Thread: Transfer case spline problem

Yes thats the problem,,
I thought by '97 that was fixed,,,
starts off as a clunk as you let the clutch out, as the shaft spins till the next surviving tooth engages, progressivly breaking off more and more teeth.
Yes the "fix" is to drill an oil hole, but by the time you need it its rooted anyway,,,
NEW PART PLEASE.

97 built disco's had it fixed as a general rule, some got thru without the fix but not many

Dave, check the serial number of the transfer case fitted to your vehicle - 28D 460996F (Discovery) and 22D 461124F (Defender). From these numbers onwards, the modified type input gear is fitted to aid gearbox output shaft spline lubrication.
The alternative (to drilling holes in your current gear) is to remove the PTO cover and fit an 'oil slinger' into the recess in the rear of the t/case - these are great for lubrication purposes and were the temporay 'fix' before the modified gears were introduced.

G'day Guys,

Steve Parker in UK does a kit - disc type things that spreads the oil over the input shaft - GBP 25 (AUD 60ish )airfreight to Australia.

"Fits Land Rover Discovery Series 1 (Upto 1999), Range Rover Classic 5 speed - 1989 M.Y. (Upto Chain Drive Transfer Box), Land Rover 90/110 & all LT77 / LT85 gearboxes with LT230 transfer boxes.

This is designed to be fitted in situ, quickly and easily. You simply remove the PTO plate on the transfer box, preferably remove output gear (which just slides out), clean out 'paste', refit input gear, fit oil feeder and then refit PTO plate. We recommend checking the gearbox mainshaft condition and writing it on the label that is fitted to the oil feeder.

If the gearbox mainshaft is worn to excess, it will require renewing along with the in put gear in the transfer box.

Mainshaft Oil Feeder is £21.86 inc. vat plus UK postage of £1.50 and apx £3.50 to Europe"

see http://www.steve-parker.co.uk/frame.htm under Designed products

BR LRH.

Many thanks foir all your help guys. Thats great info
Dave

Teeth dont break one by one as posted above but splines wear until they finally strip away.

Over fill your transfer case by a pint so extra oil finds its way to the splines.
Easy to check wear too.
Open round cover on rear of tfer case and check for metallic grey sludge arounfd splines.
Wobble gear to check for wear.

Bazzle 8)

All the guff is good on this topic, but it is important to see just how much wear is on the output shaft of the gearbox.

Bazzle's clue to the result is correct - when it's ALL stuffed, the rear and the front of the transfer gear is covered in rust/grindings/grease/sludge in the spline cavity.

To check the wear on the mainshaft, you have to remove the transfer gear - easy job. Look at the mainshaft for fretting of the splines and if the wear is excessive - out with the gearbox (and the wallet at the same time) and say goodbye to a grand!

Transfer gear, cross-drilled, is about $330 for reasonable quality after market gear. New bearings about $30 each (2 off), and you have to set the bearing preload with the correct selective shim - they are about $10 each.

It really depends on the level of use/abuse you wish to sustain, or what levels of backlash you can live with. But once it starts to go, the spline wear accelerates quickly and the clonks get louder!!

Perhaps turn up the radio more.

Good luck.

Peter

sorry Bazzle,,
mine broke off,,
it makes an interesting door stop,,, [img]style_emoticons/<#EMO_DIR#>/biggrin.gif[/img]