Transmission - I suspect the worst!

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Originally Posted by Ralph1Malph

Okies,
Small update. I finally made time to crawl under and have a look.
My leak is definitely not engine oil and is most likely trans fluid based on the fact it smells and looks like trans fluid and not tcase oil.
It has fully coated the cross member and the tcase appears clean.
Most worryingly, it has reached the 'slow drips' stage.
Whilst I have no doubt, this is not all of my trans problems, I am sure that it will be low on fluid which won't help.
I've owned the car 21/2 yrs, but done close to 50k and was always aware of a slight weep - which has now obviously progressed.
Experience tells me that if it drips when not in motion, it is spinning it out when in motion!

In other news, I also noticed a front drive shaft leak when under neath. Dammit!

Cheers
Ralph

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First plan is to check the level. 8mm allen key on drivers side near the back of trans case. Idle at about 40degrees or so it needs to be trickling out on level ground. It is worth a try! My guess for the leak is the data sleeve, or if it has had a steel pan conversion then the pan gasket may be leaking

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Originally Posted by justinc

First plan is to check the level. 8mm allen key on drivers side near the back of trans case. Idle at about 40degrees or so it needs to be trickling out on level ground. It is worth a try! My guess for the leak is the data sleeve, or if it has had a steel pan conversion then the pan gasket may be leaking

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My guess is steel pan gasket.
AFAI can tell, all the oil and dirty area is real low on the trans, hence the tcase being pretty clean but not the cross member.
Will find out soon as the Indi has a look!

Cheers
RJ

Here's a thought provoker!
I welcome your thoughts.

Having read many threads on this transmission, as well as many of the commonly available diagrams and tutorials, I reckon my hypothesis is this-:

Physically, the ZF 6HP26X can be fitted to a D3 from any donor make, if the PN is in the range 1068 020 xxx. (Possibly other ranges to but this hypothesis hasn't been tested by myself).
It is acknowledged that internally, there may be some nuance between internal manufacture, but the result (drive to Tcase) is/should be the same.

To get it to integrate with the rest of the D3 though, the mechatronic unit or at least the TCU needs to be swapped from a D3. (Again, it is 'possible' to flash a TCU, but I've not researched that bit yet).

Simplistic hypothesis, I know, but I am just thinking that it should be this simple. Theoretically, it should work.

Thoughts?
Ralph

Orrighty. Had the trans rebuilt by a local business and picked up the chariot a couple of weeks ago.
Lordy me what a difference! Smooth as a babies bum!
PM if you want the business details or cost breakdown.
They used a genuine ZF rebuild kit and parts which included clutch plates, steels and bushes. They do a lot of ZF stuff so I was ok with them doing it.
Solenoids, separator plate and valves were also replaced. Retained my TCU.
Unfortunately, my TC couldn't be salvaged! A replacement from a wreck was acquired and it was then also rebuilt.
The cost? 5$k neat!
Would have been less but the replacement TC cost was absorbed by me up until my quoted 5k and the rest by the business owner. Would have been less that 5k but for that.

I had a chat to him and he believes I was close to catastrophic failure. Whilst the fluid was 'ok' for the km, (approx 60k), it was badly and noticeably contaminated with clutch material and bronze from the bushes.
Similarly, the TC drive and lockup plates had worn to steel in places. The TC vibration dampener had worn so badly the bushes and journals had flogged out, hence the plates wobbled thus rendering it un-repairable afaik.

All in all, an expensive exercise but I should now be trouble free for another 255k.
Yep, chariot has done 255k so I reckon it did ok.

Cheers RJ