Thread: Borg T/Case help

Originally Posted by justinc

Mike,

firstly, you really need to totally eliminate aother possibilities. Jack up the vehicle on stands, (Rear only if you have the front propshaft off still) and run it in drive up to about 60Kmh or wherever that gear noise etc was coming in.
Get under it and listen carefully to the transfer case and also the rear differential for pinion or carrier bearing 'rumble'. Wheel bearing noises too can be obvious when doing this.

The vibration issue could also have been a Viscous coupling siezing/ siezed. To check this lock the park brake on (with trans out of park,) and attempt to turn the front output flange. This will be quite difficult, you'll need a longish screwdriver or prybar, but it should rotate . If it is impossible to turn, the coupling will be siezed.

The other option, which has I think been mentioned already, is to fit an LT230 case with manual CDL from a Disco or earlier RRC. This is a good idea IF the B/W transfer case is adding up to be an expensive repair, IE its oil pump has failed and other bearing failures etc...


It is difficult to pinpoint the problem from here unfortunately Mike but your ears and a stethascope made from a long metallic object such as a screwdriver can be very helpful when tracing noises in drivetrains as they can sometimes come from a different area and transfer along...

JC

Thanking you JC ... Hadn't thought of the "secure car / jack it up and listen for noises" .... And the tip on checking the ... "Viscous coupling siezing/ siezed" ... is worth "gold"

I know that folks have worked on these box's before and it is good to know "what's the common failure" .... YEP .. there are heaps of parts inside it & that oil pump has got me thinking also ... I guess testing & ripping out the output shaft & viscos will help tell the story


And on this line of thought .... The other option, which has I think been mentioned already, is to fit an LT230 case with manual CDL from a Disco or earlier RRC. This is a good idea
.... Rovercare was of the same thought


Thanking all ... up to me now ....

Mike

Well after much tossing of the pro's & con

Checked the viscos by trying to turn it with a bar and .... it appears to be seized .......

So after weighing it all up
Bearing noise = replace
Viscos = replace
output shafts .... Recon they would be gone = replace
Chain slack = replace

Total = reconditioned transfer box = bill gates bank account // (You don't want to know)

Answer .... Rang up South Australia and ordered a "low K" transfer box out of a 93 RRC ... Being delivered in Perth Thursday .... Installing Saturday

Now some of you's are gonna say ... Mike, you bought another box with a VISCOS in it? ..... Yep .... I did .... Just love trying to keep it original

So I was thinking ..... It's that chain that's hard to replace .... Should I do it now, even tho it's supposed to be in good nick??? (haven't got the box yet)

I have only till Monday 9am to change my mind on the whole deal .... Oh hang on IT IS now Monday



Keen to hear on this one

Mike

Personally I don't think you have made a bad decision. I could be wrong and the replacement unit could seize early in life, but I beleive that the viscous transfer is great for the moderate 4 wheeler.

Hope it serves you well... could have told me before you baught one thou as I have two (three actually)

Originally Posted by Grimace

Hope it serves you well... could have told me before you bought one thou as I have two (three actually)

Sorry Grimace ...always the way ...

BUT i will keep this in mind if it happens again

Don't mind buying a new viscos and replacing it later, as it is easy to get to .... But that chain is a different story .... I believe that all models have it (Lt230) so the chain problem would be the same either way



I only do beach / sand dune or bush track work .... no hard core rock hopping adventures for me

Mike

Originally Posted by mike 90 RR

Sorry Grimace ...always the way ...

BUT i will keep this in mind if it happens again

Don't mind buying a new viscos and replacing it later, as it is easy to get to .... But that chain is a different story .... I believe that all models have it (Lt230) so the chain problem would be the same either way



I only do beach / sand dune or bush track work .... no hard core rock hopping adventures for me

Mike

LT230 has an intermediate shaft and gearset, no chain

Originally Posted by rovercare

LT230 has an intermediate shaft and gearset, no chain

Blast ....

I think you would need a longer output shaft for LT230 any way. The viscous unit are nice and quiet when they behave. I was going to convert my Rangie (Now has over 300 000 kms)but now have a spare low km unit so we will see how long they last with some punishment

Originally Posted by Rangier Rover

I think you would need a longer output shaft for LT230 any way. The viscous unit are nice and quiet when they behave. I was going to convert my Rangie (Now has over 300 000 kms)but now have a spare low km unit so we will see how long they last with some punishment

That's good to know that the viscos is quieter .... There is a lot of knowledge on motors, but gearboxes & transfer boxes can be a bit of "in the mystery league"

I had "assumed" that the MAIN difference between the 2 boxes was that one was a manual geared lock & the other was a "Auto Lock" viscos unit ... but both used a chain off the back of the Auto

I want to take the strain off the viscos via .... installing a Detroit locker to rear diff & a Trutrac to the front diff .... No one got a set for sale now??? 10 spline diffs