Today I have already successfully tested the electric drive for controlling the transfer case. For this, two motorized windscreen wipers from a Muscovite were used. They are to the frame, and the movable levers on them cut straight into the rods.
Somewhere I saw a photo, they installed electric engines from ESP. It worked too. Photo and description of the process in the studio! Post has been editedden773: 27 October 2008 - 16:58
Transfer case drive
1 - lock clutch fork
Details of the drive and intermediate shafts
1 - flange;
Transfer Case Differential Parts
1 - retaining ring;
Disassembly
3. Unscrew the fastening nuts and remove the crankcase
10. Remove the front cover 4 together with
14. Remove the rear and front bearings from
Assembly
6. Leading 1 and intermediate 2 shafts
7. Pressing the bearings onto the housing
10. When crimping the transfer case shaft nuts
Everyone is good with Sobol 4 × 4: inexpensive, good cross-country ability, and in comparison with the Ulyanovsk “loaf” it is simply luxurious. However, there is an element in its design that frightens off a considerable part of consumers - permanent four-wheel drive, full-time "(full-time). The transfer case, along with the front gear and propeller shafts, howl too much and vibrate at high speed.
Two years ago, the designers decided to overcome the disease and began to grind the gear teeth of the transfer case. Introduced 100% control of vibration and noise characteristics of bearings. The handouts began to work quieter, but it was still far from ideal. And then the plant workers took drastic measures. At the joint engineering center of GAZ, work began on a new all-wheel drive transmission of the "part-time" type (part-time) with a connected front axle - instead of the "full-time" version, permanent all-wheel drive.
The new transfer case has kept the maximum unification with the previous one: the original elements (highlighted in red) can be counted on the fingers.
In order not to lose the main market trump card - low cost, the designers were asked to unify the new distribution box with the serial unit as much as possible. As a result, it retained a four-shaft scheme with constant gearing, in which there is no direct drive (the gear ratio of the first stage is 1.07, and the second stage increases the torque by 1.87 times).
Instead of the center differential housing with satellites, a special adapter sleeve is now screwed onto the differential gear.With the rear axle drive shaft, this bushing is permanently connected by splines, but the front axle shaft is connected to it through a toothed coupling. Even in the razdatka, the rods of both forks had to be replaced. Thus, in the new transfer case, it was possible to retain all the old body parts, except for the front cover of the control mechanism.
In addition to the "part-time" distribution, we have developed new cardan shafts with CV joints instead of crosspieces. They are better centered in the circuit and are nearly free of noise and vibration.
Only the owners of "sables" with passenger and cargo-passenger bodies will be able to fully appreciate the advantages of the transmission with the new cardan shafts. In flatbed trucks and three-seater vans, the joints on the shafts leading to the bridges are the same. Their distribution box is located outside the cab, and therefore the noise in the cabin is initially less. The plant workers think so, but I disagree with them.
The transfer case on Sobol 4 × 4 is installed in the middle of the wheelbase and is connected to the gearbox by an intermediate cardan. The latter also received CV joints instead of crosspieces.
I jump into the brand new "Sobol" - "part-time". Inside, nothing has changed: the same three levers in the floor, the familiar transmission indicator lamp on the instrument panel. But their functions are different. The lamp does not signal a locked differential, but the activation of the front axle. And the lever that included the lock now engages the front axle.
The high-torque Cummins diesel engine cheerfully accelerates the car, and I listen to the noises of the transmission: 60, 80, 100 km / h - quietly. Earlier, at this turn, I cut off conversations with fellow travelers: the noise drowned out the conversation. Now we can continue the debate about the advantages and disadvantages of "full-" and "part-time" schemes. There is not even a hint of the former distribution itch, even at one hundred and twenty.
We drive off the asphalt onto a sandy hillock. Quickly losing momentum, the car began to burrow, throwing fountains of sand from under the rear wheels. I push the left hand-out lever away from me. The front end connects with unusual ease - and the Sobol easily climbs both this hill and all subsequent ones.
The shape and location of the transmission levers have not changed, only the content of the information sticker has been updated.
