This famous car was called as many times as “shishiga”, “shisharik”, and simply - the sixty-sixth. But in fact, this truck has very good qualities, for example, the engine, transmission, and transfer case of the GAZ 66 are located in the cabin. This allowed the designers to get rid of the hood and improved road visibility. Originally created for the military, its design is such that when landing, it stands on wheels.
But, at one time, the army’s need for these vehicles decreased, but for civilian needs such a car was simply necessary. The transfer case (or, if completely, the transfer case) provides an increase in torque, and the main function is to transmit it to the rear and front axles. Also, the GAZ 66 provides for disabling the front axle, which turns the truck into a rear-wheel drive one. In general, the GAZ 66, which has increased cross-country ability, is a car that is not afraid of any off-road conditions. It performs well in both snow and mud. This is largely due to its high seating position, large wheels, and all-wheel drive.
On a GAZ 66, the transfer case with a locked front axle has a drive shaft that includes direct and downshift gears. On this shaft there are splines on which the gears are located. There is also a shaft for driving the rear axle. There is a gear on it, which has teeth both outside and inside. The intermediate shaft, which has a gear that moves on splines, is used to engage the front and rear axles. And the last shaft is for driving the front axle, which is also equipped with a gear.
And, of course, the most important thing is the mechanism by which the transfer case is controlled. If the conditions in which the GAZ 66 is operated are extreme, then an additional gearbox is installed, which has either two reduction gears, or one direct and one reduction gear. The additional gearbox installed on the GAZ 66 allows you to significantly increase the vehicle’s traction, and therefore improves cross-country ability.
The entire transfer case control is made up of two levers. To adjust their position, change the length of the rods. To do this, you need to unpin the pin on the rod on a GAZ 66 car, then pull it out of the fork. Next, move the rod until the desired gear is completely engaged. We set the lever to the position that corresponds to the selected gear, and by rotating the fork, we set the required length of thrust. Now that these steps have been completed, we align the holes in the fork and the lever, insert a finger into it, secure it with a cotter pin, and tighten the nut on the rod.
The GAZ 66 all-terrain vehicle has a transfer case, which is structurally combined with a two-stage gearbox. In this case, the secondary shaft of the gearbox is connected to the drive shaft of the transfer case. The ends of the shafts that come out of the transfer case have bushings on which the universal joint flanges are located. They are fastened using bolts and washers.
The GAZ 66 transfer case has a lock, which eliminates the possibility that a downshift will engage if the front axle is turned off. As well as the opposite - eliminating the possibility of turning off the front axle drive if downshift is engaged. The GAZ 66 transfer case does not require special maintenance, only monitoring the oil level in the crankcase. If necessary, top up to the required level. In the cold season, to make it easier to start the car, it is better to leave both transfer case levers in the on position.
Transfer case of GAZ-66 car
The transfer case of the GAZ-66 car (Fig. 1) serves to increase torque and transmit it to the rear and front axles. The transfer case also contains a device for turning the front drive axle on and off.
The transfer case of a car with a locked drive is one unit with an additional gearbox and includes:
Drive shaft with a movable splined gear wheel for direct (rear axle) and downshift;
Rear axle drive shaft with a gear having outer and inner gears;
An intermediate shaft with a downshift gear and a movable (splined) gear for engaging the rear and front axles;
Front axle drive shaft with gear;
Control mechanism.
On vehicles designed to operate in difficult road conditions, an additional gearbox with two reduction gears or one direct and one reduction gear is installed, which allows further increasing the traction force on the drive wheels in any gear in the gearbox.
If cars have more than one drive axle, then the additional gearbox is usually structurally combined with the transfer case.
The GAZ-66 transfer case is controlled by two levers. The required position of the control levers is ensured by adjusting the length of the rods.
To adjust the position of the transfer case lever, it is necessary to unpin the rod pin, remove it from the fork, move the rod until the required gear is fully engaged (the latch must clearly fix the position of the rod), put the lever in the position corresponding to the engaged gear, and rotate the fork to set the required rod length.
Then you need to align the holes in the lever and the rod fork, insert the pin, tighten it, and tighten the lock nut on the rod.
Fig.1. Transfer case GAZ-66
1-Breather;2-Drive shaft gear; 3-Rear axle drive shaft gear; 4-Speedometer drive gear; 5-Speedometer driven gear;6-Intermediate shaft; 7 and 10 - Intermediate shaft gears; 8-Front axle drive shaft; 9-Front axle drive gears; 11-Drive shaft; 12 and 13- Plugs
The GAZ-66 transfer case for an off-road vehicle with two drive axles is one unit with an additional two-speed gearbox.
