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Price: $2100.00
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PLEASE SEND VIN NUMBER LAST 7 TO SEND YOU THE CORRECT PARTTRANSFER CASE WILL COME ON A PLASTIC BOX...562 39-17011 text or call thanksBuying a transfer case with out rubber mount you are lookingto spend 300 dollars with labor and special tools to install
- Important notice about warranty:This complex spare unit requires professional installation and special equipment to reset adaptations after installation. Warranty requests must include written proof of professional installation and evidence that the unit was properly coded during installation. Warranty requests that do not include written proof of professional installation will not be honored.
- CORES ........ IF CORE ITS BROKEN OR NOTRepairable/Rebuildable/the core must be returned unopened/ WE WONT CREDIT THE DEPOSIT
- HABLAMOS ESPAÑOL
- These warranties won\'t cover thelaborto remove or install the part that was purchased
- ............ IF WE DONT RECEIVE THE TRANSFER CASE (CORE ) WE WONT CREDIT THE DEPOSIT
- BMW X3 (E83) X5 (E53) Transfer CaseTheory, Operation and Failures
BMW X3 (E83) models come equipped with the ATC 400 transfer case, identifiable by the four bolt front driveshaft flange, you can view this part from below the vehicle. BMW X5 (E53) models come equipped the ATC 500 transfer case, identifiable by the splined front driveshaft connection. The ATC 500 also utilizes one additional disc in the clutch set and a greater distance (19mm) between the input and output shafts than in the ATC 400. E53s splined driveshafts can be troublesome, wearing out and causing slip. A quick inspection of the driveshaft for rust coming out of spline area is a good indicator of a possible or future issue.
Power FlowBoth transfer cases utilize a multi-disc clutch, this allows for variable torque to be applied at both the front and rear axles. The multi-disc clutch couples the rear axle driveshaft output flange to the front driveshaft output, and when fully engaged, the front and rear axles turn at the same speed. Because the input shaft is splined, there is a permanent connection to the rear axle propeller shaft output flange and when the clutch is disengaged, all driving torque is distributed to the rear axle. Electronically regulating the locking pressure of the multi-disc clutch provides a stepless coupling of the front axle to the drivetrain, changing the driving torque on the front axle.
Traction at each axle dictates the torque distribution on each. Accelerating from a standstill in first gear under full throttle. If both axles are experiencing identical traction, the rear axle will sustain greater driving torque as the vehicle weight shifts to the rear with the acceleration. However, if there were higher traction under the front axle, more driving torque will be transmitted to the front axle.
Adjusting LeversThe servomotor rotates a disc cam, forcing the adjuster levers apart. The adjuster levers press apart applying pressure to the ball ramps, adjusting pressure on the multi-disc clutch, up to full lock.
Servomotor with Motor Position SensorThe disc cam is rotated by the servomotor with worm gear. The servomotor is a permanent magnet DC motor containing a Hall sensor which detects the position and the adjusting speed of the motor shaft. The motor drive has a plastic gear, which can be a trouble area.
Manufacturing tolerances lead to varying curves of the multi-disc clutch. Because of this, the actual locking torque is be measured on a test bench during manufacturing. Because of varying manufacturing tolerances in the transfercase when they are manufactured, a resistor equaling these locking torque characteristics is mounted to the transfercase. Everytime the engine is started, the transfer case control unit measures the resistance and the correct program map is selected.
Limp Home OperationIn the event of important sensor signal failures or failure of the DSC control unit, four wheel drive function is maintained for as long as possible by a limp home control, integrated in the transfer case control unit. Limp home control operates in redundancy to the transfer case clutch control in the DSC control unit and contains only two control functions: precontrol and traction / slip control.
Traction / slip control utilizes wheel speed. Precontrol utilizes engine signals, steering angle, and yaw. In the event of individual sensor signal failures, substitute values are calculated and relevant functions are continued with increased control thresholds. This process is employed until useful four wheel drive control is no longer possible, in which case the drive is alerted by the DSC / xDrive lamp lighting up in the instrument cluster and by an acoustic warning signal.
If rear wheel speed signals are faulty, wheel speed is calculated using engine speed (as the rear axle is always driven). If the front wheel speed signals fail, the values of the rear are adopted. Wheel speeds are also substituted for a faulty steering angle signal.
Transfer Case Oil and MonitoringOil Monitoring is performed by the VTG control module to determine when service is due. Service due is indicated by a Fault Code. Additional details are available using an advanced BMW scan tool. Service functions provide direction on changing the transfer case oil and updating the VTG control module with the necessary reset and adaption procedure, which is extremely important for condition based service (CBS).
The VTG calculated transfer case and clutch wear based on amount of slip, torque, speed, mileage and can account for road conditions. Service intervals will vary based on individual vehicle use.
Common Associated Fault CodesBMW Fault Code 54c6 - Worn Transfer Case Oil (xDrive Transfer Case Fluid)
This fault code is due to work transfer case fluid. Fix is to replace transfer case fluid.
BMW Fault Code 5F3A and BMW Fault Code 5463 - Usually three warning lights will light: 4x4 Warning Light, Brake Warning Light, and the ABS / DSC Warning Light. You\'ll usually hear a clicking noise or clunk when engine is turned off from the transfercase area.
This fault code group is usually caused by a faulty servomotor or worn servomotor gear. Your choices are replace the entire servo-motor or just the servomotor gear.
BMW Fault Code 5462 - Servomotor or coupling force too high
Clear all fault codes. Remove VTG motor but keep it plugged in. Check for power and ground at the transferase motor with a voltage meter after activating the motor in
DRIVE >> VTG >> COMPONENT ACTIVATION>> SERVOMOTOR AND CLUTCH
If you have power and ground but the motor doesn’t rotate, replace the transfer case motor.
If you don’t have power and ground, then remove the trunk battery cover (E83 X3) and you should see the transfer case module there and inspect it for any signs of damage. (On E53 X5, the transfercase module is located under the rear seat bench on the left side.) Also check for power and ground directly out of the module.
If the motor moves properly, the transferase needs replacement. Drain the fluid and inspect condition.
Also double check the gear that was replaced to see if it wore out again (If it was replaced in the past).
BMW Fault Code 539E - Malfunction, transfer box
Clear all fault codes. Remove VTG motor but keep it plugged in.
DRIVE >> VTG >> COMPONENT ACTIVATION >> SERVOMOTOR AND CLUTCH
See if the motor moves properly without binding. Try it a few times.