Rubi Transfer Case Explosion
01-08-2010, 06:43 PM
#11
JK Newbie
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01-08-2010, 06:48 PM
#12
JK Jedi Master
But several JK's on this and other forums have had the exact same ingredients. They seem to fail in the same way.
Either the front of the t-case isn't getting enough oil for the higher rpm's, or the steeper front drive shaft angle is causing the after market u-joint to vibrate, even if you don't notice it. When it hits a critical harmonic, it can all of a sudden vibrate very badly, then explode.
Last edited by ronjenx; 01-08-2010 at 06:52 PM.
01-08-2010, 06:55 PM
#13
JK Junkie
One of the issues with going with lower axles gears is higher drive shaft speeds, as well as faster internal rotation speeds for the t-case and transmission.
One thing that comes to mind is either the t-case started to heat up from the long driving time which caused a bearing to seize, or there is a design issue where something isn't getting lubricated properly at higher speeds. As this has happened to a few people now on this forum.
How are the bearings on the front output? Do they still feel tight, any heat discoloration?
01-09-2010, 07:52 AM
#17
JK Junkie
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I don't see how larger tires or lower gears could cause a transfer case to explode like that. I have only own lifted vehicles (Dodge 2500, K5 Blazer, Etc.) With well over 100,000 miles on them and have never run into a problem like that. I also have a REALLY heavy foot.
01-09-2010, 07:55 AM
#18
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This has been happening lately on quite a few TeraLow 4:1 kits on the older Jeeps. Excessive speeds with the a higher gear ratio have been grenading these units. I don't think transfer cases like taller gears and higher RPMs, what it looks like.
Don't understand why the JK has been failing in many parts of the spectrum.
Don't understand why the JK has been failing in many parts of the spectrum.
01-09-2010, 08:17 AM
#19
JK Jedi Master
Another thing to consider:
When one replaces the front drive shaft with a shaft that has a double cardan joint at the t-case, the front axle must be rotated to get the front single joint as straight as possible. Trying to maintain caster may prevent that.
Having an angle on the front joint pretty much negates the benefit of the double cardan at the t-case. They are not perfect constant velocity joints. They have their own dynamic issues, and are a source of vibration, too.
When one replaces the front drive shaft with a shaft that has a double cardan joint at the t-case, the front axle must be rotated to get the front single joint as straight as possible. Trying to maintain caster may prevent that.
Having an angle on the front joint pretty much negates the benefit of the double cardan at the t-case. They are not perfect constant velocity joints. They have their own dynamic issues, and are a source of vibration, too.