The secondary shaft of the vehicle's gearbox is connected by a cardan transmission to the drive shaft 11 of the transfer case. The front ball bearing of shaft 11 is located in the wall of the transfer case housing, and the rear roller bearing is located in the groove of gear 3, manufactured as one piece with the rear axle drive shaft.
The rear axle drive shaft and the front axle drive shaft 8, as well as the intermediate shaft 6 rotate on ball bearings.
Gear 7 of the transfer case intermediate shaft, moving along the splines, can engage with gears 3 and 9, and gear 2 of drive shaft 11 can engage with gear 10 of the intermediate shaft. Gear 3, in addition to the outer one, also has an internal ring gear with which gear 2 can engage.
At the ends of the drive shafts of the front and rear axles coming out of the GAZ-66 transfer case housing, bushings with universal joint flanges are installed on splines, secured with bolts and washers.
The torque from the drive shaft 11 of the GAZ-66 transfer case can be transmitted to the rear axle through the internal gearing of gears 2 and 3, and to the front axle - through gears 2, 3, 7 and 9. When gear 2 is in position, the torque is not transferred to the drive axles given.
When gear 2 is brought into engagement with the internal ring gear of gear 3, the highest (direct) gear of the rear axle is engaged. If you also engage gear 7 with gears 3 and 9, then direct transmission of the front axle will be engaged.
If the gear of the transfer case drive shaft is moved to the left until it engages with gear 10 (gear 7 remains engaged), then a downshift will be engaged, in which torque will be transmitted to the rear axle through gears 2, 10, 7 and 3, and to the front axle through gears 2, 10, 7 and 9 and further through cardan transmissions.
The reduction gear ratio is 1.96.
To engage the front axle, move gear 7 along shaft 6 to the right; at the same time, it engages with gear 9 sitting on shaft 8 and connects the latter with gear 3. When gear 7 moves to the left until it disengages from gear 3, the front axle is turned off.
Gears 4 and 5 of the GAZ-66 transfer case are used to drive the speedometer. Oil is poured into the crankcase through a hole closed by plug 13. This hole also serves to control the level of oil, which descends through the hole closed by plug 12. Breather 1 is used to ventilate the transfer case housing.
The transfer case control system has a lock that prevents the transfer case from engaging a downshift when the front axle is turned off, as well as turning off the front axle when a downshift in the transfer case is turned on.
Periodically it is necessary to check the oil level in the transfer case and, if necessary, add it to the level of the control plug. When storing a car without a garage in the winter, to make it easier to start, the transfer case levers should be left in the on position.
Cardan shafts of the GAZ-66 car
The cardan drive of the GAZ-66 car consists of three open-type driveshafts, at the ends of which sealed cardan joints are mounted on needle bearings with an increased frequency of lubricant changes. On the side of the front and rear drive axles, the cardan joints are closed with stamped caps.
Due to the fact that the distance between the transfer case and the axles, as well as between the gearbox and the transfer case, does not remain constant when the vehicle is moving, the driveshafts have movable splined connections.
The front and rear driveshafts of the GAZ-66 are the same and differ only in the installation dimensions. The driveshaft structure of the GAZ-66 car is shown in Fig. 2.
Rice. 2. Driveshaft GAZ-66
1 - flange; 2 - bearing cover; 3 - cross; 4 - bearing; 5 and 9 - oil seals; 6-oiler; 7-oil seal cage; 8-sliding fork, 10 - outer cap; 11 - inner cap; 12 - valve
To eliminate the ejection of lubricant from the bearings and protect them from contamination, seals 5 and 9 are installed in the cardan joints. In the center of the GAZ-66 driveshaft crosspiece there is a safety valve 12, which serves to release excess lubricant during the assembly of the joints when replacing the lubricant in them.
To change the lubricant, you need to remove the driveshaft, disassemble the hinges, remove the old grease, wash the parts, put 3-4 g of lubricant in each bearing (1/3 of the bearing volume) and assemble the hinges.
It is recommended to disassemble the GAZ-66 cardan joints using a hand press or in a vice using a soft metal mandrel. The gland seal of the movable spline joint consists of two rubber seals. The tension of the seal seals is adjusted by screwing on the seal ring.
Caring for cardan joints consists of lubricating the cardan joints and splined joints, cleaning the shafts from dirt, checking the axial and angular clearances in the joints and the clearances in the splined joints, adjusting the tightening of the oil seal race 7 and checking the fastening of the flanged cardan shafts.
