| Author |
Message |
    
Alec
| | Posted on Wednesday, August 07, 2002 - 11:55 am: | 
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What are some ways to test the condition of my VC ? After 140K , and after just reading about a guy with a dead VC having only reverse to leave Moab with, I am worried mine might need attention soon. Can it be rebuilt or is there any preventative maintenance for it? What are issues to look for ? I am aware of the lt230 being better but 'if it ain't broke' I have enough to fix already How do I test it to know for sure |
perroneford
| | Posted on Wednesday, August 07, 2002 - 01:01 pm: |
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Remove either front or rear driveshaft, try to drive. If you can drive, your VC is fine. If not, it's dead.
I can be replaced. Supposedly it can be replaced on the truck but the manual calls for the transfer case to be taken down.
-P |
Rob Davison (Pokerob)
| | Posted on Wednesday, August 07, 2002 - 01:36 pm: |
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"i can be replaced"
thats very humble of you perrone 
rd |
perroneford
| | Posted on Wednesday, August 07, 2002 - 03:36 pm: |
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sad but true...
-p |
Ali
| | Posted on Wednesday, August 07, 2002 - 06:40 pm: |
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I think the test is to try to spin the front driveshaft while the rear one is locked (front wheels off the ground). You should barely be able to turn it if all is ok. I'm not sure driving w/o the front driveshaft is an exact test due to the fact that the rear driveshaft is not going through the VC. However, driving with the rear ds off and the front ds on sounds more valid. A word of caution: don't drive too far or too fast in this condition since the VC thinks you're slipping and is almost fully locked up. Now, I know someone will tell me that this can be done for months on end.....
In order to rebuild/replace it, you may need to remove only the rear half of the Tcase, at least that's how I got to it. But if you're going in that far, order new chain and bearings for a "light" rebuild on the Tcase! |
Randall Smith
| | Posted on Wednesday, August 07, 2002 - 07:22 pm: |
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Alec
The test that Perrone suggests is exactly what is the shop manual for viscous coupling diagnosis.
You can order a remanufactured BWTC from the UK for about $1000, but you have to add freight and possibly a core charge.
I personally haven't seen any evidence that the BWTC is a liability off-road. However I will be looking for all the facts someday, as eventually the unit will have to be replaced.
One thing that you will see with the LT230 TC is that sometimes a driver cannot get the diff to lock up(of course this is usually the driver that is off-road for the first time). This doen't happen with the BW.
Randall |
p m
| | Posted on Wednesday, August 07, 2002 - 08:08 pm: |
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Ali,
what is it about the rear driveshaft not going through the VC?
the rear driveshaft isn't any different in its "righs and privileges" from the front. whatever driveshaft you take out, the VC should be able to keep the unloaded yoke to spin at approximately the same rate as the one with the driveshaft attached. the 2WD test is a valid test for the Rover BW 1361 case's VC.
peter |
Craig M. Highland (Shortbus)
| | Posted on Wednesday, August 07, 2002 - 08:54 pm: |
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Jack the entire rear axle up with a floorjack...
slip it into reverse, and see if the vehicle moves at all.
Not sure why anyone would buy a rebuilt unit for 1000.00 from the UK, when you can go to any dealer, and buy a new one for 900.00
140K miles? yep, it's dead....
my .02
Craig |
Craig M. Highland (Shortbus)
| | Posted on Wednesday, August 07, 2002 - 08:56 pm: |
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I should learn how to read...
Sorry Randall
Craig |
Randall Smith
| | Posted on Thursday, August 08, 2002 - 12:34 am: |
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$900?? |
JB
| | Posted on Thursday, August 08, 2002 - 09:14 am: |
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"Jack the entire rear axle up with a floorjack...
slip it into reverse, and see if the vehicle moves at all."
Sorry to sound thick but can you elaborate a bit on this - Will it roll on its own or does it need help with a good push. Jack under the rear pumpkin ?
Craig - when you see dead vcs ( sorry , no Magnum P.I. flash back scenes intended ) are they more often in the locked- up mode where tires bark and chirp on cornering or is it just catastrophic failure ending with high revs with little or no movement ? |
Rob Davison (Pokerob)
| | Posted on Thursday, August 08, 2002 - 10:10 am: |
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by sayiung it will die, does that mean it will slowly loose its preformance, and just begin to turn into an unlockable but functional center diff?
rd |
Randall Smith
| | Posted on Thursday, August 08, 2002 - 03:03 pm: |
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Just to clarify things:
The BWTC has a center diff, just like most other transfer cases. It also has a seperate viscous locking mechanism in the front output housing. The VC locks up automatically and progressively, with a response time of 1/2 second.
