thought i would update this for future reference...

so there is no vacuum actuator on the 242 transfer case , meaning that there is no place to connect the front axle vacuum lock.

the best way would be to buy a posi track kit.. but ... to activate the front axle there are two other ways..

you can jack the truck up and set it on jackstands , keep tires off the ground
there are two vacuum ports on the actuator , left and right..
blow compressed air into the right vacuum port ,
you can use a compressed air gun and slip a vacuum hose onto it and the other end onto the vacuum port on the axle
spin one of the tires slowly until you feel the front axle lock up (the front wheels will now both spin in opposing directions)
now , cap off the left vacuum port with any means ( a vacuum hose with a bolt stuffed in the other end works) just keep it air tight.
remove the hose with the compressed air and cap of the right vacuum port. air tight

now the actuator is engaging the front axle by the pressure it itself holds.. i myself have not driven with this type of engagement for a prolonged period of time.. so i cant vouch if this holds forever

the other way to engage it would be to remove the actuator from the front axle, there are four bolts holding it to the axle housing
push the locking sleeve to the left and adjust the tire so that the splines are aligned , engage the front axle.. - see above
if you look at the actuator you can see the fork that controls the sleeve , it is held in place with a couple of C-clips. and sitting on the left side of the shaft.
while looking at it there is the right clip and the left clip
remove the C-clip in the middle (right) , slide the fork over to the right side of the shaft ,
reinstall the middle C-clip .
reinstall the actuator to the axle housing and make sure the fork catches the groove in the axle-sleeve properly..

this keeps the front axle permanently engaged and i dont have any problems with it

-bjarki

 

Could also just do a manual vacuum switch.

 

I'm getting ready to attempt this. No one has mentioned the indicator lights in the dash. Obviously the Durango has different indicators to represent the different modes that can be selected and the Ram does not have these same indications.

With the 242 in, what is used to control the indicators...or has everyone left that part alone and gone with no indications?

 

It's probably just a multi-position switch on the shift linkage.... if you really wanted the indicators, probably wouldn't be too much of a stretch to just custom wire one up.

 

tack weld the cad

 

Can you elaborate a little bit on the Explorer front drive shaft? Obviously, 4x4, but does it matter if it's an auto or manual transmission Explorer? What about engine size, door count, or sport model?

I can get them cheap for my swap, but if there are 20 different versions like Ford tends to do with things...I want to make sure I get the right one.

 

ahh you all missed the part where the 242 aka select trac. it has a 48-52 % power ratio. have that t-case in my 93 grand cherokee 5.2. after factory install to replace qadra-trac viscious coupler that blows on all them models. the 4 hi full time is a green selection like the 2wd hi. meant for use on dry roads, and rain days or light snow on and off ice. part time locks it in and is truly meant for "off road use only" meant for like skating rink days of deep snow and ice. that "off road only" is not like our y pipe for the exhaust. because you can grenade u joints, axle shafts, and t cases easily when power is applied on a binded tire. two u-joints in a cherokee off roading bound and grenaded not cheap, fun, or cool. most rams are 4 hi and low part time, but some gen 3 i believe had select tracs. unsure if any 2nd gen rams had select tracs in them.