To avoid imbalances when disassembling the shafts, mark all parts so that during assembly they can be placed in the same places and in the same position. You should also pay attention to the fact that the arrows indicating the relative position of the shafts along the spline connection lie in the same plane, as shown in Fig. 2.
The front and rear cardan of the GAZ-66 should be placed with sliding forks towards the transfer case, the intermediate shaft - towards the gearbox.
Malfunctions of GAZ-66 driveshafts and methods for eliminating them
Knock in the GAZ-66 driveshafts during a sudden change in rotation
Worn needle bearings or spline joint
Loosening of driveshafts
Check the driveshafts by turning them by hand. If play is detected, replace worn parts. Tighten the universal joint drive mounting bolts.
Vibration of GAZ-66 driveshafts
Bending of pipes, incorrectly assembled spline joint (marks on parts are not aligned), loosening of bearing caps. Check the correct assembly and fastening of the cardan shafts, replace damaged parts.
Lubricant leakage from hinges, splined joints - Wear or damage to oil seals. Replace seals.
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The transfer case (Fig. 1) has two gears: direct and reduction.
In order to reduce the amount of work during operation, ball bearings are used in the transfer case, which do not require adjustments.
The transfer case is controlled by two levers. The left lever is used to turn on the front axle and has two positions: front - the axle is on and rear - the axle is off. The right lever is used to change gears in the transfer case and has three positions: forward - direct transmission is engaged; neutral (middle) position and reverse - downshift is engaged. The gear shift mechanism of the transfer case is equipped with a blocking device, which prevents the possibility of engaging a low gear when the front axle is turned off, as well as turning off the front axle when a low gear is engaged. The locking device protects the driveline and rear axle parts from overload.
Transfer case maintenance
Caring for the transfer case during operation consists of checking the fastening, maintaining the required level of lubrication and periodically changing the oil in the crankcase.
To troubleshoot problems, in some cases it is necessary to remove the transfer case from the vehicle and disassemble it.
Depending on the nature of the malfunction, disassembly may be partial or complete.
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Transfer case malfunctions and ways to eliminate them |
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Causes of malfunction |
Remedies |
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Increased noise during transfer case operation |
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Increased lateral clearance in gear mesh as a result of wear of their teeth |
Replace worn gears |
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Weak tightening of the bolts securing the bearing caps and nuts securing the cardan flanges |
Tighten the bolts and nuts |
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Failure to properly mesh the gears due to bearing wear |
Replace worn bearings |
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Difficulty shifting gears |
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Uneven pressure in the tires of the front and rear wheels. At the same time, the front axle does not engage while the car is moving. |
Equalize tire pressure |
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Seizing in the transfer case control drive, which may be a result of bent or worn drive parts |
Check the condition of the drive and replace unsuitable parts |
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Crumples, chips at the ends of the teeth of the engaged gears, which appeared as a result of their frequent activation with noise and shock |
Replace unusable gears |
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Seizing in the splined joints of the drive and intermediate shafts with sliding gears |
Replace faulty parts |
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Automatic gear switching when the vehicle is moving |
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Incorrect gear engagement, which does not ensure complete engagement of the gear teeth due to excessive wear of the forks and rods, as well as as a result of loosening of the forks on the rods |
Replace worn rods and forks, ensuring the required fastening of the forks on the rods |
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Misalignment of gear teeth caused by wear of the following parts: forks and rods (when shifting gears, no locking is felt); grooves for forks and splines on the gears of the rear and front axles; transfer case shaft bearings |
Replace worn parts and tighten bolts. When installing new parts, special attention must be paid to ensuring that the sliding gears fit tightly on the drive and intermediate shafts. In this case, the shafts and sliding gears should be selected so that there is no perceptible angular play of the gears when they slide freely along the splines of both shafts |
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Axial movement of the transfer case shafts as a result of loosening the bolts securing the bearing caps, which secure the shafts against axial movements. |
Tighten the bolts |
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Oil leak from transfer case housing |
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Wear of oil seals and flange surfaces on which oil seals operate |
Replace worn parts |
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Wear of seals on rods |
Tighten the oil seal nuts |
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Weak tightening of the transfer case cover bolts |
Tighten the bolts |
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Cracks in the crankcase and covers, damage to gaskets |
Replace unusable parts |
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Unsatisfactory performance of the breather (contamination with dirt) |
Clean the breather from dirt or replace it with a new one |
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Premature wear or destruction of transfer case bearings |
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Improper balancing of cardan shafts |
Check the balancing of the cardan shafts and the condition of the cardan joints |
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Weak tightening of the bearing cap bolts |
Tighten the bearing cap bolts |
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Intermediate shaft retaining rings fall out |
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Poor shaft assembly |
Correctly assemble the shaft |
Removing the transfer case from the car
Disconnect the transfer case control lever rods from the rods. Disconnect the horizontal handbrake rod from the lever. Disconnect the intermediate driveshaft, the front axle drive shaft and the rear axle drive driveshaft, and remove the transfer case.
