dave1123

Huh! That's a new one on me. IDK why that happened.

Yes, I love my 242. I deliver newspapers in deep snow and part time works the cat's, but on the main roads or turning in a tight circle, full time feels more secure, especially when crossing wind-blown bare spots. I love to boot it in the *** and slide the rear around, but in part time, it just plows.

munyanb

Well the way it is explained in the wiki write up, the 249 is a 2wd system until one drive shaft spins faster than the other, then it actuates some sort of pump that makes the two lock together. So I guess it took so many feet of towing without the tranny actually powering the transfer case to make it lock up. Or something is wrong with it, it get's pretty interesting how different pumps and impellers and fluid can make things happen, even the newer transfer cases with electronic shift use pretty interesting old physics to lock in. I'm still waiting on the first car or truck with high horsepower to use the snowmobile type tranny that ATV's have adapted. That good old fashioned American ingenuity there , Polaris started that with the ATV's. I really need a good garage, working on these things in an uphill driveway really puts limitations on what I can do. I have rebuilt a few auto trannys and don't think a transfer case would be any problem at all to rebuild in a shop.

dave1123

If you're talking about the centrifugal rubber drive belt system, it's been done long time ago in the 50s with the Daffodil, a Dutch car with a 2 cylinder engine. It used a forward/reverse gearbox and a differential attached to 2 belts, one for each rear wheel. The belts were constantly burning up and needed replacement/adjustment. The belts just can't take the torque of a large engine.

The new VVT transmissions, I understand, use a variable pitch turbine in the torque converter. This was ALSO done in the 50s with the Buick Dynaflow. It was not very fuel efficient and slow to react to power changes. It was known as the "slush pump" and the cars were fuel pigs.

It's a whole new ball game with electronic controls, however. Talking about the physics involved, look at the internal combustion engine itself! The design hasn't changed to over 100 years!

munyanb

I didn't know it had been tried already with the belt drive trannies using a ramped centrifugal pulley system. I hate to admit it since I like the internal combustion engines that they are indeed outdated and have been for a very long time already. This is what happens when big business and big money controls markets, along with racketeering and monopolies. It's funny that people believe we have a free market and always are so defensive against government regulations, when the government is supposed to be controlled by the people. Huge corporations and the hidden old money dynasties have a lock down on this stuff and have control over the world because of it basically and form governments and markets to keep it that way, and keep a dependence on them. Any new ideas they can't capitalize on and keep a lock down on are destroyed or hidden. In no way is the best interest of humanity even considered, rich in control people like to stay that way. Small businesses that could truly compete are stomped and regulated out , since these folks control governments and the banking system is partnered with them already to not allow these ideas to take off. Not meaning to get political here, I justcouldn't help it.
Back to the jeep thing, lol, I have a tough decision to make about maybe using my 97 as a parts donor for it's 242 transfer, I hate to do that but it's starting to get to rusty and dented. I still don't know that the tranny is good in front of the transfer. I may be looking for a new 42RE as well or can I upgrade to a heavier, better tranny? While I have you talking, I found an edelbrock intake and set of headers and 750 holley carb from my younger days, and was entertaining the idea of messing with an old small block dodge car, or stuffing an old small block into something for a hotrod, but I hate them old junk 727 trannies, and I don't think the 904 can hold real power. I would prefer to upgrade to a new 4 or 5 speed auto but not sure how to work out the computerized stuff and do not even know if they bolt up, and not sure if the intake would work on a magnum engine or would it have to be an the LA ?

dave1123

Well leave it to the Swedes. Koenigsegg is perfecting an electronic valve control system using solenoids instead of a camshaft. They say they can get much better control of valve timing, making the engine much more efficient at different power settings. The valve timing is infinitely variable without lots of parts. The problem they are trying to work out is valve breakage.

The reason the internal combustion engine is still around is because it works! AND is cost effective to manufacture and repair. Reciprocating pistons and a crankshaft are a simple solution to producing power. It is still a throwback to the steam engine however.

