUR REAREND. DEPENDING ON THE TYPE OF DRIVESHAFT YOU REQUIRE, YOU MAY NEED TO ADJUST YOUR REAR PINION ANGLE.

WE SUGGEST USING A C.V. TYPE OR THREE JOINT TYPE DRIVESHAFT. IN THIS CASE, A MINIMAL OPERATING ANGLE IS REQUIRED AT THE REAREND (ABOUT 1 DEGREE IS ALL YOU NEED AT THE DIFFERENTIAL)

USE SPICER PART #211229X FOR C.V. OR THREE JOINT DRIVESHAFT.
USE SPICER PART #2-2-939 FOR STANDARD DRIVESHAFT.

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