1. Remove the central brake drum from the driven shaft flange.
2. Unscrew and unscrew the nut securing the driven shaft flange, remove the flange and the central brake.
3. Remove the top hatch cover and remove the retaining balls with springs from the holes.
4. Unscrew the plug from the hole for the locking slides. Remove the shift rods, forks and sliders of the rod locking device with the spring from the crankcase.
5. Unscrew the oil seal nuts from the crankcase, remove the O-rings, washers and oil seals.
6. Remove the rod safety caps.
7. Unscrew and unscrew the nut securing the drive shaft flange. Remove the drive shaft flange and ball bearing cap. Remove the drive shaft with the bearing assembly and the rear axle and downshift gear from the crankcase.
8. Unscrew the fitting of the speedometer drive driven gear from the driven shaft bearing cover and remove the latter from the cover.
9. Remove the driven shaft bearing cap, remove the rear ball bearing (Fig. 2) and the speedometer drive gear from the driven shaft.
10. Remove the retaining ring from the groove on the outer race of the front ball bearing of the driven shaft and remove the driven shaft and bearing assembly from the crankcase through the side hatch.
11. Remove the intermediate shaft covers.
12. Unscrew and unscrew the nut securing the front bearing of the intermediate shaft and remove the locking half-rings from the intermediate shaft.
13. Press the front bearing of the intermediate shaft, remove the thrust washer (some cars do not have a thrust washer).
14. Remove the intermediate shaft assembly with the rear bearing and the front axle and downshift gears.
15. Unscrew the nut securing the drive shaft flange to the front axle.
16. Remove the drive shaft covers to the front axle.
17. Unscrew and unscrew the nut securing the rear ball bearing of the drive shaft to the front axle and compress the bearing.
18. Remove the drive shaft to the front axle and the gear from the crankcase.
19. Press the ball bearing of the drive shaft.
20. Remove the retaining ring from the groove in the outer race of the bearing.
21. Press the front ball bearing off the driven shaft.
22. Press the roller bearing out of the driven shaft seat (Fig. 3).
23. Press the front drive shaft ball bearing onto the front axle.
24. Remove the retaining ring from the groove in the outer race of the bearing.
25. Remove the retaining ring from the shaft groove.
26. Remove the rear intermediate shaft bearing.
Determination of the technical condition of transfer case parts. Before assembling the transfer case, inspect all parts.
The requirements for the technical condition of the transfer case parts are similar to the requirements for the gearbox parts.
The permissible radial clearance in the transfer case bearings and the method for checking it are the same as for the gearbox bearings, with the exception of the drive shaft roller bearing, for which the permissible radial clearance is 0.06 mm when checked under a load of 5 kg.
Before assembly, lubricate all parts of the transfer case to prevent scuffing during the initial period of operation. When assembling, use only new gaskets and seals. Soak the felt rings of the switching rods in the reservoir with lubricant for gas valves.
The transfer case should be assembled in the reverse order of disassembly, taking into account the following instructions.
Select the intermediate shaft and gear for the front axle, as well as the drive shaft and gear for the rear axle and downshift for ease of movement. After selection, the gears should move easily along the shaft splines by hand, but should not have noticeable axial play.
When pressing ball bearings onto the journal of the drive shaft and onto the front journal of the driven shaft, place the bearings with the groove facing outward.
When pressing the central brake lever pin into the driven shaft cover, maintain a size of 29.5 +0.25 mm from the end of the pin to the end of the boss.
Some cars do not have spacer and oil rings at the front end of the front axle drive shaft.
After installing the drive shaft to the front axle, insert the front axle engagement gear and the driven gear of the reduction gear into the crankcase. Insert the intermediate shaft assembly with the rear ball bearing into the crankcase through these gears so that the threaded end of the shaft comes out of the bearing hole. Place two retaining half rings in the shaft groove, place the downshift gear washer and press the front ball bearing into the crankcase hole and onto the shaft journal until it stops against the thrust ring.
