Transfer case stuck in "Lock" even with light off - very odd (1 Viewer)

[Land Speeder]

OK, 2 years ago, I hijacked a thread with an odd issue with my transfer case that never got resolved...

https://forum.ih8mud.com/80-series-tech/217528-92-transfer-case-issues-high.html

I even replaced the transfer case in that rig, but it continued to not be CDL locked even when the light was on and the "click" at the transfer signified it was enagaged.... The issue was never resolved. I sold the truck 1 month after the new transfer case was installed, terryjmatthew wheeled it 3 times and then parted it out... NEVER resolved... the original case was disassembled by a cruiser wrench and he found nothing wrong with the case...

Fast forward 2.5 years... I have a different 91 but THE SAME ISSUE.... kinda.... this CDL will not unlock even though the light turns off and the "click" at the transfe case says it did... however, it's not unlocked. I do not believe it to be the transfer case. But I did blow off both my drive flanges due to binding as well as broke some teeth off the ring in the dif.... it's binding hard.
I have Aussie lockers in front and rear, however, this hasn't been an issue even driving it... it's something causuing the CDL to not disengage.... even though it says it is....

Where do I start?
Has anyone else ever experienced the transfer case not unlocking even whn the light goes off?

 

[Land Speeder]

In weeding through the search of different phrases.... I see alot of folks have had this issue and it's usually contributed to it being the Viscous Coupler.... I don't have one... so I'm more inclined to think that their issue was not the VC either...
Something is preventing the CDL from disengaging/engaging (in my new case it won't disengage) even when the dash reads that it is ....

 

[landtank]

the only way for the light to go out is the actuator has to back out the shifting fork to the unlocked position.

With the locking sleeve located in the front extension I'd start looking there for the problem.

I've taken that out in the truck and it was a bit of a challenge.

 

[Land Speeder]

the only way for the light to go out is the actuator has to back out the shifting fork to the unlocked position.

Yep. And the odd thing is, I can hear it engaging/disengaging. I had 5 folks over last night helping me but none have knowledge of this transfer case.
One would be in the truck while I'd be hearing the "click" at the transfer. but something tells me it's not fully releasing.

With the locking sleeve located in the front extension I'd start looking there for the problem.

I've taken that out in the truck and it was a bit of a challenge.

You mean, you took it out while it was still in the truck?

 

[Land Speeder]

maybe this is a higher power forcing me to either give up the 80 series crawler dream or at least go to the H42/toybox dream...

trying to get this filthy heavy girl to crawl on her own has been extremely painful. I could do D60 axles, 350tbi, atlas... but then, it wouldn't be toyota, cause i've already removed everything else...

 

[CJF]

so I'm more inclined to think that their issue was not the VC either...

Gotta disagree there.

I don't recall any of those folks saying that removing the VC didn't resolve the problem. Plus, I do recall many of them saying, "Yup, it was obviously seized."

 

[CJF]

I have Aussie lockers in front and rear, however, this hasn't been an issue even driving it...

Ok, so I don't know my way around those lockers, but who says that's not the problem? Couldn't they cause binding at the center diff if you don't have manual hubs on the front (even when the center is unlocked)?

Have you done any direct tests to verify the front and rear shafts really are (as you suspect) locked at the center?

 

[Land Speeder]

Gotta disagree there.

I don't recall any of those folks saying that removing the VC didn't resolve the problem. Plus, I do recall many of them saying, "Yup, it was obviously seized."

Can you link them back here then? Every thread I've found like my issue has no resolution. I see alot of folks in those thread telling the OP that it's their VC, but no one ever coming back and saying...
But look at my scenario... And this is my second case that's doing it... I don't have a VC... what could be causing it?

 

[Land Speeder]

Ok, so I don't know my way around those lockers, but who says that's not the problem? Couldn't they cause binding at the center diff if you don't have manual hubs on the front (even when the center is unlocked)?

Have you done any direct tests to verify the front and rear shafts really are (as you suspect) locked at the center?

Sure have. Those Aussies have been in for quite sometime with nary an issue. Even drive down the road and trun freely. An Aussie in the front allows for EASY turning when not CDL locked... it ratchets... but easy... Once you lock the CDL it doubles the hardness of turning. And that's exactly what I'm experiencing.

