Short Shaft Kits From Tom Wood For 231 and 249 Transfer Cases
other budget tail shaft conversions, the method of shortening
the main shaft while still installed into the transfer case is
nothing that I would attempt myself or recommend to others. Although
others have claimed success, I would think it to be very difficult
to cut the shaft without heat warping the shaft and also maintaining
the precision for squareness required for the most secure retention
of the out-put flange. Additionally, a precise drilling & tapping
of the shaft would be difficult at best. I have seen many shafts
ruined in this attempt.
Many people seem to have some reluctance with the idea of tearing
into their transfer case. The conversion requires nothing more
than a partial dis-assembly of the transfer case, with a re-assembly
in a like order with a couple of different parts. This can easily
be done while the transfer case is still in the vehicle. The tool
list is minimal and for most people, I recommend you allow 6 hours
time to do the job. Many will get back with me and claim it only
took about 4-1/2 hours. I think this is reasonable, and certainly
a reasonable investment in time to insure a high quality, long
other conversions, Axial float of the rear out-put flange is controlled
only by the rear retaining bolt & washer. Between the flange splines
and the splines on the out-put shaft there is a minor clearance
fit. This minor clearance will allow for independent movement
between the flange and the out-put shaft. Over time (sometimes
very short) this will wear down the splines on the out-put shaft
and the splines in the bore of the flange. This will eventually
lead to the flange fitting loosely and letting the flange running
eccentric. This will create vibrations and noise.
our new kit, the out-put flange or yoke is securely "sandwiched"
between the retaining washer and the rear out-put bearing on the
other lower priced tail shaft conversions you will have a significant
unsupported shaft past the rear out-put bearing. This is of importance
because under load your drive shaft will have a tendency to want
to straighten out. This will substantially increase the overhung
load (radial forces on the out-put shaft) and in high torque situations
actually bend the unsupported out-put shaft.
Tom's method, modifying the out-put shaft is done exactly the
same as another famous and well proven conversion. Effecting the
same net length change on the drive shaft and the main shaft of
the transfer case. The significant cost savings is a result of
modifying the stock bearing retainer rather than having to manufacture
a new bearing/seal retainer and not replacing the more than adequate
original rear output bearing.
for the conversion package complete with the drive shaft are as
top of the line, long travel booted slip & spline CV drive shaft.....................$415.00*
With a solid premium quality component CV drive shaft....................................$385.00*
Including a "generic components" CV drive shaft. ............................................$345.00*
prices include freight (UPS ground Continental US) The price does
NOT include a $200.00 core charge for the original main shaft
& tail cone. Once you have the conversion done , simply give us
a call & we will arrange for UPS to come by your door to pick
up the core for return freight at our expense and you convenience.
In order to build the drive shaft to correctly fit your vehicle
we will need a measurement from the vehicle. If you have a TJ
or a later model Cherokee with the rubber boot that attaches to
the slip yoke on the drive shaft, measure from the slinger on
the rear out-put of the transfer case (This will be the leading
edge of the rubber boot) to the center of the universal joint
at the rear differential. If you have a Wrangler or an earlier
Cherokee, Simply measure from the outermost lip of the rear out-put
seal on the transfer case to the center of the joint at the differential
end. From this original dimension we will be able to determine
what the required length will need to be as an end result after
you complete the conversion.
will need to supply: oil for the transfer case, a small amount
of silicon, and possibly shims for the rear differential. With
the CV type of drive shaft it is very important that the rear
pinion and the drive shaft have the same slope within 3 degrees.
Or with a TJ or a Grand Cherokee with coil spring suspension,
you will need to have a set of adjustable trailing arms.
For further information,
Tom Wood's Custom Drive Shafts
306 East 31 St., Ogden, UT 84402
Phone: (877) 4xSHAFT