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Old Sep 19, 2013 | 11:53 PM
  #171  
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A very fortunate score today.

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I will do a separate thread documenting this swap. It's going to include still using the CAD system as I don't want to toss money at a Posiloc.
 
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Old Sep 19, 2013 | 11:58 PM
  #172  
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Whoa, does that say 4:1 ratio? I thought all Dodge t-cases were 2.72?


Either way nice find!
 
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Old Sep 20, 2013 | 08:11 AM
  #173  
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It also says 241-J.

Looks like someone found a Rubicon transfer case. A very fortunate score indeed.

Do you have a locker up front? Why don't you just do the fork flip and have the front axle solid all the time? I considered a Posi-Lok myself but I plan to put a locker in the front axle so my front driveshaft will spin all the time anyway. Longterm I want to upgrade to manual hubs and a solid passenger side shaft.
 
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Old Sep 20, 2013 | 01:27 PM
  #174  
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Ha, good catch. I thought that read 241D. A Ruby t-case makes sense though.
 
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Old Sep 20, 2013 | 09:38 PM
  #175  
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On the previous pages here I have 1 ton axles and ARBs to go in. So no locker in the front with the stock axle and not going to.

I already found a way to keep using the CAD at an economical cost (<$40). I'll share that if it proves out.
 
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Old Sep 20, 2013 | 10:45 PM
  #176  
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Originally Posted by Wh1t3NuKle
On the previous pages here I have 1 ton axles and ARBs to go in. So no locker in the front with the stock axle and not going to.

I already found a way to keep using the CAD at an economical cost (<$40). I'll share that if it proves out.
I am kind of curious why are you keeping the CAD if you are running an arb?

the arb is able to be turned off as not to cause the steering wander you would experience with a lunch box locker in a non CAD setup so it only makes sense to disable the CAD feature and if the funds allow find a solid passenger side shaft

(select fords had the 30 spline shafts if I remember correctly just use the outer end of the shaft from your axle the part that goes in to the hub they use the same 1480 u joint )

edit.

I just went back saw the 35 spline shafts even better lots of fords had 35 spline inners
 

Last edited by h3lzsn1p3r; Sep 20, 2013 at 11:08 PM.
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Old Sep 21, 2013 | 12:42 AM
  #177  
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I tried to say too much with too few words. Also, ReadRam wasn't aware of what parts I have being built. Let's try this again.

I already have 1 tons and lockers. They need to be geared/installed. I found someone to do it for $250 axle+parts. Just not there yet and I spotted the tcase as a real super deal. They go for $900 and up easy. Some ppl are selling for up to $1200. I got this one for much less than $800. It's definitely not an Atlas, however, it's also cheaper than a new $2100 2spd Atlas.

Since the regear was pushed back, then I want to get the tcase installed and used for the stock axles. I have no desire to add lockers to them. The Rubi tcase does not use vacuum like our awesome sauce CAD system needs. I've found a way, I think, to use a vacuum actuation switch like the following: http://www.ebay.com/bhp/s10-actuator

Just run a powered switch to it.

So that's what I was trying to get across and this switch idea may be helpful to others out there. One idea is to manually change the vac lines on the CAD everytime. I see that getting really old quick, especially out in the snow.
 
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Old Sep 21, 2013 | 08:46 AM
  #178  
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The CAD vacuum operation is not just on/off... it switches vacuum from engage to disengage ports of the actuator... so vacuum is needed at all times to keep the yoke in one direction of the other.
 
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Old Sep 21, 2013 | 11:00 AM
  #179  
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Originally Posted by Spillage
The CAD vacuum operation is not just on/off... it switches vacuum from engage to disengage ports of the actuator... so vacuum is needed at all times to keep the yoke in one direction of the other.
I'm in general agreement with you, however, I had a wheeling experience back in May that didn't seem to emulate that. Additionally, I have not confirmed it either.

I broke the red line right near the diaphragm as shown in this post here.

Again I have not gone and checked what line is under vacuum when in 2wd and then in 4wd just for my own edification. But my engagement was working fine on the trail. Meaning I was going in and out of 4Lo, 4Hi, 2H etc. It could very well be a fluke. I also have not seen inside the CAD to view the fork and it's parts. With that being said, my perception is that the fork does not need constant vacuum in either position. I could very well be wrong and your statement is what it should be. Just describing what I think has happened.

Now that brings us to what is switching the vacuum? It's the tcase and yes I have not looked at where/how it's being done. Today, if it's not too wet from a bit of rain, I was going to look and do some testing.

Just an idea I'm going on and appreciate the input as i suspect other people have dug into their stuff due to a failed CAD crap system in one form or another.
 
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Old Sep 21, 2013 | 11:15 AM
  #180  
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Originally Posted by Wh1t3NuKle
I also have not seen inside the CAD to view the fork and it's parts. With that being said, my perception is that the fork does not need constant vacuum in either position. I could very well be wrong and your statement is what it should be. Just describing what I think has happened.

The vacuum not only shifts the fork, it also holds it in place once shifted. Without vacuum, the fork is free to slide on the shaft on its own.
 
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