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  #41  
Old 12-02-2008, 03:05 PM
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Casey Casey is offline
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I don't think there is an advantage over the 727/208 (yeah the 300 is gear driven and cast iron w/huge after market).
The 208 is plenty strong and there are no driveshaft issues to deal with. Everything to do the swap to a 208 is readily available using factory parts. Cross member, driveshafts, shifter etc...
I did a 208 swap and only had to get one driveshaft made. The whole swap cost me less than $150. D300s can fetch more than that.
But they do bolt right to the 727 eliminating the need for adapters etc... keeping the cost down. A big bonus for using one if you need to swap out your t-c.

I have done the 300 swap with a 727. I never drove the thing tho'. I just installed it and then went in an entirely different direction.(454/700r4/203/205)


Bolted to a 727 the D300 front yoke is very close to the trans pan. Like several here pointed out, a thin driveshaft with a single u-joint is the ticket. A dbl cardan joint will not work.

Here it is with a Currie twin stick installed in the Chief:



pic of the trans/t-c bolted together. You can see how close the yoke is to the pan:
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  #42  
Old 12-02-2008, 05:59 PM
incommando
 
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Thansk. Good info. I have the 727/208. I guess there is no reason to buy the th400/300.
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  #43  
Old 12-06-2008, 12:10 PM
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matt thompson matt thompson is offline
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Quote:
Originally Posted by AKAMC
How is this working out for you? I may be doing this in an 85 with a 727 and CUCV D60 passenger drop front. The front axle will be SOA so I hope I wont have a tranny pan issue.

It is definately close, i don't think a double cardon cv shaft would work. For the front I dont think cv shaft is needed though IMHO. Yes is clears the tranny with a skinny driveshaft like mine. I found my shaft from a scout with an auto, perfect length and skinny. Only thing that needs to be done is re route exhaust.
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  #44  
Old 12-16-2008, 04:40 PM
PavementPounder PavementPounder is offline
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As someone mentioned earlier, the 1980 Scout units are nice alternatives for FSJ owners with T-18's. I hooked up Jersey Joe with one a while back. Finding the bull gear can sometimes be a pain in the ***, though.
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  #45  
Old 12-16-2008, 05:05 PM
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JERSEY JOE JERSEY JOE is offline
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TEXAS BOLT PATTERN DANA 300

THAT'S RIGHT. PAVEMENT POUNDER DID HOOK ME UP WITH A RARE TEXAS BOLT PATTERN DANA 300 FOR MY T-18 IN A CJ 7. WAS A GOOD UNIT THAT HAS WORKED VERY WELL.

FOR WHAT IT'S WORTH MARK IS A STAND UP GUY THAT I WOULD VOUCH FOR ANYTIME.


JERSEY JOE
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  #46  
Old 12-16-2008, 05:16 PM
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Quote:
Originally Posted by JERSEY JOE
THAT'S RIGHT. PAVEMENT POUNDER DID HOOK ME UP WITH A RARE TEXAS BOLT PATTERN DANA 300 FOR MY T-18 IN A CJ 7. WAS A GOOD UNIT THAT HAS WORKED VERY WELL.

FOR WHAT IT'S WORTH MARK IS A STAND UP GUY THAT I WOULD VOUCH FOR ANYTIME.


JERSEY JOE


Now don't you two turn this into a mushy back patting contest of a thread.

We want to hear about blood, sweat, tears cracked cases, broken teeth, missing tailhousing. God forbid anyone admit that a D300 is a good t-case in a fullsize rig. Now that i've spewed that random BS



Mark is right the scout D300 (1980 scouts only and a 1/2 year at that) is a hard unit to find and then trying to source a bullgear for it if it didnt come with it is even harder. One option is a new set of gears any terra 4:1 kit will come with a new bull gear........ it should be noted that just like a d20 the scout d300 case is also not clockable.

FYI the scout 300 is the shortest d300 option avaiable since it uses the ultra thin d20 texas pattern adapter when mated to a t-18/19 or to a 727 it can not however be married to a T400 as there is no GM shaft or the 32 spline bull gear on the market.
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  #47  
Old 12-28-2008, 04:44 PM
Aaron871 Aaron871 is offline
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CJ-7
401
T-18
39.5's


He had a good skid plate, this was from torque...


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  #48  
Old 12-28-2008, 11:24 PM
PavementPounder PavementPounder is offline
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Quote:
Originally Posted by Aaron871
CJ-7
401
T-18
39.5's


He had a good skid plate, this was from torque...

Kind of odd to have a failure like that before breaking the driveshaft u-joint.
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  #49  
Old 01-07-2009, 10:39 PM
Aaron871 Aaron871 is offline
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Quote:
Originally Posted by PavementPounder
Kind of odd to have a failure like that before breaking the driveshaft u-joint.

