1999 Dodge Durango Transfer Case & Fuel Delivery

From the moment the 8.3L Dodge Viper engine arrived at National Speed we knew that we were diving into uncharted waters. Like most projects of this magnitude, there are always interesting challenges that require creative solutions. Though the KISS philosophy ("Keep it simple, stupid") may have set sail with the first cut of our Durango's firewall, we have still managed to keep of the project from getting overly complicated.

1999 Dodge Durango Advance Adapters Transfer Case

1. The Advance Adapters four-speed transfer case is the proverbial Swiss Army Knife of geardriven torque dividers. While the bulk of the case is similar to the tried-and-true two-speed Atlas, the six-gear planetary underdrive attached to the front of the case makes the unit extremely versatile. It is fitted with a 2.72:1 low and 1:1 high in the forward planetary assembly, and we have the option of shifting from 1:1, 2.0:1. 2.72:1, and 5.4:1.

1. The Advance Adapters four-speed transfer case is the proverbial Swiss Army Knife of gea

Still working away with National Speed and Momentum Performance in Wilmington, North Carolina, we continue to make progress with the aid of the performance aftermarket specialist and top-shelf fabricators. This dual-shop working relationship has allowed us to build quicker by splitting up some of the more time-intensive fabrication. As much as we enjoy wrenching on this monster, we're anxious to hit the dirt and have that little slice of Mopar history by creating the first 8.3L Viper powered Durango.

2. Each Atlas case is available in a variety of configurations and can be rotated flat for the ultimate in belly pan clearance. Our geardriven unit is set up for our '99 Dodge Durango's drive side drop configuration and is equipped with a 23-spline transfer case input. To allow the case to bolt up to our 48RE, a transfer case spacer, also from Advance Adapters, was implemented.
2. Each Atlas case is available in a variety of configurations and can be rotated flat for
3. To shift the four-speed Atlas, we went with Advance's universal shift kit for the case and a cable shift kit for the underdrive. We'll show you more on how we mounted the lever configuration in a future issue when we start the reassembly of the Durango's interior.
3. To shift the four-speed Atlas, we went with Advance's universal shift kit for the case
4. Since our drivetrain was pushed back roughly a foot, the stock fuel tank would no longer fit. With the decision made to create a fuel cell, we opted to place the new fuel holder in a similar location. This allowed us to use the factory fuel filler neck and breather tube that were already in place.
4. Since our drivetrain was pushed back roughly a foot, the stock fuel tank would no longe

5. The spacing between the framerail and rear driveline limited how wide a fuel cell we could create. Though we looked at increasing the tank's size vertically, we didn't want to hinder ground clearance.
5. The spacing between the framerail and rear driveline limited how wide a fuel cell we co
6. Anytime you build a fuel cell it is important to place the fuel pickups at the lowest point possible. Momentum Performance fabricated our tank with custom baffles to trap the fuel and incorporated a set of Aeromotive AN fitting on the side for our lines to hook up.
6. Anytime you build a fuel cell it is important to place the fuel pickups at the lowest p
7. To protect the 17-gallon fuel cell from damage, we fabricated a 3/16-inch steel skid pan that spans the length of the tank. To support the cell, we devised a custom strap system that uses the Durango's factory gas tank mounting locations.
7. To protect the 17-gallon fuel cell from damage, we fabricated a 3/16-inch steel skid pa

8. Once the fuel cell was double-checked under the rig and tested for leaks, we sent it off to Area 51 Powder Coating to get a fresh coat of gloss black. With the tank back on the bench, we dropped in the fuel level sender that we had picked up from Summit Racing.
8. Once the fuel cell was double-checked under the rig and tested for leaks, we sent it of
9. In order to accommodate the V-10's fueling needs, we used a Walbro high-pressure inline electronic fuel pump that has a free flow rate of 255 lph. A set of Aeromotive high-flow filters was placed before and after the pump to ensure that the external pump stays clean and delivers the fuel quickly.
9. In order to accommodate the V-10's fueling needs, we used a Walbro high-pressure inline
10. The factory 8.3L fuel rail is a returnless system. This means when the fuel reaches the end of the rail, it does not continue to flow directly back into the tank. To ensure the correct amount of fuel pressure, but excess fuel can still flow back into the cell, we used an Aeromotive 13109 bypass regulator (arrow). To finish out our fuel system, we used Aeroquip stainless steel braded -6 lines to tie-in the rail, regulator, and pump along with an assortment of AN fittings from Russell and Aeromotive.
10. The factory 8.3L fuel rail is a returnless system. This means when the fuel reaches th

Parts Summit
Projects vehicles of this size require a lot of parts. While most of the big-ticket items are pretty straightforward, the little stuff like AN fittings and miscellaneous hoses and hardware can really slow progress, especially if your local parts clerk thinks a dash fitting is something you get when you join the high school track team. Lucky for us we were able to cruise Summit Racing's website and round up everything we needed to create our mudder's fuel system. So the next time you're gathering up your parts list, you might try Summit. A little parts browsing on that website saved us a ton of time and cash.

Next Month
We're getting close to shifting the Heavy Metal Mudder out of the shop and into the dirt, but we still have a few big hurdles to cross. With the dreaded wiring still left to be tackled, a cooling system to be plumbed, and a dash in need of reassembly, we'll have plenty of juicy tech waiting for you in next month's issue.