Posted by Clint Dixon from 63.91.25.197 (qco25.qconline.com) on Friday, March 29, 2002 at 3:21PM :
In Reply to: Cheyenne Dave-PLS Re-Post Info :Vaughn; Transfer Case Change posted by Vaughn from 209.78.78.173 (dialup173.lemoorenet.com) on Friday, March 29, 2002 at 9:33AM :
Vaughn,
In the 1956 parts manual, page 21-15, code 21-102-5, the part: "SHAFT, Drive" is shown as being part number 927 385. This is the same part and number that is shown in all of the earlier parts manuals that I have. The earlier manuals show this part as being used as both the input and front output shaft on all models of Power-Wagons. No other numbers for these parts are listed in these manuals.
Starting with the 1956 manual (located under this old part number), there are an additional two parts and numbers: "SHAFT, Drive, Upper #1273 815 and "SHAFT, Drive, Lower #1273 816. The way the manual is laid out, it seems to indicate the earlier number is for both shafts used in transfer cases on Power-Wagons models WDX through B-series. It shows the two new and differing shafts as being used only on the C-series and indicates all of the numbers as being a "Change or addition" but does not list the new numbers as being "Parts not listed in any previous parts books".
The WDX and B1 shop manual both show the two shafts as appearing identical. The C1 series shop manual from 1955 shows the lower output shaft as appearing the same as the ones used before, but it shows the upper input shaft as having theeth that are now shorter and fully tappered. The catalog from Memphis Equipment supports the theory that the one shaft changed in both their exploaded view and their method of listing the two parts under Memphis's own unique and differring part numbers.
Dave has had his transfer case appart several times in an attempt to correct the noise and vibration that Gus is experiencing. He did purchase a new shaft from Memphis and it did come with shorter teeth that were fully tappered.
Why Dodge changed to a shaft with teeth which are obviously weaker is beyond us. The mating sliding gears appear to not have changed. The tapper serves no purpose that we can see because the sliding gear has no matching tapper and the mating teeth of the two gears never mesh or unmesh in the direction that the tapper slants anyway.
Mu huntch is that the new parts are probably listed in the 1954 parts manual #D-15078 as being "Parts not listed in any previous parts books". I would like to hear from someone who has a copy of this particular parts manual to find out if it lists at what serial number the change was made.
Dave has swapped positions of the two differing shafts top-to-bottom and has, as the last I heard, determined that the placement of them makes no noticable difference in the noise or vibration.
Thanks for the input Vaughn. Lets see if we can all band together and help to get Gus fixed this weekend so he can attend the Rocky Mountain Hard Cops Moab event. This is going to be his test run and he has to be healthy enough to make it to the VPW Iowa Rally in June or "Shy Dave" will never live it down.
Clint
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