[johnung]

Originally Posted by FaRKle!

Enabled made a good thread on one root cause.

Been trying to make it through this entire transfer case thread. My question is can it help prevent a TC problem if I add changing the transfer case fluid to my maintenance schedule and how often should I do it on a Stage2 tuned car? Have 34k miles now. Is the TC fluid change involved and expensive like automatic transmission pan & fluid change?
Thanks!

[anielsen71]

Originally Posted by johnung

Been trying to make it through this entire transfer case thread. My question is can it help prevent a TC problem if I add changing the transfer case fluid to my maintenance schedule and how often should I do it on a Stage2 tuned car? Have 34k miles now. Is the TC fluid change involved and expensive like automatic transmission pan & fluid change?
Thanks!

I was recommended by my mechanic to change the oil every 25.000 km to help prevent failure.
I follow the advise but there's no guarantee it won't "blow up".....

[kdog_x]

I don't think the oil change will make much difference. With the unmodified flange on there you'll be lucky to get 60-70k before it strips the teeth off. That seems to be the failure 80%+ of the time. If you have that flange loctite'd in place then changing the oil at some point is probably a good idea to prolong clutch life. I'm at 60k with the flange loctite'd, I went through 2 previous transfer cases by 80k mi with unmodified flanges. Just check my rebuild thread for pics of the failed part

[anielsen71]

Originally Posted by kdog_x

I don't think the oil change will make much difference. With the unmodified flange on there you'll be lucky to get 60-70k before it strips the teeth off. That seems to be the failure 80%+ of the time. If you have that flange loctite'd in place then changing the oil at some point is probably a good idea to prolong clutch life. I'm at 60k with the flange loctite'd, I went through 2 previous transfer cases by 80k mi with unmodified flanges. Just check my rebuild thread for pics of the failed part

Hmmm I have now +151 kkm on the clock with the same flange ,same gearbox and same everything.....

[FaRKle!]

Originally Posted by anielsen71

Hmmm I have now +151 kkm on the clock with the same flange ,same gearbox and same everything.....

You also have a 6cyl N57 vehicle which came with the rubber giubo and produces less vibration than the 4cyl N47.

[anielsen71]

Originally Posted by FaRKle!

You also have a 6cyl N57 vehicle which came with the rubber giubo and produces less vibration than the 4cyl N47.

True.
Is that part of the problem?
Too much vibration from the 4 pot diesels?

[FaRKle!]

Originally Posted by anielsen71

True.
Is that part of the problem?
Too much vibration from the 4 pot diesels?

Yes. See Enabled's dive into the issue.

LCI N47 cars came with a mainly rubber giubo (like the 6cyl models always had) and haven't recorded any failures in the database.

[kdog_x]

Yes, the guibo on the N47 is aluminum. BMW swaps them out for rubber now as part of a transfer case swap. That alone should definitely help the lifespan. Not sure what the frequency of failure is on the N57, but its epidemic on the 4 cylinder.

If the N57 is fairly problem free already having a rubber guibo then the loctite may be overkill. But if it suffers the same flange wear problems, I would do it on my car

Edit: if the LCI models are problem free, then the guibo sounds like it's a sufficient fix! Hopefully my spare input shaft and flange will never need to be installed!

[AlpineX]

Originally Posted by kdog_x

Edit: if the LCI models are problem free, then the guibo sounds like it's a sufficient fix! Hopefully my spare input shaft and flange will never need to be installed!

From a different thread, the production of LCI N47 was somewhat low (09/2015 VW fiasco likely played a large role). Just saying that there are far more Pre-LCI cars running around and being older, average higher overall mileages. I think the sample size is too small and too low of mileage to know how the LCI models will fare, and a factor is the driving pattern of the individual car. The higher mileage LCI cars have likely had a preferential driving profile.
No question the rubber guibo is kinder than solid.

[obiwantoby]

Is there a database of those that are trouble free here? Seems odd such a fundamental part to the xDrive system that has been around a while his having such issues. F3x in general seem to have the issue with the D being kinda common on the 'forums'.

[OneLapper]

The replacement TC failed with 80k on it, 166k miles in total. I had purchased the TC at the dealer on 2/20/18. It was still under warranty by one week! The dealer replaced it for free, parts and labor, even though I had installed it myself.

I had them install the updated rubber guibo at my cost.

I'm going to use Loctite 680 on the flange.

Next time the TC fails, I'm done with BMW forever. To quote the lead foreman at the dealer, they are "disposable" cars.