Plus, Even without lockers front and rear, I can tell when that CDL is locked... I'm sure you can too...

I've had the entire truck on jackstands and without load, nothing is wrong. This was the case with Catty two years ago though... and then you put it on the ground and with Catty, it would do front digs with the CDL engaged.... Well now, this one, with the CDL disengaged, it's stays locked.

 

[landtank]

Yes I took the front extension housing off while the transfer case was still in the truck. I did have to separate the t-case from the tranny slightly. I did this to deal with the studs for the drivedshaft being buggered up.

I would pull that extension and then see if the t-case is still locked.

If it is then it's in the spider gears inside.

 

[sleeoffroad]

I would check your spider gears on the center differential. The CDL might be unlocked, but one of our customers had a tc where some of teeth on the spider gears were cracked and caused them to bind up and not let the center diff portion work.

 

[Land Speeder]

Yes I took the front extension housing off while the transfer case was still in the truck. I did have to separate the t-case from the tranny slightly. I did this to deal with the studs for the drivedshaft being buggered up.

I would pull that extension and then see if the t-case is still locked.

If it is then it's in the spider gears inside.

Holy crap that sounds awful, but gotta do what you gotta do.

I think I'll drop the whole transfer and wrench on it on the bench...

I would check your spider gears on the center differential. The CDL might be unlocked, but one of our customers had a tc where some of teeth on the spider gears were cracked and caused them to bind up and not let the center diff portion work.

This is what I'm afraid of...
Damn southern rock bouncing. These transfer cases are awesome pieces of work... just not designed for what I've put them through in recent years.



There's an ECORS race here in Auburn this weekend so i'll be there. This transfer won't be dropped until Monday at the earliest...

 

[jonheld]

The first thing I would do is drop both driveshafts and jack down the crossmember to access the CDL actuator. Once removed, you can manually rotate the locking mechanism. Make sure it operates freely by hand. You can mesh the diff by simply rotating one of the drive flanges.

Once you've established that the diff is either fully locked or unlocked and the actuator is in the matching position, put it all back together and see where you are with NO LOAD on the transfer case.

Then load it up and see what you have.

 

[landtank]

Jon's got a good idea in that maybe the the collar is backed out of the locked position enough to turn off the light but not enough to fully dis-engage.

 

[Land Speeder]

Exactly. i think I'll try that first.

 

[Land Speeder]

Just as an FYI, I'm going to post up these pics of Catty, doing what I consider to be doing the same thing, but opposite. In the pics xfer is in L and CDL is locked. That was the second transfer case in Catty and they both did the same thing...
My current is staying locked under power when it shouldn't be just like catty would become unlocked under power when it should've been. Why? I can't understand this... it seems like it's something in the wiring... There was absolutely nothing wrong with either transfers in Catty. Even bench tested both and the first was disassembled to reveal nothing...

 

[landtank]

the thing is that bench testing an item that malfunctions under these kinds of loads really isn't possible for the normal wrencher.

Working on the idea that the same item failed but is exhibiting opposing symptoms. The first failure produced slipping and the second failure produced binding. I would have to believe it's in the spider area of the t-case.

If you haven't tried it I would drop the rear shaft and load up the front to see if it does slip under similar conditions above.

 

[Land Speeder]

So I got out there and did the drive shafts before dropping the xfer. Now my problem has got to be the front dif. Most likely the locker since I didn't pull it out of the carrier when I installed the new ring. Here's why I think so:
Today I pulled the rear DS: still bound up with the CDL locked, CDL unlokced the rear output spun.
Put it back and pulled the front DS: still binding with CDL locked, the front output spun when unlocked.
Pulled drive flanges on front while the front DS was pulled. With CDL locked.... NO BINDING.
Looks like I'm pulling that dif again tomorrow and removing the locker. I'm expecting to find fragments of one of the ring teeth...

So it's turning out to be a false alarm on the transfer case... sorry guys. I still stand behine that on pavement, it feels like the CDL is locked when it's not... just threw me off.