The stock harness for the AW4 was controlled by the engines ECU. Are you also swapping in the 4.0L that was in front of it? A carb'ed 360 won't have the slightest clue what to do with an AW4.
The 231 has a slip yoke and no AWD. The base design isn't any more advanced, the 231 is a slightly downsized NP208, which was the basis for the 229.rocklaurence wrote: ↑Thu Oct 03, 2019 6:20 am Why not add a NV231? If you go with the 229 youll need a 7/8" spacer and its a much older model of Tcase
The 231 is an evolution of the 207, which was the little brother of the 208 and was used in early YJ and XJ Jeeps. The 208 evolved into the 241.
Yeah I only used the 208 for reference as it was a factory FSJ t-case. 207 and 208 are very similar, with the 207 just using smaller components.
Yup.Stuka wrote: ↑Thu Oct 03, 2019 11:19 amYeah I only used the 208 for reference as it was a factory FSJ t-case. 207 and 208 are very similar, with the 207 just using smaller components.
Thanks for the help! The Adams and Woods DS look nice... a bit overkill for my needs but a good option and I'll probably go with them if a stock driveshaft doesn't meet my needs. I use this as a fun family car... no off-roading.derf wrote: ↑Thu Oct 03, 2019 11:06 am To answer your original question, if you keep the engine in the same place, it's likely you will need to modify driveshafts. The AW4 is longer and that moves the transfer case.
Modifying a driveshaft is no big deal. Depending on where you are, you can find a good shop that can do the work. Most medium to major metro areas will have a drivetrain shop somewhere in or near town. Worst case is that you have to send it somewhere or buy a new replacement from some place like Adams or Tom Woods.
Sounds close. But it's best to get the whole setup installed in the Jeep. That way you can measure from yoke to yoke as it sits in the vehicle on the ground. With that number, you can get exactly what you need.89_Wagon wrote: ↑Fri Oct 04, 2019 7:24 amThanks for the help! The Adams and Woods DS look nice... a bit overkill for my needs but a good option and I'll probably go with them if a stock driveshaft doesn't meet my needs. I use this as a fun family car... no off-roading.
I've read this combo (360/AW4/NP229) moves the transfer case about 4 inches back. Stock driveshaft lengths are..
Rear ~38"
Front ~27"
This is a stock suspension setup. If the transfer case moves back 4 inches, I'm estimating this for driveshaft lengths. Hopefully there's a stock option for these. Rounding them to 34" and 31" will hopefully do. I will measure when the AW4 is in before I pull the gun on a purchase.
Does this seem reasonable for new DS lengths? Kinda surprised is close to 4" in either direction.... maybe because to angle is so low.
Rear ~ 34.2"
Front ~30.6"
I was hoping to drop it in without a rebuild and gamble it based on it's reputation and the word of the seller. I haven't been looking at shops, just parts. It's related to the Toyota A340, which is used in Supras but I don't know about part interchangebility. Worse comes to worse, I might just buy another aw4. They are cheap and plentiful where I live. This is not an offroad rig so I'm not looking for huge strength. A stock AW4 is just fine for me. I did find something at Oregon Performance that looks like an upgrade kit.rocklaurence wrote:Who's going to rebuild your AW$ before installation? I've done some reading on improving the AW4 and there isnt much support for them and they are expensive to get rebuilt. What have you found?