Before installation, dip the speedometer drive gear in oil. Before installing the fitting on the driven gear shank of the speedometer drive, lubricate its threaded part with a thin layer of sealing paste.
Installation of the rear bearing on the driven shaft is shown in Fig. 4, and in Fig. 5 - pressing it into the crankcase assembly with the drive shaft.
Nuts securing bearings and cardan flanges should be cored over the shaft grooves.
When the rear axle engagement rod and downshift enter the rear hole of the crankcase, press the lock slide with a mandrel.
Tighten the nuts of the rod seals until they begin to rotate tightly.
Place the assembled transfer case on a test bench, fill in oil (spindle oil at ambient temperature, or nigrol, heated to 60 - 80 ° C) and check the operation of the transfer case for noise in all gears at 1500 rpm of the drive shaft for 3 - 5 minutes. When checking, no noise should be heard from the forks touching the gears or the gears touching other parts.
Oil leaks from the transfer case are not allowed anywhere.
After the test, drain the oil from the transfer case, remove it from the stand, unscrew the nut securing the driven shaft flange and install the central brake on the driven shaft bearing cover. Then place the driven shaft flange, washer and nut, core it into the shaft groove and screw the central brake drum to the flange.
The transfer case is installed on the vehicle in the reverse order of removal.
Adjusting the transfer case. In the transfer case, the gear shift control drive is adjusted. The adjustment should ensure that the gears are fully engaged. The required position of the control levers is ensured by adjusting the rod lengths.
To adjust the position of the lever, unpin the rod pin, remove it from the fork, move the rod until the required gear is fully engaged (the latch should clearly fix the position of the rod), put the lever in the position corresponding to the engaged gear, and by rotating the fork set the required rod length. Then align the holes in the lever and the rod fork, insert the pin, tighten it and tighten the locknut on the rod.
The transfer case (Fig. 1) has two gears: direct and reduction.
In order to reduce the amount of work during operation, ball bearings are used in the transfer case, which do not require adjustments.
The transfer case is controlled by two levers. The left lever is used to turn on the front axle and has two positions: front - the axle is on and rear - the axle is off.
The right lever is used to change gears in the transfer case and has three positions: forward - direct transmission is engaged; neutral (middle) position and reverse - downshift is engaged.
The gear shift mechanism of the transfer case is equipped with a blocking device, which prevents the possibility of engaging a low gear when the front axle is turned off, as well as turning off the front axle when a low gear is engaged.
The locking device protects the driveline and rear axle parts from overload.
Transfer case maintenance
Caring for the transfer case during operation consists of checking the fastening, maintaining the required level of lubrication and periodically changing the oil in the crankcase.
To troubleshoot problems, in some cases it is necessary to remove the transfer case from the vehicle and disassemble it.
Depending on the nature of the malfunction, disassembly may be partial or complete.
Causes of malfunction
Remedies
Increased noise during transfer case operation:
Increased lateral clearance in gear mesh as a result of wear of their teeth
Replace worn gears
Weak tightening of the bolts securing the bearing caps and nuts securing the cardan flanges
Tighten the bolts and nuts
Failure to properly mesh the gears due to bearing wear
Replace worn bearings
Difficult gear shifting:
Uneven pressure in the tires of the front and rear wheels. At the same time, the front axle does not engage while the car is moving.
Equalize tire pressure
Seizing in the transfer case control drive, which may be a result of bent or worn drive parts
Check the condition of the drive and replace unsuitable parts
Crumpling, chips at the ends of the teeth of the engaged gears, which appeared as a result of their frequent inclusion with noise and shocks
Replace unusable gears
Seizing in the splined joints of the drive and intermediate shafts with sliding gears
Replace faulty parts
Automatic gear shifting when the vehicle is moving:
Incorrect gear engagement, which does not ensure complete engagement of the gear teeth due to excessive wear of the forks and rods, as well as as a result of loosening of the forks on the rods
Replace worn rods and forks, ensuring the required fastening of the forks on the rods
Misalignment of gear teeth caused by wear of the following parts: forks and rods (the locking is not felt when shifting gears); grooves for forks and splines on the gears of the rear and front axles; transfer case shaft bearings
Replace worn parts and tighten bolts.