[Enabled]

Originally Posted by OneLapper

The replacement TC failed with 80k on it, 166k miles in total. I had purchased the TC at the dealer on 2/20/18. It was still under warranty by one week! The dealer replaced it for free, parts and labor, even though I had installed it myself.

I had them install the updated rubber guibo at my cost.

I'm going to use Loctite 680 on the flange.

Next time the TC fails, I'm done with BMW forever. To quote the lead foreman at the dealer, they are "disposable" cars.

I would seriously consider Loctite 660 instead, but yes, the vibrations from the diesel engine need to be prevented from damaging the splines.


https://www.henkel-adhesives.com/us/...ctite_660.html

It's sad that it happens, but it should be preventable with that.
I bought a used gas V8 transfer case (N63) same part number, for testing, and it had zero wear.

[andreigbs]

Subscribed.

Fingers crossed I have no issues with the TC on my X3 diesel. Based on my reading, the X3 is equipped with a different TC and hopefully is not one of those prone to early wear.

I will have it inspected when I do the driveline fluid drain & refill.

[Enabled]

Originally Posted by andreigbs

Subscribed.

Fingers crossed I have no issues with the TC on my X3 diesel. Based on my reading, the X3 is equipped with a different TC and hopefully is not one of those prone to early wear.

I will have it inspected when I do the driveline fluid drain & refill.

The X3 uses the ATC45L, which is not terribly different in the output flange area, compared to facelift 328d. 96mm diameter giubo.

ATC45L is a chain drive transfer case from what I see, and isn't as compact. It has the same non-pressed flange design, which doesn't inspire confidence.

I have one used ATC45L TC coming in for exploring/research and as a spare for my dad's X3 28d (which is tuned and amazing by the way).
I'll pull the flange and see what can be expected. I'll get pics.

[andreigbs]

Looking forward to the pics, thank you in advance.
If possible, when I get the fluids changed I'll get pics to see if there's anything in them. Hoping that since it's a bigger case, it has more fluid capacity which should help with several wear factors.

[Enabled]

I don't think any of these have had actual failures due to lubrication (yet).
The mass majority of failures are output flange, followed by a distant second: the module/actuator having an electrical fault (easier fix).

[dan of montana]

Just added mine to the spreadsheet. I also did a write up on my symptoms, diagnosis, and replacement here: https://www.revogarage.com/bmw-f30-transfer-case/

[Enabled]

Originally Posted by dan of montana

Just added mine to the spreadsheet. I also did a write up on my symptoms, diagnosis, and replacement here: https://www.revogarage.com/bmw-f30-transfer-case/

I briefly read it.

You should be entering in the transfer case calibration code before module initialization/re-learning procedure. Of, if you did it, specifically mention it. This isn't a job that can be done without the proper tools.
The transfer case will eventually throw errors for calibration issues if the transfer case code is mismatched.


Secondly, have a look at this thread, it may help others as well with preventing the failure:
https://f30.bimmerpost.com/forums/sh....php?t=1579087

[Slick_FThirty]

Just to contribute to this thread, my transfer case failed under the previous owner at 23939 Km. At the same time, they diagnosed catalytic converter failure and replaces the cats. $$$

That visit alone was probably valued around $10 000 based on previous quotes.

Car is F30 328i 2013

[Priceless1]

Mine was replaced at 66k. When i bought the car with 40k on it i always felt like something was slipping. Changed the oil in the transfer case and it help for a while.

Got it done under warranty. Now at 85k no problems.

I just saw this today. Maybe something causing these TC's to fail.

https://www.usatoday.com/recalls/aut...TSA-20V185000/

[Enabled]

Originally Posted by Priceless1

Mine was replaced at 66k. When i bought the car with 40k on it i always felt like something was slipping. Changed the oil in the transfer case and it help for a while.

Got it done under warranty. Now at 85k no problems.

I just saw this today. Maybe something causing these TC's to fail.

https://www.usatoday.com/recalls/aut...TSA-20V185000/

https://f30.bimmerpost.com/forums/sh....php?t=1579087

[Priceless1]

Originally Posted by Enabled

https://f30.bimmerpost.com/forums/sh....php?t=1579087

Whats funny is i got my T-case replace in 09/2018 and i remember seeing the cost as it was cheap. The service tech was like these are cheap. Knowing know i should have bought an extra for the $600 it was.

Good read on you t-case flange.