IIRC
He had a wheelin shaft with greasless CTM's and a street shaft with Spicers. He said that the CTM's didn't have any needle bearings and that they were not good at sustained speeds. So he swapped the drive lines before and after a wheeling trip.

edit: and his rear was a cromo shaft 60. We had been chasing the weak link around that thing for a long time, the 401 in it was built with such high compression that it needed 117 octain.... lol. I think that was the problem...
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Last edited by Aaron871 : 01-07-2009 at 10:41 PM.
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  #50  
Old 01-26-2009, 02:03 PM
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matt thompson matt thompson is offline
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gotta love big motor torque, looks like he needs a np205, or stak d300 replace-a-case.
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  #51  
Old 02-16-2009, 03:16 PM
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http://www.pirate4x4.com/forum/showthread.php?t=761638

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I would think boxing would limit the amount the frame could flex over obstacles which I think IMO would be a bad thing. I would think you would want all the articulation possible.
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  #52  
Old 02-28-2009, 07:02 PM
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  #53  
Old 03-10-2009, 11:22 PM
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moabbigjeep moabbigjeep is offline
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727/d300 combo

put in a Klune V and that would eliminate the pan clearance issue.:-)
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  #54  
Old 04-07-2009, 08:24 PM
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Dirtball Dirtball is offline
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I'm putting together a 727/twin stick 300 combo to stick in my hidey hole for the future... I'll have two 400s and three Qtracs here in about another week, and I'm expecting seals, gaskets, and fluid from BJs this week for my less than 50,000 mile unit that I got recently. Therefore I'm going to run them 'til they break or wear out then go with my other combo. Was thinking of going MM kit... this was good reading to let me know whether or not I want to do this. I'll have to be on the lookout for one of the Scout driveshafts.
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  #55  
Old 08-14-2009, 06:32 PM
JeepMods JeepMods is offline
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Last edited by JeepMods : 08-14-2009 at 06:38 PM.
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  #56  
Old 11-03-2009, 08:52 PM
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brutusvon brutusvon is offline
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I have a 1975 Wagoneer with about 10" of lift susp and body, 35" tires, 360ci, 4bb carb, headers, dual exhaust with flowmasters, T4 trans and a Dana 300tc. I bought it like this not sure I would have built it this way but so far so good
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  #57  
Old 11-05-2009, 05:38 PM
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fullsizejohn fullsizejohn is offline
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Ive got one! Only a few trips on it but so far I like it.

Went with the AA adapter for a 2wd tranny. Changed my T400 to a 32 spline output, used the AA 32 spline input in my d300 and their adapter. All went pretty smooth in and im almost flat with the frame rails, maybe only 1/2" from being flush with the frame. Right now i have the stock drive shafts(recut). I did install the twin sticks just for the bling affect(didnt grind the pills and/or the shaft). Seems to do a good job.

As i beat on it, i will keep ya posted.
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  #58  
Old 12-10-2009, 07:53 PM
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TINMAN93 TINMAN93 is offline
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300 GRINDER

This is a great thread. Just what I've been looking for.

I've had some 727 issues and a geared T-case has been in the plans for a while so when my third 727 blew up at Hot Springs in Sept, I'm thinking Upgrade!

I have a line on an AMC Hydro400 that I'm planning to use with a Novac adapter. I had thought of going the 205 way,even a divorced one to have equal length shafts, but I like the 300 weight and gearing better.

The issue is I have a Driver side front D44. I didn't read where this was noted in any of the posts.

Has anyone put a H400 with a D300 clocked for a driver side dump?

Or is it somewhere in the post and I missed it?

Tinman
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  #59  
Old 12-10-2009, 08:06 PM
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Greg Taylor Greg Taylor is offline
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I'm working on installing a flipped Dana 300 behind a NV3550. I am installing the LONGER AA input, for the flipped 300, so that there is plenty of spline engagement between the NV3550 (flush output shaft) and the D300. The stock dana 300 has roughly 1.25" of spline engagement between trans and t-case. The AA kit input is 3/4" longer and has about 1.25" more spline engagement ... So ... 1.25+1.25 = 2.50 ... 2.50 - .75 = 1.75". 0.75" is the thickness for the flip ring (which DOES NOT come with the AA long input kit).





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  #60  
Old 12-10-2009, 08:10 PM
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I would want to know what caused 3 727's to blow up. TH400's and 727's are both good trannies very tough what is causing the failure. tracing the cause before replacing the whole system might be helpful for you. Shoot the 727 came behind the cummins (i've got an old 89 4x4 that we used for a recovery rig on all our peterbilts with turned up pump and big Ramsey 12k winch on the front that we sold at 280k and it only had 1 replacement put in it) and even the TH400 and TH475 had trouble holding up to the 4bt in the bread trucks, something has to be causing the catostophic failure. I hope the swap eliminates it for you

as to clocking yes it can be done and usually for a nominal amount i think my buddy had $250 into his but for $600 one can have a replace a case from stak and the guts froma D300 can be had for $50 on pirate from someone who did a 4:1 swap. or do the 4:1 swap and 32 spline outputs while you are at it wait that can get spendy but you get the gist i think the replace a case is definately the place to start with a flip. but as you see above the flip ising impossible
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The 608.9 hybrid dana 44 build

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GO UM Montana Griz

"Dont worry the Coors light engineering department will be documenting this accordingly."

Last edited by dusty : 12-15-2009 at 11:08 PM.
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