When installing new parts, special attention must be paid to ensuring that the sliding gears fit tightly on the drive and intermediate shafts. In this case, the shafts and sliding gears should be selected so that there is no perceptible angular play of the gears when they slide freely along the splines of both shafts
Axial movement of the transfer case shafts, as a result of loosening the bolts securing the bearing caps, which secure the shafts from axial movements.
Tighten the bolts
Oil leak from transfer case housing:
Wear of oil seals and flange surfaces on which oil seals operate
Replace worn parts
Wear of seals on rods
Tighten the oil seal nuts
Weak tightening of the transfer case cover bolts
Tighten the bolts
Cracks in the crankcase and covers, damage to gaskets
Replace unusable parts
Unsatisfactory performance of the breather (contamination with dirt)
Clean the breather from dirt or replace it with a new one
Premature wear or destruction of transfer case bearings:
Improper balancing of cardan shafts
Check the balancing of the cardan shafts and the condition of the cardan joints
Weak tightening of the bearing cap bolts
Tighten the bearing cap bolts
Loss of the intermediate shaft locking rings:
Poor shaft assembly
Correctly assemble the shaft
The transfer case (Fig. 1) has two gears: direct and reduction.
In order to reduce the amount of work during operation, ball bearings are used in the transfer case, which do not require adjustments.
The transfer case is controlled by two levers. The left lever is used to turn on the front axle and has two positions: front - the axle is on and rear - the axle is off.
The right lever is used to change gears in the transfer case and has three positions: forward - direct transmission is engaged; neutral (middle) position and reverse - downshift is engaged.
The gear shift mechanism of the transfer case is equipped with a blocking device, which prevents the possibility of engaging a low gear when the front axle is turned off, as well as turning off the front axle when a low gear is engaged.
The locking device protects the driveline and rear axle parts from overload.
Transfer case maintenance
Caring for the transfer case during operation consists of checking the fastening, maintaining the required level of lubrication and periodically changing the oil in the crankcase.
To troubleshoot problems, in some cases it is necessary to remove the transfer case from the vehicle and disassemble it.
Depending on the nature of the malfunction, disassembly may be partial or complete.
Causes of malfunction
Remedies
Increased noise during transfer case operation:
Increased lateral clearance in gear mesh as a result of wear of their teeth
Replace worn gears
Weak tightening of the bolts securing the bearing caps and nuts securing the cardan flanges
Tighten the bolts and nuts
Failure to properly mesh the gears due to bearing wear
Replace worn bearings
Difficult gear shifting:
Uneven pressure in the tires of the front and rear wheels. At the same time, the front axle does not engage while the car is moving.
Equalize tire pressure
Seizing in the transfer case control drive, which may be a result of bent or worn drive parts
Check the condition of the drive and replace unsuitable parts
Crumpling, chips at the ends of the teeth of the engaged gears, which appeared as a result of their frequent inclusion with noise and shocks
Replace unusable gears
Seizing in the splined joints of the drive and intermediate shafts with sliding gears
Replace faulty parts
Automatic gear shifting when the vehicle is moving:
Incorrect gear engagement, which does not ensure complete engagement of the gear teeth due to excessive wear of the forks and rods, as well as as a result of loosening of the forks on the rods
Replace worn rods and forks, ensuring the required fastening of the forks on the rods
Misalignment of gear teeth caused by wear of the following parts: forks and rods (the locking is not felt when shifting gears); grooves for forks and splines on the gears of the rear and front axles; transfer case shaft bearings
Replace worn parts and tighten bolts.
When installing new parts, special attention must be paid to ensuring that the sliding gears fit tightly on the drive and intermediate shafts. In this case, the shafts and sliding gears should be selected so that there is no perceptible angular play of the gears when they slide freely along the splines of both shafts
Axial movement of the transfer case shafts, as a result of loosening the bolts securing the bearing caps, which secure the shafts from axial movements.
Tighten the bolts
Oil leak from transfer case housing:
Wear of oil seals and flange surfaces on which oil seals operate
Replace worn parts
Wear of seals on rods
Tighten the oil seal nuts
Weak tightening of the transfer case cover bolts
Tighten the bolts
Cracks in the crankcase and covers, damage to gaskets
Replace unusable parts
Unsatisfactory performance of the breather (contamination with dirt)
Clean the breather from dirt or replace it with a new one
Premature wear or destruction of transfer case bearings:
Improper balancing of cardan shafts
Check the balancing of the cardan shafts and the condition of the cardan joints
Weak tightening of the bearing cap bolts
Tighten the bearing cap bolts
Loss of the intermediate shaft locking rings:
Poor shaft assembly
Correctly assemble the shaft