You've got a V8, right? Then your tranny is the 46rh probably. It's a much stronger trans than the 42re. That's why you need to change the t/case input shaft. The splines are bigger on the trans tailshaft. I wouldn't put down the Torqueflite too much. The Ramchargers used them for drag racing.

munyanb

I missed out on a 64 barricuda for 1500 that looked pretty solid, damn. the torque flights seemed bad for losing third gear, my old charger with a stock 440 out of a new Yorker would smoke most built 350's in the1/8th mile, then the shift into third would let them catch up to win in a quarter mile. That could just be abused trannies though, lol. Another 727 in a small block charger started slipping terribly after a friend did a burn out when I told him not to. That was an Arizona car though, lots of heat probably. But back to the jeep, I keep forgetting to look at the tag or numbers on my tranny, but all of the parts stores list it as a 42 RE for that vehicle, and if I remember right a 44 RE for the limited. If I could get a 46 RH I would do a rocker kit and some other cheap mods to get more power out of that 5.9 truck engine I put in. Probably throw in some bigger injectors, get the computer flashed and programmed for better power also. But I do want this as a streetable SUV so I wouldn't go to radical. I still like to smoke mustangs and Camaros though, it's a lot harder these days than in the 80's though.

dave1123

IDK myself because I haven't researched it, but guys are telling me the top-of-the-line transmission for a Dodge V8 is the Allison from the Dodge Ram. There are several different models and IDK which one they are talking about. I know the one for the 250 Cummins is a monster.

Don't forget the rear axle. Neither the D35 or D44a are very strong.

munyanb

yeah ive torn out a dana 44 in a dodge dart sport with a stock 318, at least I'm guessing it was an open 44 rear end. There is an old 63 valiant for sale down near Atlanta with a 383 needing rebuilt, solid straight front axle, chevy 10 bolt rear end, set up for drag racing, it's tempting because of the 383 but no tranny. The 383/400 engines are supposed to be easier and better to build than the RB engines (440) Theres a nice 63 belvedere with no engine, I happen to have access to an 83 truck 318 rebuilt by jasper, but that's a lot of car for a small block. It's only 1500 also. Then theres a mid 70's volare/duster, that sounds like the car for a small block. I guess I need to get the garage thing sorted out first though, lol. Back to the jeep though, I wouldn't put that much money into it to buy an Allison tranny, at least not yet lol. I'm pretty sure it's got a 42 RE in it, hopefully when I change that seal it works properly, I just put that new exhaust on it, so I can hear what's going on, but I know something is slipping somewhere, I just couldn't hear where over the open exhaust. For now I can still get jeep trannys here and there relatively cheap, hopefully can find a 46 RH if need be. I'm not sure where and how the fluid travels through the tranny, but if it were slipping hopefully it's only from lack of fluid and it's not burnt up yet.

dave1123

Just remember the 383 was the standard engine in the Road Runner, which used to give me fits with my 67 SS Camaro!

BTW, that Camaro was a special order build in July of 66. It had a TRUCK 12-bolt rear in it. It must have been one of the first ones off the line because it still had 4-wheel drum brakes.

munyanb

I dropped the transfer today to change that rear seal, now i'm wondering which tranny I do have. I keep looking for the stamped id but can't find it.

munyanb

I just ran my vin number, it says it is a briarwood Limited (BUX), whatever that means lol. I found a bunch of numbers to id the tranny but no idea what they mean, I haven't seen a 42 44 or 46 in series at all. I may take a picture of it to see it better,

munyanb

OK so ive looked everywhere, found numbers, did research, I'm supposed to have a 44 RE in the 1996 Grand Cherokee, but I suppose it could have been switched out. I think from 93-95 they used a 46 RH for the v8's, in 96-98 going to a 44 RE and in 1998 they used a 46RE only for 5.9 Grand Cherokees. I did take a picture of the numbers but I can't find out how to reference them. Also all of the parts stores, even with the list of questions, have the transmissions wrong. They say it has a 42 RE which is obviously not the case, I even measured the new seal to the input shaft on the transfer case and it is to small. The numbers I found are : 6 PK521191082564 2592
So can anyone decipher this? And how do these trannys compare to one another?

munyanb

OK I have confirmed it is in fact a 44 RE transmission. And from what I'm seeing this isn't the best news to get, since it is based on the old 904 , 42 RE , A500. The 46 RE is based on the 727, I assume so is the RH. So it isn't the most strong of trannies, hopefully it holds up to the 5.9. I won't be adding any additional power it looks like lol

munyanb

This is the link where I finally found out the numbers on a 44 RE : http://www.jeepforum.com/forum/f13/d...umber-1530619/

munyanb

I'm thinking pretty seriously about switching the transfer cases from the 97 4.0, I like the 242 better. I wonder if all the drive shafts will still be right or if that changes as well? How would one go about changing input shafts? I think the front drive shaft is already different in the 4.0.