Description and principle of operation (Freelander 2)

NOTE: Manual transmission shown, same for automatic transmission.

Pos.	Spare part number	Name
1	-	Transmission
2	-	Transfer case

The transfer case is located at the rear of the engine and is secured directly to the gearbox housing and cylinder block using a bracket. The same transfer case is used in both petrol and diesel engine variants, with manual and automatic transmissions.

Pos.	Spare part number	Name
1	-	Breather pipe
2	-	Heat shield
3	-	Engine support bracket
4	-	Right axle shaft seal
5	-	Cardan shaft support flange
6	-	Gearbox differential primary shaft splines

The transfer case is driven directly from the transmission differential via a hollow shaft through which the right axle shaft passes. (The left axle shaft is driven directly from the transmission differential.) Drive force is transmitted to the propeller shaft via a low-offset hypoid bevel gear configuration that provides minimal power loss throughout the speed range. The transfer case transmits torque from the transmission differential to the propeller shaft and rear differential. No torque is transmitted from the transfer case to the front axle shafts.



Transfer case features:

• Torque 1500 Nm.
• The output gear ratio to the cardan shaft is 2.58:1.
• Filled with oil for the entire service life.
• Separate breather.

The transfer case is equipped with an internal bearing preload system. This allows the seal to be replaced during maintenance without disturbing the bearing preload.

Transfer case in section

Pos.	Spare part number	Name
1	-	Right axle shaft
2	-	Oil seal
3	-	Tapered roller bearing
4	-	Ring gear
5	-	Lid
6	-	Sealing ring
7	-	Tapered roller bearings
8	-	Oil seal and oil flinger ring
9	-	Oil seal
10	-	Carter
11	-	Bolts
12	-	Pinion gear
13	-	Deformable spacer element
14	-	Preload nut
15	-	Drive flange
16	-	Flange bolt
17	-	Oil seal and oil flinger ring
18	-	Gearbox housing
19	-	Gearbox differential

The transfer case includes a crown gear and a drive shaft gear, which are located in the cover.

(The article is based on data from the website: «www.LRman.ru»)

The crown gear is mounted longitudinally in the transfer case. The left end of the gear has splines that mate with corresponding splines in the output sleeve of the gearbox differential. The gear is hollow, which allows the right half shaft to be installed. The half shaft passes through the hollow gear and engages with the splines of the gearbox differential. The half shaft is driven by the gearbox differential and does not receive torque from the transfer case.



The crown gear is supported in the cover by opposing tapered roller bearings which are pressed into the cover and housing. The pinion is held in the cover by the housing which is bolted to the cover and sealed with an O-ring. A triangular oil seal and an oil flinger ring are fitted to the outer end of the housing to prevent dirt and moisture from entering the pinion. Another seal prevents dirt and moisture from entering between the pinion and the right axle shaft.

The pinion gear is located in the crankcase at an angle of 90 degrees to the crown gear. The pinion gear rests in the cover on opposite tapered roller bearings. The pinion gear is held in the crankcase by a preload nut. The outer end of the pinion gear has splines and engages with the output flange of the cardan shaft. The flange is secured by a flange bolt that is screwed into the pinion gear.

The deformable spacer is located between the outer tapered roller bearing and the projection on the pinion. The deformable spacer maintains the bearing adjustment and is also deformed under the pressure applied to the preload nut. This allows the nut to be tightened to a specified torque, deforming the spacer, which establishes the correct bearing preload and the correct engagement of the pinion and ring gear.

The transmission differential drives the ring gear, which in turn rotates the pinion gear. The pinion gear drives the propeller shaft and the rear differential via a drive flange attached to the pinion shaft.