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NP119 T-Case questions

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zeebo76:
I have an NP119 T-Case I'm considering for my Eagle project.  However, after a good deal of searching, hard data on this T-Case is hard to come by.

My project involves swapping my Eagle's 258/TF998/NP128 combo with something more "mechanical".  I'm certain of two things:  I will be swapping the 258 for an (AMC) 360, and the TF998 for an AX15.  The transfer case is the final sticking point.  I have in my possession both an NP119 and an NP242.  The NP242 is clearly the sturdier option, however the unobtrusive nature of the NP119 appeals to me.  The car won't be used for anything other than street and (very) light trail duty, and I won't be making any power-increasing modifications to the 360 outside of the standard de-cluttering/de-smogging.

I would appreciate any input (anecdotal or otherwise) about the NP119 that would contribute to my understanding of its longevity and reliability.  As it was a very short-lived option for Eagles, I'm not sure how many people would have experience with it.  However, it seems logical to me that it would share quite a bit with the NP129 T-Case used in Eagles for the overwhelming majority of their production run.  Other than the ability to shift out of 4WD, of course.

Thanks in advance.

Trooper:
Here's a bit of info...

http://amceaglesden.com/guide/NP119_Transfer_Case

amcfool1:
hi, if you get a 360 into an Eagle, you will be one the few. Good luck, and keep us posted.
The best way to add more power is to put in a stroker 4.0 . Putting a V8 in is fiendishly difficult. Again, good luck!   gz

Canoe:
With the 360, you've got to find a way to hang the front diff/axle. 4.0 or 4.0 stroker has the flange for that.

I too would be strongly suggesting you take a look at a 4.0 or a 4.0 stroker. And there's a wide range in choices in doing that. And it's a more modern engine, better balances available between performance, performance choices, reliability, parts availability, fuel usage and emissions. Cheapest quality way is buying a stroker pre-made. More fun to build your own, but usually a lot more expensive, even for the same end result for the low-end crate 4.0 strokers. Do a lot of research. (I didn't, and I paid 4x over what a crate 4.0 stroker costs, to have my 258 rebuilt with 4.0 head, cam, etc.; I got exactly what I wanted, but a crate 4.0 stroker would have more power, more torque, with lower fuel use, etc.. Only extra beyond drop it in, is drilling and tapping for the diff/axle supports.)

As for more mechanical, the NP128 is the only Eagle transfer-case that doesn't have a viscous ring inside to fail and contaminate the TC and ruin it if not caught in time (and where do you get a replacement part, vs. a replacement TC). I ran an '81 with the NP119 in it; loved it - great driving feel. When I got the '86 with the NP128, same, until I was immediately disappointed with it in the first snow - until I got snow tires. I still have an upgraded TC in mind, but with good tires, I've had it over 15 years and somehow an upgraded TC just hasn't been a nag. With on-road, if not slippy surfaces (or you get good tires), if not giving it crazy upgraded HP/torque (see below), I believe the NP128 is the way to go. And you've already got one. Check it over (fluid debris? wear? seals?), and if good thoroughly drain it, fill it back up with ATF+4. (Might want to do the drain & fill twice a month apart if you didn't like the old fluid, so the residual fluid gets diluted and mostly flushed with the 2nd change. A flush is an idea, but I don't know what would do that without residual flush fluid compromising the new fluid; after a few days, a second drain & fill?)

Depending on the HP and torque you put in it, you may need a beefier TC. (and diffs?) NP242 is fine, you don't need the hummer version. If you're only going to drive on-road, and no steep mountains with a trailer, etc., if you got a TC with high-low, you wouldn't be the first person to not have a control inside and leave it permanently in high. The NP128's vac high-low shift 'motor' may or may not be adaptable to other TCs. There's also other TCs than the Np242 that are beefier than the Eagle TCs.

zeebo76:

--- Quote from: Trooper on March 12, 2022, 09:38:11 AM ---Here's a bit of info...

http://amceaglesden.com/guide/NP119_Transfer_Case

--- End quote ---
I've read through that page, but no mention of applicable torque ratings that I can see, which is my primary concern.  Thank you, though.


--- Quote from: amcfool1 on March 12, 2022, 12:38:23 PM ---hi, if you get a 360 into an Eagle, you will be one the few. Good luck, and keep us posted.
The best way to add more power is to put in a stroker 4.0 . Putting a V8 in is fiendishly difficult. Again, good luck!   gz

--- End quote ---
I'm quite handy with a welder.  Fitting the 360 in won't be a problem, it's getting a space to do it in that's proving to be an issue.  There will definitely be pictures posted to the Den, don't worry.  :)


--- Quote from: Canoe on March 12, 2022, 05:44:28 PM ---With the 360, you've got to find a way to hang the front diff/axle. 4.0 or 4.0 stroker has the flange for that.

I too would be strongly suggesting you take a look at a 4.0 or a 4.0 stroker. And there's a wide range in choices in doing that. And it's a more modern engine, better balances available between performance, performance choices, reliability, parts availability, fuel usage and emissions. Cheapest quality way is buying a stroker pre-made. More fun to build your own, but usually a lot more expensive, even for the same end result for the low-end crate 4.0 strokers. Do a lot of research. (I didn't, and I paid 4x over what a crate 4.0 stroker costs, to have my 258 rebuilt with 4.0 head, cam, etc.; I got exactly what I wanted, but a crate 4.0 stroker would have more power, more torque, with lower fuel use, etc.. Only extra beyond drop it in, is drilling and tapping for the diff/axle supports.)

As for more mechanical, the NP128 is the only Eagle transfer-case that doesn't have a viscous ring inside to fail and contaminate the TC and ruin it if not caught in time (and where do you get a replacement part, vs. a replacement TC). I ran an '81 with the NP119 in it; loved it - great driving feel. When I got the '86 with the NP128, same, until I was immediately disappointed with it in the first snow - until I got snow tires. I still have an upgraded TC in mind, but with good tires, I've had it over 15 years and somehow an upgraded TC just hasn't been a nag. With on-road, if not slippy surfaces (or you get good tires), if not giving it crazy upgraded HP/torque (see below), I believe the NP128 is the way to go. And you've already got one. Check it over (fluid debris? wear? seals?), and if good thoroughly drain it, fill it back up with ATF+4. (Might want to do the drain & fill twice a month apart if you didn't like the old fluid, so the residual fluid gets diluted and mostly flushed with the 2nd change. A flush is an idea, but I don't know what would do that without residual flush fluid compromising the new fluid; after a few days, a second drain & fill?)

Depending on the HP and torque you put in it, you may need a beefier TC. (and diffs?) NP242 is fine, you don't need the hummer version. If you're only going to drive on-road, and no steep mountains with a trailer, etc., if you got a TC with high-low, you wouldn't be the first person to not have a control inside and leave it permanently in high. The NP128's vac high-low shift 'motor' may or may not be adaptable to other TCs. There's also other TCs than the Np242 that are beefier than the Eagle TCs.

--- End quote ---
Putting a 360 in it is most of the reason for the project - I'm not after more power, though that is a happy side effect of the swap.  I'm after a 360.  It'll be a show car and sunday cruiser, so concerns like economy, power, parts availability are secondary concerns.  I haven't shared many details of the project here but suffice to say it will be a unique Eagle when I'm finished with it.

As far as other inputs, thank you, you've made good points.  The viscous ring in the NP119 would be a concern, and I know the NP242 has quite the high reputation in Jeep circles, so that's what I'll be going with I suppose!

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