for the same reason as you put them on the np231. to get rid of the Slip yolk drive line and allow the drive line to work with more extreme angles.

 

You could also just buy a 231 clocking ring unless your set on saving some cash and drilling the holes for the experience and such. The 231 is smaller and tucked up into the frame rails almost exactly an inch more.

 

that's what I've read, and if so I wouldn't need to clock it at all... But earlier was posted the opposite lol I haven't been able to find a NP231 ring, but have read a D300 ring should work, but some people have leaking problems.

 

A 231, 242, and d300 clocking ring are all the same pattern. No reason for leaking...? The transmission seal seals around the nose of the transfercase planetary. Not on the aluminum mating surface.

 

True it does, but some people have posted the ring moves it back to the point the seal doesn't fully contact the housing, again no real info with posts I've rear, just claims... The ring would be the safe way to go. The drillling the cheapest. By 50$ lol Leaning twards drilling as it doesn't require parts, but also debating if its worth the work time.

 

That makes sense. There are also like 3 different nose lengths on the 231 and 242. So some might have problems while others don't. Now that I got the R and D done for my doublers, clocking rings are definitely next.

 

I could understand getting an sye for strength purposes but for extreme angles? How would a fixed length shaft allow for more extreme angles than a slip yoke? Not trying to sound like a jerk here legitimate question lol

 

Yes, a CV style drive line with a Double Cardon joint on the T/case end allows higher angle of operation without binding. A CV style drive line which needs a SYE to be installed is not a fixed length shaft, it has a slip on it just not at the T/case. its in the middle of the shaft. allowing the angles to changes and length change, but with no binding to the joints or bushing in the T/case.

A regular slip yolk shaft has 2 U-joints. one on each end, which limits working angles, when compared to a CV which has 3 u-joints, and a Ball the CV joint pivots on between the 2 at the top, which allows the shaft to do more extreme angles.

CV on top, Slip yolk drive line on the bottom.


It is not possible to have a fixed length shaft as the suspension moves the length/angles need to change.

 

Wow this whole time I thought we had been talking about a rear shaft -.-
Yeah understand why the cv needs needs the slip yoke, just never been a problem for me.
Oh thx for the pics but I just referred to my haynes manual and song book

 

still are.... lol well you where, clocking a T/case has nothing to do with it lol

 

Uuuuummmmm. Im pretty sure they are talking about rear drive shafts

 

 

A good resource would be to call advance adapters and ask them about clocking rings. I believe the sell longer tcase input shafts as well

Was talking to a friend last night, YJ and TJ tcases are the same as XJ, its the transmission that has a different clocking to the pattern.

 

I would just buy a clocking ring.. I will caution you expect issues with your t-case linkage. Easy solution for that is a push pull cable and a simple shift lever to actuate the cable.