I have a 1998.5 24 valve Cummins. It's an automatic with the 241dhd transfer case. It was towing a trailer and got rear ended. Hitch collapsed, trailer hit the rear diff and shoved the drive shaft forward. The tail shaft housing on the t case cracked and destroyed the internals.

So basically I have only found one place that sells this t case and it's real pricey. I need to find out the differences between the dhd t case and the dld to see if they are perfectly interchangeable. I was told the only differences were the internals, but the spline shafts are the same and I could swap no problem. I've found many dld's for much cheaper which is why I ask. Someone please help, I need my boy back on the road this weekend!

 

Here is what Quad 4x4 states on their site about the difference. "The NP241DHD differs considerably from earlier NP241D transfer cases used from 1987 to 1993 and the second generation NV241D introduced for the 2002 Ram 1500. Starting in 1994, the stock Ram 2500 transfer case was the NV241DLD (Dodge Light Duty). Optional on the Ram 2500 and standard on the Ram 3500 was the NV241DHD (Dodge Heavy Duty). There were numerous design changes in the NP241DLD/DHD during its production life; making part(s) selection a bit tricky without the round transfer case build tag affixed to the rear case half.

Despite the many assembly variations, there are a few common characteristics shared by both DLD and DHD models. All these cases will have a slip yoke rear output, left drive chain front output, with CV flange and mechanical shift engagement. The cases will also have a 6-gear planetary 2.72:1 ratio low range, and a transfer case mounted vacuum switch, which controls the front axle disconnect system.
All gas V8 trucks with a manual transmissions and all automatic trucks regardless of their engine is a 23 spline input. Whereas, all manual transmission trucks with a Cummins Diesel or Gas V10 engine will have a 29 spline input shaft. The NP241DHD has a 1-1/2" wide chain, a bearing supported planetary, and a SAE 6 Bolt PTO opening on the right side. Almost all 1994 to 1996 NP241DHD transfer cases, plus perhaps few a 1997 modelsmight have a two-piece tailshaft housing and a 1-3/8" diameter 32 spline output shaft. A stronger version of the NP241DHD is with a 1-5/8" diameter 31 spline output shaft, which was phased in starting with the late 1996 and early 1997 model year Ram of 2500 and 3500 Ram trucks. The upgraded NP241DHD transfer cases will be found in most 1997 trucks and all 1998-2002 models. These transfer cases have a one-piece tail housing and take a slip yoke that is about 14% larger in diameter than the previous slip yokes. The 1997 and earlier models have a mechanical speedometer output that drives an external electronic sender. Again, whereas, the 1998 to 2002 models do not have any provisions for a speedometer because the speedometer signal for these years is generated by the ABS sensor on the rear axle. If you are trying to swap parts between cases you will find some parts are interchangeable between the DLD and DHD models for a given year, but many are not. You also have to watch for variations within 1994-1997 model years as input shafts and the cut of the planetary teeth often changed within each assembly (Dodge 1994-1997 NP241DHD Transfer Case Parts).

Quad4x4 I think is over priced, and more close to dealer pricing. Other sites that can sell parts; Enterprise Engine.com, Midwest Trans and AllState Gear.com

 

Thank you for that! Not what I was hoping for but I guess I'll have to get on the national hotline and order a reman t case.

 

What were your plans exactly? Replacing the whole t-case being mandatory or having the option of just fixing the parts? Do you have any pictures? What internals are boken exactly?

 

Well, from what I've researched and heard from different shops I've called and gone to, it's not worth attempting to fix it. If the tail shaft housing crack due to the force of impact, the damage will be to extensive to attempt a rebuild. It'll end up costing about the same in the end. So finding a used one makes more sense.

 

hmmm.. Not saying this is the case, but some shops, non diesel specific shops sometimes make up bs to get more out of you, and make it seem understandable of spending a lot. The tail shaft housing is just aluminum, so cracking it would not be too hard, and it's only a crack, if you said it was blown to bits I'd strongly agree replacing the whole unit would be the way to go. The housing can be found for a good price. But I'd personaly look into what is broken.

What happened after the incident, did it leak? Still drive?

 

Yes all the fluid leaked out. I've put about 500 miles on it with no fluid and I parked it because I don't want to deal with destroying other stuff if and when it locks up going down the highway. It's drivable gears grind real bad if I try to shift the t case and some of t the shift point aren't right(I have to wiggle the shifter to get it to go into place).

 

Here is what might be the case. The tail housing is cracked, so that would be an easy fix. What might have happened is since the tail housing broke, if it really jammed the drive shaft in the t-case, there is an outer snap ring in the tail housing that holds the shaft tight. It the impact broke that snap ring (which is a common breakage even without the impact) that will cause the shaft to have a lot of play in it keeping the gears from lining up correctly. It will make the t-case grind. If that's all that's wrong, it is a super easy fix and would have a low price to fix.

If you are willing to pull the t-case and inspect to see if what I described above iswhat this case is, it will be easy and a low cost fix. If you can't pull it and inspect yourself, buying another one to replace the unit completly will have to be the route you'll have to make.