Only when the wheels sank into the sand almost to the hubs, for the first time I decided to resort to a low gear in the transfer case (it can only be used by connecting the front-wheel drive). But there is still a rear interwheel blocking "Eaton" in stock. For a year now, all four-wheel drive "sables" and "gazelles" have been equipped with it. Let's add here a large ground clearance and small overhangs - with such an arsenal "Sobol 4 × 4" will give odds to other venerable off-road vehicles!
The permanent all-wheel drive system has not gone anywhere: the production of cars with full-time and part-time transmissions is going on in parallel. And rightly so: each scheme has its own admirers. The former is preferable for motorists who travel off-road more often than on asphalt. The plug-in four-wheel drive is addressed to those who mainly drive on the asphalt, but sometimes poke their heads where Makar did not drive calves. This option is just right for me. You need to drive comfortably a thousand and a half keme on the highway and then confidently overcome 500 meters of mud right to the water's edge.
Both types of all-wheel drive are priced the same: any "Sable 4 × 4" is exactly 52,000 rubles more expensive than a rear-wheel drive counterpart with a similar body. In the segment of light commercial vehicles, this offer is still the most attractive.
The transfer case with a disconnectable front axle for vans and combi is equipped with flanges for cardan shafts with CV joints. Cars with permanent all-wheel drive are equipped with cardan shafts with crosspieces.
It is not the first year that GAZ has been experimenting with a new design front drive axle - with CV joints instead of universal joints of unequal angular velocities. Their introduction will help to completely get rid of the uneven movement of the wheels at large angles of rotation. On Sobol 4 × 4, this small feature is clearly visible when turning.
The new bridge is likely to mature by the time Gazelle-Next 4 × 4 is put on the conveyor.But even earlier on "gazelles" and "sables", buttons for controlling the transfer case may appear instead of levers: tests of electrified transfer cases are in full swing.
The four-wheel drive engineering school at GAZ is already seven and a half decades old. What all-terrain vehicles have not been designed here over the years! A whole magazine is not enough to tell about everyone. Let's go through only the lightest cars.
The first light all-wheel drive - GAZ-61 - was created by the designer Vitaly Grachev on the basis of the "emka" in 1939. The torque of the in-line "six" GAZ-11 was enough to get by with four gearbox stages from the lorry without an additional downshift in the transfer case. CV joints were used in the drive of the front wheels! Prototypes were assembled with a phaeton (model 61-40), a sedan (61-73) and a pickup with an all-metal cab (61-415). In 1941, only a sedan and a simplified pickup 61-416 with an open cab managed to get into small-scale production. In total, about 200 cars were made by the end of the war.
At the beginning of 1941, Vitaly Grachev developed a compact army SUV GAZ-64 with an original frame and a simplified open body. The car was equipped with an M-1 4-cylinder engine and the same transmission as that of the GAZ-61. It only lacked an intermediate propeller shaft between the gearbox and the transfer case. From August 1941 to April 1943, 671 copies of the GAZ-64 were manufactured. The chassis "sixty-fourth" served as the basis for the light armored car BA-64.
In 1943, the GAZ-64 was modified: the track of the driving axles was expanded from 1206 to 1446 mm (bridges from the GAZ-61) and the body was adapted to them. The car, indexed GAZ-67, held out on the assembly line until August 1953. Circulation of nearly 93,000 pieces. On the basis of the GAZ-67, the BA-64B armored car and the GAZ-011 amphibian were produced.
A new page in the history of the Gorky all-terrain vehicles was opened by the GAZ-69, developed under the leadership of Grigory Wasserman in 1950 and mastered in 1953. He received a 52-horsepower engine and a 3-speed gearbox from Pobeda. The four-shaft transfer case with built-in range-change and front axle shut-off clutch was developed from scratch. Like today's "sables", it was mounted separately from the KP. The gear ratios are 1.15 and 2.78. Along with the base model, the more comfortable five-seater GAZ-69A and the amphibian GAZ-46 were produced. In 1956, the production of "sixty-ninths" was transferred entirely to UAZ. They were made there until 1973. For two decades, the forces of both factories have produced 634,000 of these "gaziks".
