relax-ima-doctor

I have a 1996 XJ with 4.0 and ax15- My 231 locked up, and I had to take the front shaft out. Once driving it started to make some really loud grinding noises. It grinds going to 4HI, and won't shift to N or 4L. It's grinding at any speed above 15MPH.
My question is. What transfer case will be a direct bolt in?

Haven't dropped the case yet to determine the damage, so I'm not sure if it's worth rebuilding.

94XjSport94

You took the front driveshaft off an it started doing this?

F1Addict

No, it locked up... that's why he removed the front driveshaft. It was likely the lock-up that caused the unwanted noises and not the removal of the driveshaft.

The logical answer to your question is another NP231. I think you can use a 242 but will need the shifter, in addition to the transfer case and I'm not sure if it uses the same driveshafts.

relax-ima-doctor

Yes, you're right. My front drive shaft was removed after the front end locked up. Front diff is perfect, so it has to be the case.

Would you happen to know what year NP231's fit? From my findings auto 231's only work for 95 and below ax15's? I can't find a working ax15 let alone 231 that'll bolt up.

94XjSport94

You should be good 96+


In 94-95 I believe the input shaft was shorter.

F1Addict

Unfortunately, I don't. Deciphering the 40+ spline/input shaft length/bearing shoulder combinations available on the NP/NV231 is something I've never even tried to understand. I have no idea why they had to make it so unbelievably complicated. I believe the '96 NV231 is a 23-spline short (1.2") input which would make it compatible with some post '90 AW4/AX15 NP231 (although I believe some of those were the rare medium input (1.7") input).

The only thing I can sort of commit to with any conviction is that an NV231 from a 1996 XJ equipped with an AX15 will likely bolt right up. I'm pretty sure someone with more experience will offer less frustrating advice on this.

5-90

NP231J from behind a 1991-up AW4, AX-15, or NV3550. You can usually fit the drive chain & associated internals from an NP231C in (1.25" Morse chain instead of 1.00", so it's an upgrade,) and 23-spline NP242Js can be found of similar vintage (I plan to fit an NP242 in behind the AX-15 in my 88 - if I don't get a D300 first.)

Most NP/NVG cases use similar case shells, so you can probably source a light-duty NP231 or NP242 from pretty much anything, drop the right case front half on (mounting patterns did vary,) and throw it in - but I have yet to verify this.

relax-ima-doctor

Just pulled my front diff off, and the pinon and gear is ****ed.

Anyone got any input of the cause? Could this be the source of the front end locking up, or possibly the aftermath. I drained my oil before I was about open it up, the oil was clean still red, and zero fillings or metal chunks.
Now, my tcase didn't grind before or after the lock up. Just grinded after I took the front shaft off, only grinds if I put it 4h, and doesmt do it if I take it out of 4h either?









Here's my heep though, maybe it's time to go full widths?






What the hell is this pin too?

94xj5spd

I think that pin holds the cross shaft in the Carrier. It appears from the pictures the cross shaft slid out and hit the pinion. That's what probably made the front axle to lock up.

94XjSport94

Correct. Whoever messed with it last didnt install that pin correctly so the cross shaft slid out.

andrewmp6

Check the t case shifter linkage just to make sure its not that before opening up the t case.

relax-ima-doctor

Just bought a new d30 with stock 4.10 so, my fronts going to be fixed.
What do I check for the transfercase shifter?
Again, there was ZERO metal particles in the oil.
Will the transfercase grind going into 4HI with the front shaft disconnected?