Thread: Lt230 non-collapsible spacer?

Originally Posted by POD

My 2008 130 is currently in dry dock with the transfer case in bits. The spacer that came out of the intermediate shaft appears to be a rigid tube rather than the collapsible spacer I was expecting; is this a similar arrangement to what they did with the wheel bearings in these later defenders, with a fixed-length spacer giving the bearing preload rather than having to set it up the old-fashioned way? If this is so, does anyone know whether this is a suitable option when replacing the bearings, as opposed to using the collapsible spacer that came in the kit from Ashcrofts?

I asked Dave about this and he said that even on the Tdci era fixed spacer t/cases they (Ashcrofts) always use the collapsible spacer in their rebuilds.

I'll probably get in trouble for this, but...

There was no way I could collapse the spacer when I put the rebuild kit through my LT230. Big fat breaker bar, length of water pipe, case in the vice. The only thing that was going to collapse was me...

I re-used the original spacer, after checking that the clearance measurements were correct...

Originally Posted by TeamFA

I'll probably get in trouble for this, but...

There was no way I could collapse the spacer when I put the rebuild kit through my LT230. Big fat breaker bar, length of water pipe, case in the vice. The only thing that was going to collapse was me...

I re-used the original spacer, after checking that the clearance measurements were correct...

A collapsible spacer doesn't crush up into a screaming heap, when the Correct torque figure is applied it will deform to a preset (in manufacture) length, which maybe only a thou or 2, TeamFA what was the torque figure you were trying to attain with Quote:"Big fat breaker bar, length of water pipe, case in the vice.".
Usually crush sleeves are used between pinion shaft tapered bearings to set the pre-load on the bearings, which is read by a special tool (usually) to detrmine how much force is required to rotate the pinion shaft, Regards Frank.

Thanks for the replies. I also emailed Dave about this and he tells me it is a selectable spacer, presumably the distance between the bearings is measured rather than the 'force to turn' figure as in my manual. Will be interesting to calculate the length difference with the new bearings. I think I will use the collapsible spacer though, as I at least have a target figure for the 'force to turn' reading, whereas the preload distance would be a guess. The workshop manual assumes access to all the special tools, no hope of getting hold of these of course.

Originally Posted by Tank

A collapsible spacer doesn't crush up into a screaming heap, when the Correct torque figure is applied it will deform to a preset (in manufacture) length, which maybe only a thou or 2, TeamFA what was the torque figure you were trying to attain with Quote:"Big fat breaker bar, length of water pipe, case in the vice.".
Usually crush sleeves are used between pinion shaft tapered bearings to set the pre-load on the bearings, which is read by a special tool (usually) to detrmine how much force is required to rotate the pinion shaft, Regards Frank.

I thought the same as you've described, but the crush spacer, when fitted, needed to be shortened by about 2mm...! I wasn't trying to get to a specific torque figure to collapse it, I just kept on gradually applying more and more pressure, checking to see how much it collapsed, until I had no more pressure to apply, and there was still no measurable difference.

Perhaps I had done something wrong.... though I checked the procedure and measured multiple times...

I just collapsed mine tonight, it required a firm hand on a standard breaker bar, with an assistant to stop the gearbox turning over. I put permatex nickel base antisieze on the thread, it can give you strong collapsing force for less torque. You have to be careful as you approach the target preload setting, the thread on the intermediate shaft is course. But if you stuff it up, a new spacer is only $7.50 from MR automotive. Currently I have about 2 kg of torque required to turn the intermediate gear, I think a bit more is required. I'm researhcing it now. Cheers Simmo