Thread: High KMS - Transfer case...

Originally Posted by justinc

Every one I do, gets a slop of Castrol Moly grease. Or if I've run out, nickel antiseize

This just begs the question: At what time/mileage, or under what conditions, does the original lubrication dry up or become ineffective? Should it be something you need to attend to at, say, each drive belt replacement time?

Originally Posted by justinc

Every one I do, gets a slop of Castrol Moly grease. Or if I've run out, nickel antiseize

SO how often you pulling the TC off? I am assuming its to late for mine - and lube wont fix it? Or is it a case of pull it an see?

Assume input just the input and out put or all internals? just asking a re build is $$ ?

Bit disappointing this has not been done or suggest to me before by Dealer (cough) or Indi i use
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Originally Posted by DieselLSE

This just begs the question: At what time/mileage, or under what conditions, does the original lubrication dry up or become ineffective? Should it be something you need to attend to at, say, each drive belt replacement time?

yep - good question.

Sheeze..another thing to worry about...I won't tell the missus @ this one. Just as well we've got the hoist now and I'm retired..just gotta get the patrols off it one day🙄

Replacing the D295 Magna Steyr TC shaft doesn’t sound too complicated.

Replacing the 6hp26 output shaft means emptying the housing as it’s about the last part to come out. So a rebuild, and so may as well replace with new parts.

There is not much you can do, the splines wear pretty evenly, so both wear about the same rate. My 5L40E in my 2006 td6 was worn badly, when the trans got rebuilt at 185k it was replaced. I am not too concerned with the 6hp26/28, they will usually last out to when the gearbox requires a rebuild at the 250 to 300k mark. My TDv8 has done 166k now, no noticeable backlash.
Most of the ones I see, all have dried grease and reasonable amounts of wear, some are bad, some not.
I would only suggest pulling the case to check etc on lowish km units, as the cost can get to almost $900.

The local mechanic who R&R'd my D4's gbox when it need to be rebuilt fitted the new seal to the TC input shaft too far in which allowed oil to escape. He then R&R's the TC to fit another new seal in an afternoon. I will ask for a price to do the L322 as it has done 125K which I consider about the right time for preventative maintenance.

199,876km, i think ill have a go at removing the transfer case, regrease the splines. What could possibly go wrong?.....

Can someone tell me the prop shaft bolt settings please, and if theyre the same for both front and rear shafts.

Thanks in advance.