Thread: MT82 Adapter Shaft

Originally Posted by davisshannon

Jon3950, what happened to your clutch so early? It would be good if the dealer can tell you what the blue stuff is when they do the work, hopefully it can solve the mystery.

Diagnosis is the diaphragm spring on the pressure plate is stuffed, but we won't know for certain until it comes out. I've started getting a very heavy clutch pedal when it gets hot.

I'll see what I can find out about the blue stuff.

Cheers,
Jon

Originally Posted by jon3950

Not quite sure what you're getting at Graeme, but I'll try and answer your question. I and several others have had some mysterious blue stuff leaking out of the drain hole in the transfer case but it doesn't look like grease to me.

The lubricant specified by LR is actually an anti-sieze not a grease and is grey not blue. Unless they are lubricating it with something else now I wouldn't expect to see an anti-sieze paste leaking out the drain hole the way this blue stuff is.

I've been looking into this and cannot get any definitive answer from my sources as to whether or not the late builds were lubricated. The only way to be certain is to check the shaft which requires separating the transfer case from the gearbox.

After discussing it with the dealer I have decided, for my own peace of mind, to take the opportunity while the transmission is out to check the shaft as there won't be any substantial extra cost to do it. If a problem is found then clearly it should be a warranty claim, if there is no problem and I have asked them to do extra work for nothing then it is fair enough I pay for it if they cannot claim it back from LR, and I have offered to do this.

I'd rather pay for the peace of mind than not have it checked. I have a good relationship with my dealer and trust them to do the right thing by me as they have in the past. With only 2000km on the clock I think this is a perfect opportunity to reduce the risk of a potential catastrophic failure in the future.

I will keep digging this week and may find more information which may change my approach, but this is where things stand for now.

Cheers,
Jon

Jon, Thank you for an excellent comprehensive post. I can tell you from experience, that your "preventative" maintenance will certainly be more "comfortable" than the trauma that Wifey & I experienced.
I'm looking forward to hearing what happened upon the "examination" of your "parts".
Thanks, Pickles.

Originally Posted by malsgoing130

Not to hijack the thread, but
Does anyone in know who rebuilds transfer boxes here in Perth. Id like to have the hardened bush machined in, all bearings done and the Ashcrofts cross pin put in, all seals done etc etc AND new clutch, thrust bearing put in (mine sounds like helicopter) AND of course while its apart do the adapter coupling replaced again, but with Ashcrofts.

It never ceases to fascinate me how at 77000km I need to do this. The transfer case is leaking like a sieve .

Cheers
Mal

Try Darren at Aztech 4x4 (DazzaTD5 on here). Top bloke. I'm sure he'll be able to help you one way or another.

The "last batch" of very late Defender TDCi (puma) models that have come to me seem to have that leaky blue from the adapter housing.

Yes there is a service bulletin advising technicians to lube the spline on assembly.

I'm thinking the CV boot is a great idea, two big zip ties can be used on each end of the boot to hold it all there. Does it need a grease nipple? maybe, I spose that would be good but would also entail machining/milling a hole in the housing somewhere, maybe on the bottom, then every 50,000km add some grease, while not wanting to overfill it.

Yes the Ashcroft solution like a lot of Ashcroft stuff is always very well thought out and a long term solution.


The wear...
This actually isnt rocket science, I have mentioned this somewhere else in regards to the axle and drive flange "issue" All splines suffer fretting, the fretted material then oxidizes, the oxides are harder than the parent metal and then grind away at the spline more. The purpose of the grease (or oil) is to prevent oxygen from coming into contact with the fretted material. So the important characteristic of the grease is for it to stay in place or to bathe in oil such as with the Ashcroft solution.

The other factor is simply the owner..... while plenty complain about the drive line clunk clunk, some will do the axles/drive flange, some will go further and do a centre diff rebuild, and some would go further and do the splined shaft. A lot seem to leave it until its out of warranty, which by then it will be well and truly worn.

I'm prolly going to do the CV boot and centre diff rebuild as a one job thing and give customers the option to go the Ashcroft solution. But of course the addition of a CV boot is only going to be useful on a spline in good condition or new.

Regards
Daz

Sorry, bit of a basic question.

Re getting dealer to inspect during a service where they are pulling most stuff out anyway.

Are there particular services in the first 3 years suited to making that request.

I've got a 110 MY13, 53000km, no apparent issues so far (no clunkier than it was new, or perhaps I'm more used to it....) but would prefer to be sure.

Cheers

Simon

Yes and I'm thinking I've found out about all this too late so. I'll wait a little while longer and do a full Ashcroft fit out. I have to say though, I gave the drive train a damn good thrashing on the Weekend and came through unscathed. She has 43 thousand on her now and still going strong.

Originally Posted by DazzaTD5

The "last batch" of very late Defender TDCi (puma) models that have come to me seem to have that leaky blue from the adapter housing.

Yes there is a service bulletin advising technicians to lube the spline on assembly.

I'm thinking the CV boot is a great idea, two big zip ties can be used on each end of the boot to hold it all there. Does it need a grease nipple? maybe, I spose that would be good but would also entail machining/milling a hole in the housing somewhere, maybe on the bottom, then every 50,000km add some grease, while not wanting to overfill it.

Yes the Ashcroft solution like a lot of Ashcroft stuff is always very well thought out and a long term solution.


The wear...
This actually isnt rocket science, I have mentioned this somewhere else in regards to the axle and drive flange "issue" All splines suffer fretting, the fretted material then oxidizes, the oxides are harder than the parent metal and then grind away at the spline more. The purpose of the grease (or oil) is to prevent oxygen from coming into contact with the fretted material. So the important characteristic of the grease is for it to stay in place or to bathe in oil such as with the Ashcroft solution.

The other factor is simply the owner..... while plenty complain about the drive line clunk clunk, some will do the axles/drive flange, some will go further and do a centre diff rebuild, and some would go further and do the splined shaft. A lot seem to leave it until its out of warranty, which by then it will be well and truly worn.

I'm prolly going to do the CV boot and centre diff rebuild as a one job thing and give customers the option to go the Ashcroft solution. But of course the addition of a CV boot is only going to be useful on a spline in good condition or new.

Regards
Daz

hi Daz, just to clarify, if the transfer case is leaking the blue oil does this mean the output shaft has been lubricated at installation but is losing the lubrication and will eventually run dry?

Originally Posted by mickygee

hi Daz, just to clarify, if the transfer case is leaking the blue oil does this mean the output shaft has been lubricated at installation but is losing the lubrication and will eventually run dry?

Yes but just remember this isnt part of the transfer case, its an adapter housing and adapter shaft between the Ford gearbox and the Land Rover transfer case.

And yes eventually one would assume if its leaking out the bottom it will one day run dry, but way better than the dry spline of earlier.

Regards
Daz