XSeries-forum

Ok. So what the best way to confirm it is the transfer box before taking further action? I have had the prop shafts of spinning the flanges and can't feel any knocks.

Do the actuators/resistors ever go, or are the usually ok?

5F3A - DSC Transfer case malfunction.
5F39 - DSC Transfer case internal.
5462 - servo motor or coupling force too high

Yes but what I am asking is ...... Is there is any way I can test manually that would shine some light on the situation. Like a visual inspection, dropping  the oil and inspecting for fillings, or the likes? I have always been trained that a code only points you in the direction of the fault. Or is what you are telling me transfer case is the only possible fault. All I want to do is avoid the car becoming a money pit if you can get where I'm coming from because as it stands potentially £600 for tyre say £800 for TC all not know 100% if it's all going to fix it. More than aware that nothing is a sure thing with car diagnostics and it is always going to cost some Money. But no point on just throwing the stuff at it.

My concern being that if the servo force from the motor was to high that the plastic gear inside the servo would be stripped or at least slightly worn. Due to it being the weak point. So surely that code if the force too high was correct there would at least be slight damage?

No, force too high mean tolerance set by vtg ecu is outside calibration. Plastic gear is not a weak point. Plastic is plastic for an reason but that is not your issue so i will not go any further with it. First gen of the xdrive system (x3 e83); When you switch engine off and then back on, DSC and VTG ecu sends signals to the transfer box motor to check calibration. It must be within tolerance set by system on calibration. If it fails, lights on dashboard and error codes.

Ok. Thanks for the input some very important questions answered. I will hopefully get home for next weekend, get it stripped and keep use posted with results.

Right people I recently got around to stripping and inspecting the transfer box. Not quite as much damage as I would have liked to see. (In regards to being certain this is 100% the fault is. The two bearings in the clutch pack were slightly pitted along with the spreader arms. The clutch itself looked a little worn (more so the pressure plates).

So I have got new bearings, clutch plates here ready to fit, have had the spreaders machined down so running surface is smooth to prevent premature wear of the new bearings and I am currently awaiting for engineering shims to arrive to replace what has been removed from the spreaders during machining process. Hopefully this fixes it, I will keep use posted tail end of next week.

It wont last long~1000miles will brake again. You can not use shims in clutch system.

My TC problem was that cornering at slow speeds or reversing would cause grinding noises from the rear. I had the TC replaced with a S/H unit by Phoenix Transmissions of Scrubs Lane, London NW10 6RE incl parts & labour for £400+VAT. All good so far.

[quote="gs223"]
My TC problem was that cornering at slow speeds or reversing would cause grinding noises from the rear. I had the TC replaced with a S/H unit by Phoenix Transmissions of Scrubs Lane, London NW10 6RE incl parts & labour for £400+VAT. All good so far.
[/quote]
Hi and welcome to the forum.
Do you have the Msport with the staggered setup, or are all the tyres the same size /profile /star marked.
When I bought my X3 Msport you could feel the transmission winding up.
I have fitted Identical new tyres all the way around so to guarantee the rolling resistance is perfect.
Much cheaper than going down the * marked route.
When I removed the old tyres, which were 3 different makes there was a 30/35 mm difference in rolling curcumferance.
Tyres seem to be the main culprit in wrecking transfer boxes, so isn't want you wrecking the replacement one as well.

Thanks for the welcome 

I've got 17" wheels with a complete set of standard size Zeta Alventi tyres (car is 2004 SE ~100K miles); they were relatively cheap and don't have a great reputation, but I was thinking of changing to 18" staggered at a later point.

Certainly skimming the internet indicates that odd-size or uneven wear tyres can be problematical.

Better sticking with the same width tyres and rim widths to avoid transfer problems. I've got the different width rims as standard on the Msport.
I've fitted identical tyres on all 4 corners to eliminate problems with rolling circumference differences.
If you are considering larger rims, I have the 19" Msport rims, which will take 245/19's all round even though they are supposed to be for the staggered setup.

[quote="kkx5"]
It wont last long~1000miles will brake again. You can not use shims in clutch system.
[/quote]

Got the transfer case back together quite some time ago after refitting took it to get programmed and it would not allow the computer to do its thing so the motor had to be replaced as well.

New motor and  on programmed works a treat with no warnings. The repair to the TC clutch pack solved the knocking. Shims fitted are now well in excess of 1500 miles and I was communicating with another person that used shims on a different forum. He said his shims had been installed for over 10,000 miles.

Did, as a try, well over 30 transfer boxes with shims on a clutch pack arms, all came back within a year under warranty....

Well only time will tell I suppose but I will be sure to keep you posted regardless.

Out of interest where were you placing the shims also how thick of a shim were you using?

Also When doing the warranty job in which way had the clutch pack failed after using the shims?