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by **bgilbert** » Wed Oct 03, 2007 10:42 pm

What kind of aftermarket parts are available (link to sites etc) for the NP205? Something for a 800hp 5k rpm 1st gen puller. Brian you might have seen it last weekend, broke the front output shaft in the 205.

by **bgilbert** » Wed Oct 03, 2007 10:52 pm

Edit: looks like I found them via google. I'll pass on the phone number.

by **KTA** » Thu Oct 04, 2007 7:20 am

Profab

by **Rampower** » Tue Oct 09, 2007 7:16 am

I just happen to have one of those shafts laying on the bench waiting to go in. I broke one as well.

by **bgilbert** » Fri Oct 12, 2007 9:44 pm

To update, my buddy called them, their 1300$ kit includes straight cut gears, billet input and output shafts. Rear output is bigger, but input and front output shafts are same size as stock (5sp). Both he and Profab agreed, that this kit will not hold his power. He says he might try their straight cut gears, and then try building his own output shafts (bigger). I wonder if the only other option (to remain in street class/oem drivetrain) would be to convert to a 2nd gen t-case and driverside D60?

by **KTA** » Fri Oct 12, 2007 10:04 pm

Since it is just a pulling truck i would judt put a 241dhd or a 271 in it with it clocked for passenger side outlet and overfill it with oil. i think 300ft at a time it would live fine like that. the 271 would be the best suited for that, and it may even be able to have the oil pump pickup reversed inside to reverse the drop correctly i can't remeber, only had a 271 apart once, must be a good case! lol th 1gen front axle is alot heavier than the second gen once you eliminate the locking hubs. it has more splines and bigger axles and kingpins rather than balljoints.

by **MMiller** » Fri Oct 19, 2007 5:30 am

He broke the front output.......Thats interesting. Usually in a gasser they break the rear output shaft around 800 hp.

I've wondered about the lomax low gear set. I assume he is using low side of the t-case which is 1.96 to one. The lomax low gear set is 3:1. This would allow him to use a taller gear in the trans(stonger) and move the gear reduction further down the drive line, but.....this would not help the fact that he broke the front output shaft. HMMMM. Was he bouncing when it broke? What about front drive line angles, are they correct? Does the front end move around and bind the shaft on a hard pull? How many miles on the t-case?

What is the output shaft size of the aluminium t-cases? I'll bet its not much different. I'm betting the aluminium transfer cases are "stronger" because they have a lower gear reduction for low side(1.96 compaired to 2.7) I just have never seen/heard of this part breaking in a 205....

Michael

by **KTA** » Fri Oct 19, 2007 8:04 am

The 271 is about 1 7/8" out the back and 1.5" out the front.

by **bgilbert** » Sun Oct 21, 2007 8:06 pm

I wasn't there when he broke at Shelbyville, maybe Brian seen him break. I'm pretty sure it was at the line prior to moving, just started loading the engine/letting out the clutch. It's a well built puller, you'd be impressed by it.

But get this, I talked to him tonight and now he thinks the front didn't break, but the front lock outs.. again. Had the rear of the truck in the air, turning the wheels and said he seen the front driveshaft turn :?:

. Been too busy and pulling season is over so he hasn't torn into anything.

by **MMiller** » Mon Oct 22, 2007 5:29 am

bgilbert wrote:I wasn't there when he broke at Shelbyville, maybe Brian seen him break. I'm pretty sure it was at the line prior to moving, just started loading the engine/letting out the clutch. It's a well built puller, you'd be impressed by it.

But get this, I talked to him tonight and now he thinks the front didn't break, but the front lock outs.. again. Had the rear of the truck in the air, turning the wheels and said he seen the front driveshaft turn . Been too busy and pulling season is over so he hasn't torn into anything.

Oh, I'm sure I'd be impressed with it, no doubt. I'd do away with the lockouts and get some drive slugs. They don't break as easy. If he's worried about steering it, then he could put a lockout on the drivers side and a slug on the passegner. Here is a link, its just a picture of the cover to the slug, being held by a girl. http://pirate4x4.com/forum/showthread.php?t=309122 If he hasn't done it yet, he needs some 35 spline 1.5" outer axle shafts too.

Michael

by **Cschafer** » Mon Oct 22, 2007 9:33 am

I always heard that the 205 was about bulit proof. But if switching to a 271 was needed the ford high pinion 60 with kingpins would work. There more popular than the dodge/chevy version and the high pinion has the added bonus of helping driveline angle and being stronger due to the gears spinning into them selves as our low pinions push away from eachother when rotating.

by **KTA** » Mon Oct 22, 2007 2:06 pm

Bill I thought when he broke it was a lockout. The aluminum lockouts are really weak and if he has upgraded to 35 spline 1.5" outers I would definitely use drive plates/slugs and do away with the lockouts as they are weak. If its still open diff in the front it should turn fine, if not put an ARB in and be happy with the extra traction and you can steer it.

by **bgilbert** » Thu Oct 25, 2007 10:07 pm

Nope still stock front axle shafts with a spool. He's gonna upgrade them before next season. Prior to the Shelbyville pull he broke both of them and the lockouts? :idea:

In a hurry to make the next pull, he replaced them with stock parts LOL. I'll ask him if he knows about or would want to switch to the drive plates/slugs. It's not a street truck, 'shhh', so steering would only be necessary on/off the trailer, in/out of the shop and track lol.

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