I have heard of this, but have never seen it. How does it work? I am trying to figure it out.

The first case is connected to the output shaft of the tranny, the rear output shaft of the first t-case goes to the input shaft on the 2nd case.

The front drive shaft connects to what? the front output of the 2nd case?

Any hints would be helpful. Not realy looking to do the swap, but curious about how it all goes togeather.

One other question. Are there any benefits to a divorsed t-case vs connected?

Thanks.

The dual transfercase set up is usualy the range box section of an NP203(front half),that is mated to another T-case(usualy NP205). Off road design has a kit that does this. It works best in long wheel base rigs like, fullsizes or extended WB rides,as the total length of the trans,range box, adapter and final T-case is around 44". This set up gives you 4:1 low and 1:1 high so you can crawl or fly. [url=www.offroaddesign.com]
Take a peep at the site, LOTS of info.
The divorsed TC eats up room, as it has a short drive shaft from the trans to the TC, easy to fix, easily upgraded. The married TC has a fixed adapter between Trans/TC. These are strong for the most part, but break this and you will grieve. This is my educated opinion, there are many schools of thought on this though. On most Jeeps there is not enough room for dual TC. <img src="/forums/images/graemlins/cheers.gif" alt="" />

the benefit of a divorced t-case is using it behind a 2wd tranny but you have another driveshaft and joints to deal with. and you need a lot of room to make it fit.

the dual t-case is good for super low gearing. you lop off the front output of the 1st t-case and just use the hi and low.(range box) say you have 2:1 low in one and 2.5:1 in the other. this gives you several different gearing options. you can use 1:1 in both and have your regular 4 hi. you can put either one in low and have 2:1 or 2.5:1 low range. or put them both in low at the same time and have 5:1 low range. most aftermarket t-case gears are only 4:1 at best and you don't have the 2 or 2.5 to 1 option. it's either 1:1 or 4:1.

the dual t-case was best for me because i like to rock crawl where low gearing is necessary but i also go to the dunes with the same jeep. i don't have enough engine to run 1:1 in the dunes but 4 or 5 to 1 is too low for the dunes. with my dual setup (np231/d300) i can have a final low range of 7.12:1 final low or 2.62/2.72 low range when i want to go a little faster.

I have a few questions For you Valleycat. What cases did You use? What jeep do you have? How much wheel base? Im seriously contemplating dual TC in my scrambler. Acording to my measurements it'll work, but I'd like as much unput as one can get.
Thanks for any info. <img src="/forums/images/graemlins/kewl.gif" alt="" />

i have a '76 cj7. i used a 23 spline np231 from a yj and a dana 300. i stretched my wheelbase to 106" to get enough room to make it fit. the 231 range box adds 7" to the length of the drivetrain. the adapter to put the t-cases together was $700.

if the wheelbase on your scrambler is 10" longer than a cj7(which i think it is) your rear driveline would still be longer than a stock cj7 with that setup.

here's where i found it.

http://www.pirate4x4.com/forum/showthread.php?t=330534

Dude, that set up is sweet! have to do some planin'
Thanks 4 the link! <img src="/forums/images/graemlins/cheers.gif" alt="" />

I'm trying to swap transmissions/transfer cases of a 88 Jeep Cherokee to a 91 Jeep Wrangler. I already have the 88 Jeep Cherokee transmission and transfer case out and i'm currently working on taking the Wrangler's transmission and transfer case. While i was doing that i noticed I might have a problem b/c the transfer case models are different. I figured it would work b/c both vehicles have the same engine but today i noticed that the model of the transfer case of the 88 Jeep Cherokee is : 231 AMC and the model of the transfer case of the 91 Wrangler is : 231 J . The ratio's are the same though, they both have a 272 ratio.

So my question is, "Am i wasting my time?"

I'm not sure if the transmissions are the same model b/c i could only read the info of the tranny that i have out right now. I can't see all the numbers of the one that's in the 91 Jeep Wrangler.

The numbers on the side of the transmission of the 88 Jeep Cherokee is :
Mar 31/88
8953005454
149801
I hope this means something to you b/c i have no idea what it means.


The only number that i can see right now on the 91 Jeep Wrangler is located on the top of the tranny right by the transfer case lever/linkage and the shift lever. that number is:
53005360
I hope this number means something to you as well b/c once again i have no idea what it means.

Your advice is very much appreciated. I hope i have the right info for you guys to give me some advice.
Thanks.

As long as the engines are both the same number of cyls they should be swappable. Parts should be interchangable between cases also. Models on 4cyls and sixes with BA10 Peugeot trannies have 21 spline input shafts and the rest of sixes have 23 splines. The different splined shafts are swappable between cases. <img src="/forums/images/graemlins/cheers.gif" alt="" />

I'm not exactly sure what kind of transmissions i'm dealing with. All i know are the numbers that i posted and that doesn't help me much.
Someone told me that my 88XJ has the BA10 and the 91YJ has the AX15 and that it would be a good swap b/c the AX15 is better than the BA10. But i'm not even sure if those are the transmissions i'm dealing with. That's just what someone told me on another Jeep forum.
From what you're saying the BA10 has 21 splines and every other one on a 6 cylinder engine has 23 splines. Is that correct? If so are the BA10 and the AX15 swappable since there is a spline difference? If these are the transmissions i'm dealing with, will they bolt right up? Will i have any problems with the driveshafts fitting if i go from a 231AMC transfer case to a 231J transfer case?

Yes, I'm saying the output shaft on the BA10 is 21 spline and all other 6 cyls with 231's are 23 spline. The AX15 is a good replacement for the BA10 but the bell housings are different. The tranny has to stay with it's own bell housing. The transfer cases should be the same length but the transmissions are not. The input shafts in the two transfercases are interchangeable. The BA10 is easy to identify because the case is split lengthwise. If it's a 5 spd with a fore and aft section separated by an intermediate plate 1/2" or so thick, it's an AX-15.