Most likely cause of VC failure(which would be really unusual) overheating, or phisical damage. Either of which could cause the blades to deform, which would lock up the VC.
Rimmer Bros price for a rebuilt BWTC: 920 pounds
Price for a rebuilt LT230TC: 675 pounds
Randall |
Craig M. Highland (Shortbus)
| | Posted on Friday, August 09, 2002 - 11:28 pm: |
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Dead vcs......that's funny ;^)
Just to clarify, the $900 is for a new viscous unit RTC6044. I didn't realize Randall was refering to a rebuilt case. I would go his route if I needed to do it again.
When my viscous gave up, It actually would not lock at all. So, for example when lifting a front tire off-road, no power was sent to the rear. Most of the time we see them sieze and do all sorts of bad things to the drivetrain.
JB-
Yes, jack under the pumkin and slip it into reverse. You may want to put the box in lowrange first, depending on your final drive ratio...(read: big tires no gears). Low range will provide enough torque to get things rolling. If the vehicle moves, then your viscous is working. No movement, the viscous is spinning. You would have known long ago if it was siezed.
Regards,
Craig |
Art Rol-over
| | Posted on Tuesday, August 13, 2002 - 10:53 pm: |
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I replced my viscous unit a few months back.I got it from Nathan at DiscountRovers.$600 shipping included.
My RR had about 140k when the viscous unit let go. |
hendrik
| | Posted on Wednesday, August 14, 2002 - 06:18 am: |
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Have a look at
www.ashcroft-transmissions.co.uk
They offer a rebuilt B/W t-case for 5-600britishPounds. Thats 800-900$.
And they claim to change the vicious coupling, too
I wonder where they source it. Work and some different parts (chain, bearings,..) to change included they rebuild it and have to offer a guarantee. So if the VC costs 600$ they need only 200$ more. |
Rob Davison (Pokerob)
| | Posted on Wednesday, August 14, 2002 - 10:09 am: |
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sweet!!! the old ascroft link i have is busted
rd |
JB
| | Posted on Wednesday, August 14, 2002 - 12:10 pm: |
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Art Rol-Over - Did you work on the VC on or off the truck ? Any tips or tricks ?
thanks...
is rol-over a String Chese reference ? |
Art Rol-Over
| | Posted on Wednesday, August 14, 2002 - 06:41 pm: |
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JB,
I did it off the truck but you can do it on the truck.If I remember correctly all you have to do is remove front driveshaft,support tc,remove tc bracket, remove viscous unit cover and viscous unit.(install is reverse the removal)
String Chese?
Art |
Larry Grubbs (Larryg)
| | Posted on Wednesday, August 14, 2002 - 06:46 pm: |
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I concur with Craigs comments. A guy in our club who has a Rangie is seeing similiar probs with his VC. When off-road the tire that has the most traction usually doesn't turn much. If you do much off-roading or plan to in the near future upgrade to an LT-230. If you only off-road once or twice a year keep the BW unit. The BW is "in my opinion" better in street snow and wet conditions than the LT-230. But the difference is really neglicable. Many of the new "High-tech" AWD vehicles now use a VC for a center diff as opposed to your standard Center Differential.
Larry |
Rich Lee
| | Posted on Thursday, August 15, 2002 - 10:00 pm: |
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Alec,
The V.C. on my wife's 91 rangie locked up after about 130k miles. In her case the strain on the locked drivetrain finally snapped the right front driveshaft at the differential. I don't have the manual in front of me, but the condition of the V.C. can be confirmed by a "torque test". I belive the sequence for this test is:
Put the truck up on 4 jackstands.
Remove the front driveshaft.
Set the parking brake.
Put a big socket and torque wrench on the nut that holds the drive flange to the V.C..
Apply clockwise torque to the wrench and the flange should first remiain fixed, the begin to turn slowly at some low setting (3 to 13 ft-lbs?).
As you turn faster, the resistance should increase.
If the V.C. turns freely right away, then it is slipping and is no good. If it doesn't turn at all, then it is locked and is also toast (check your front axles if this is the case).
It is easy to replace by simply removing the front cover of the transfer case while it is on the truck. I bougt mine from Atlantic British for about $812, including shipping.
Good Luck |
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