In 1954, Grigory Wasserman tried on the transmission from the GAZ-69 to the reinforced Pobeda body. So the light off-road vehicle M-72 was born. The car was mass-produced from 1955 to 1958, the total circulation was about 4,700 pieces. In the GAZ-21 family, which replaced the Pobeda, there was no longer a place for an all-wheel drive.
Another light all-terrain vehicle designed by Wasserman - the M-73 model of 1955 - did not make it to the conveyor, but it served as a prototype for the 410 model Moskvich. We made two prototypes - with pickup and coupe bodies. Both were equipped with a 35-horsepower engine and a 3-speed gearbox from "Moskvich-402". The drive axles and the transfer case are made according to the model of the GAZ-69.
In 1974, according to a one-time Kremlin order, the plant produced a batch of five all-wheel drive Volgas GAZ-24-95 (lead designer Leopold Kalmanson); one of them was sent to the Zavidovo hunting farm to Leonid Ilyich Brezhnev. The transfer box, borrowed from the UAZ-469, was placed in the middle of the wheelbase, separately from the gearbox. The front axle was composed of an inverted GAZ-24 rear gearbox with UAZ steering knuckles and CV joints. The main gears of both axles received cam differentials.
The Volga GAZ-3105 (lead designer Sergei Batyanov) became the only GAZ car in which all-wheel drive was used not to increase cross-country ability, but to provide decent handling parameters on slippery roads. The first prototype was built in 1987.V-shaped gasoline "eight" with a volume of 3.4 liters (170 hp) is installed in front of the front wheel axle. The two-shaft 5-speed gearbox is combined with a front gearbox and a lockable symmetrical center differential. Until 1996, 79 copies of the GAZ-3105 were assembled, including 24 prototypes.
Transfer case overhaul - general information
Overhaul of the transfer case is a difficult procedure to perform on your own. It involves the disassembly and correct reassembly of many small assemblies and components. It is necessary to accurately measure the many gaps and correct them correctly by choosing the appropriate size shims and circlips. Thus, if it becomes necessary to overhaul the transfer case, its removal and installation can be performed by an amateur mechanic, while the actual repair and restoration should be left to the car service specialists. There is a possibility of purchasing remanufactured boxes - consult the specialists of the dealer department. In any case, the time and money spent on repairing and restoring the old box will be quite commensurate with the cost of purchasing a restored unit.
Nevertheless, it should be said that the overhaul of the transfer case by the forces of even an inexperienced amateur mechanic is quite possible, provided that there is an appropriate special tool and an accurate and careful approach to performing each of the procedures, when not even the smallest steps are skipped.
Tools required to perform a transfer case overhaul include pliers for removing and installing both inner and outer circlips, bearing puller, sliding hammer, drift set, plunger-type dial indicator, and possibly a hydraulic press. In addition, it is absolutely essential to have a stable, comfortable workbench equipped with a vice, or a stand for dismantling transmissions.
When disassembling the transfer case, pay close attention to how each of the smallest components are installed, their position in relation to other parts, and the type of fasteners (take notes as you disassemble). The accompanying illustrations provided here are intended to help you understand the layout of the box - however, drawing up explanatory notes during disassembly still much more reliably guarantees the correctness of subsequent assembly.
Transfer case components type NP231
1 - Front holder of the crosspiece, its oil seal, sealing washer and fastening nut
25 - the Drive sprocket
Transfer case components, type NP242
1 - the holder of the front bearing with an epiploon
30 - Guide bearing (primary gear / driven shaft)
Transfer case components, type NP249
1 - the Epiploon
24 - Rear bearing of a driven shaft
Before sending the transfer case for repair, it is useful to have an idea of which part of the transfer case is malfunctioning. Some of the defects are uniquely associated with different nodes, which can greatly simplify the troubleshooting procedure and reduce the time for troubleshooting. See also Section Troubleshooting at the beginning of the Guide.
PARKMOTORS sells transfer cases for 4x4 all-wheel drive Gaz-33027 and Gaz-2217 from a warehouse in Moscow.
Transfer case (razdatka) for all-wheel drive Gas-33027 and Gas-2217 4x4 with switchable all-wheel drive
Transfer case for Gaz-2217 4x4 and Gaz-33027 4x4 new generation vehicles with switchable all-wheel drive. The design of the transfer case allows the car owner to significantly increase the resource of both the transfer case and the front axle by using it only when necessary. The design of the transfer case has also been improved. The combination of these factors allows you to comfortably use the car both on public roads and off-road!
