xj front end repair cost question
12-29-2008, 10:14 AM
#34
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Location: Stillwater, NJ
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Year: 1994
Model: Cherokee
Engine: 4.0 L AMC 242 High Output
No way, where in Sussex? I'm in..well Stillwater
OP - I checked with my body shop and he said basically what we did, he couldn't give a number but he said if it missed everything vital its prob only a few hundred bucks to move that. He said you could do it yourself.. but your margin of error might be less than what its worth. So its your pleasure, DIY or pay some for it. At least you have the fenders and hood.
OP - I checked with my body shop and he said basically what we did, he couldn't give a number but he said if it missed everything vital its prob only a few hundred bucks to move that. He said you could do it yourself.. but your margin of error might be less than what its worth. So its your pleasure, DIY or pay some for it. At least you have the fenders and hood.
Last edited by StillwaterEMT42; 12-29-2008 at 10:32 AM.
12-29-2008, 06:42 PM
#35
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Year: 1993
Model: Cherokee
Engine: 4.0L
The Jeep NP 231 transfer case was introduced in the 1988 model year. Jeep's YJ Wrangler and the XJ / MJ Cherokees with the Command Trac option were the first models to feature it. The 231 was initially tagged as the 231AMC, and as ownership of AMC was taken over by Chrysler, it was later designated as the 231J. This transfer case was later to be called the NVG (New Venture Gear) 231J. Despite the different nomenclature, they are essentially the same transfer case, with the bulk of their parts interchanging.
Chain driven transfer cases were first used in the 1970's with partial success - Jeep's Borg Warner QuadraTrac being a notable instance. They increased in reliability and strength in the early to mid-eighties and essentially hit their stride in the late-eighties. The 231 has continued in the trend of chain-driven cases and is one of the most successful and popular of them all.
Features
The 231 has a driver's side front output and centerline rear output. The NP231 features two ranges; a low range gear that is a respectable 2.72-to-1 (the lowest of all the Jeep transfer cases with the exception of the NP241OR) and a direct-drive in high range. It features three modes; two-wheel-drive, four-wheel-drive and neutral - for a factory combination of 2H, 4H, N, 4L. Aftermarket modifications allow for the addition of a 2 Low position.
Early 231s from 1988 through 1991 featured a conventional mechanical (cable) drive speedometer output. In 1992, Jeep introduced a three-wire, digital square wave Vehicle Speed Sensor (VSS), in the vein of modern automotive systems.
This tag indicates a 231J transfer case, with a part number of 52099211, a build date of 6-21-99 and a gear ratio of 2.72:1.
The design of the 231 is very good. They were engineered for durability and simplicity of build - both an advantage to the OEM assemblers as well as individuals servicing them. The NP231 transfer case has turned out to surprise us in its strength, gearing, upgradeability and servicability. Most of our customers choose to retain their Jeep 231 with their conversions. It is very common for them to offer good service behind some of the strongest engines and transmissions.
The standard 231 weighs about 70 lbs. HD 231's can weigh up to 80 lbs.
Identification
This transfer case is identified by its red and silver tag on the rear of the case. They are also easily identified by appearance. They feature a six-bolt front face.
There are Chevy & Dodge versions of the 231. The GM versions use a five-bolt front face that is incompatible with the Jeep and Dodge six-bolt styles. The Chevy versions also use long factory adapters and have no support for improvements - particularly in shifter upgrades and tailhousing upgrades like those available for the Jeep versions.
Heavier-duty HD and DHD units are available in ZJ Jeeps and Dodge trucks, respectively. The standard duty OEM 231 transfer cases are capable of transferring from 1600 to 1900 ft. lbs of torque (as claimed by NVG - actual experience puts this number quite a bit higher).
Wide chains, larger planetaries and stronger mainshaft/tailhousing assemblies (see Tailhousings, below) are also available if even more strength is desired. With such upgrades, a transfer case capable of handling 2900+ ft. lbs. of torque is attainable. This is a result of good engineering and refinement.
Chain driven transfer cases were first used in the 1970's with partial success - Jeep's Borg Warner QuadraTrac being a notable instance. They increased in reliability and strength in the early to mid-eighties and essentially hit their stride in the late-eighties. The 231 has continued in the trend of chain-driven cases and is one of the most successful and popular of them all.
Features
The 231 has a driver's side front output and centerline rear output. The NP231 features two ranges; a low range gear that is a respectable 2.72-to-1 (the lowest of all the Jeep transfer cases with the exception of the NP241OR) and a direct-drive in high range. It features three modes; two-wheel-drive, four-wheel-drive and neutral - for a factory combination of 2H, 4H, N, 4L. Aftermarket modifications allow for the addition of a 2 Low position.
Early 231s from 1988 through 1991 featured a conventional mechanical (cable) drive speedometer output. In 1992, Jeep introduced a three-wire, digital square wave Vehicle Speed Sensor (VSS), in the vein of modern automotive systems.
This tag indicates a 231J transfer case, with a part number of 52099211, a build date of 6-21-99 and a gear ratio of 2.72:1. The design of the 231 is very good. They were engineered for durability and simplicity of build - both an advantage to the OEM assemblers as well as individuals servicing them. The NP231 transfer case has turned out to surprise us in its strength, gearing, upgradeability and servicability. Most of our customers choose to retain their Jeep 231 with their conversions. It is very common for them to offer good service behind some of the strongest engines and transmissions.
The standard 231 weighs about 70 lbs. HD 231's can weigh up to 80 lbs.
Identification
This transfer case is identified by its red and silver tag on the rear of the case. They are also easily identified by appearance. They feature a six-bolt front face.
There are Chevy & Dodge versions of the 231. The GM versions use a five-bolt front face that is incompatible with the Jeep and Dodge six-bolt styles. The Chevy versions also use long factory adapters and have no support for improvements - particularly in shifter upgrades and tailhousing upgrades like those available for the Jeep versions.
Heavier-duty HD and DHD units are available in ZJ Jeeps and Dodge trucks, respectively. The standard duty OEM 231 transfer cases are capable of transferring from 1600 to 1900 ft. lbs of torque (as claimed by NVG - actual experience puts this number quite a bit higher). Wide chains, larger planetaries and stronger mainshaft/tailhousing assemblies (see Tailhousings, below) are also available if even more strength is desired. With such upgrades, a transfer case capable of handling 2900+ ft. lbs. of torque is attainable. This is a result of good engineering and refinement.
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