ATTENTION! We strongly advise you, before going to the warehouse, call MTS: 8-916-119-99-08 and clarify the availability of a transfer case (distributor) in the warehouse, and then familiarize yourself with the directions.
The transfer case distributes the torque between the axles of the vehicle. Located after the checkpoint in a separate unit. More details
The transfer case distributes the torque between the axles of the vehicle. It is located after the checkpoint in a separate node, or combined with it. For example, the gas transfer case 63, had a connection with the main gearbox through a propeller shaft.
The principle of operation of the transfer case depends on the transmitted power. Differential RK is:
with the disconnection of someone's driving axle,
with disabling only the front axle,
with manual or automatic connection of the second drive axle if the wheels slip.
Replacing the transfer case is a laborious process. Disassembly takes place in stages. It is necessary to remove the transfer case and its subsequent replacement. The main points are replacing the pads, replacing the transfer case oil seal, breather, and treating the cylinder during oxidation. The empty space of the oil seals is filled with thick grease; Litol can be used.
It is important to correctly assemble the transfer case after repair, the assembly of the RK takes place in the reverse order. To do this, it is useful to study the device, diagram or drawing of the transfer case.
You can buy a transfer case from MOSTAT. Transfer case is sold cheaper in bulk. The retail price can be viewed at the link: transfer case price.
To make the operation of the transfer case enjoyable to the owner of the car, clean the gearbox and the gearbox on a regular basis, tighten the fasteners, monitor the oil level in the crankcase and regularly replace the old oil with a new one.
The transfer case of the car is an important and necessary part, the service life depends on your care and control.
If you find malfunctions in the transfer case, you can try to fix them yourself, or play it safe and contact good specialists. Many people recommend MOSTAT.
The transfer case is controlled by a lever through a mechanical drive. The main purpose of the box is to reduce wear on parts and increase efficiency. It will be very useful to use a transfer case subframe - this will reduce noise, vibration and create additional protection against various kinds of damage.
Four-wheel drive transfer case is relevant when driving off-road and bad roads.
There was no time to tell about the installation of the distributor from the gas 66.
In general, it all started with the fact that I once again burned the clutch (ceramic) and screwed up the basket (the basket was already spoiled, and I finally screwed it up)
Here is the root cause itself:
I changed the clutch. The basket was installed by the same TURBO ZMZ, and the disc decided to install it from the stater - it serves as much as ceramics (not for long), but it costs 3 times cheaper, and since there is no visible difference, why pay more. I bought a basket for 2300. a disc for 1500.
Then I changed the transverse beam of the frame (which stands above the end of the gearbox) - I bought a new one for 1,300 rubles.
Then he welded a crack in the frame… It hurts my eyes too - it's been 3 years already. a year ago I welded her, and she went next to the weld seam - this time I put an overlay with oblique edges - it seems like it should hold.
I didn't really like my frequency of clutch replacement, because the work of replacing the clutch is not small (do not confuse it with your cars, I have hydraulics on the box and it's not so simple for me - I need to change the clutch for 2 days).
In general, it was decided to put a lower price for a long time. The transfer case from gas 66 was chosen as the lower one. Why exactly this?
Firstly, because they have already done this before me - and this is very important. A man from Kazakhstan, Sergei Shpiev, did it before me. Here is his forum thread:
And secondly, this lowered me in all respects suited me. it is as reliable as a tank (I think it will not survive a single gazelle - there is absolutely nothing to break there); it has the best gear ratios for me - at the reduced speed it divides the speed by exactly 2. and the second one has a straight speed; there is a switchable exit to the front axle (which is important for the subsequent construction of a jeep); it is not as noisy as a gazelle razdatka ... In general, according to the totality of all these qualities, it was the razdatka from gas 66 that was chosen. I bought it for 10,000 rubles a new one, from storage.
The first step was to make adapter washers for Gazel cardans (first of all - because the search for a sober turner is a long process and can last an infinitely long time, so I decided to take care of these adapter plates from the very beginning):
Video (click to play).
Description :
