Transfer Case Rear Output Shaft - Shifting Keys Question MT/AT w/o ADD

Hoping a couple of you familiar with transfer case tear down can chime in. The case I have here was listed as an AT but I am finding it has shifting keys on the Rear Output Shaft assembly.

According to the 2002 & 2003 FSM's this only applies to manual transmission cases. Can anyone confirm this is correct?






Borrowing a graphic from @turbodb -



As you can see, this tcase has an 'automatic' input shaft




If it is in fact specific to a Manual Trans case, then I need to start searching again.

 

This got me interested, and I did some more digging. Apparently, I didn't do enough digging when I was researching a month ago, it seems. Or, perhaps I just took for granted, something someone else posted, I don't know.

Anyway, your photo caught my eye because of this:


... note the w/o ADD at the top, which I don't have (for some reason - either someone posted the original without it or I cropped it out by accident) on my photo



Here's another diagram from the FSM. Note that in this diagram - w/ADD - that both the A/T and M/T cases have shifting keys on the Rear Output Shaft assembly (though the M/T has them on both ends, while the AT only has them on one end). Most likely, I didn't really pay too much attention to those keys in the diagram, b/c I was looking for attributes of the transfer case that were identifiable from the exterior - and so I focused on shaft length and the little hole on the A/T input shaft.



Anyway, hope that helps, and sets you at ease a bit. I think you still have an A/T case. And, I'll be updating my images.

 

Thanks, appreciate it Dan. I'm actually going to just take that input shaft completely apart.

When you look at the FSM image, it shows that there should be only 1 snap ring - at the end of the output shaft. Then we have a high and low clutch sleeve.

The Manual trans shows a snap ring, then the high/low clutch sleeve with the shifting keys held in place by 2 'shifting key springs' (snap rings, right? lol) followed by the low clutch hub.

I'll update after I pull that first snap ring and see how the rest is assembled on the shaft.

I imagine you're right, it is still an AT case and just the FSM is wonky (which has happened before).

 

As an after thought, you could always take apart your original

 

Oh, I plan to. I just want to wait for a bit warmer weather as I'll be doing it outside (well, in an unheated space).

I will say, I've been following along with you taking yours apart with baited breath. Helps to make it a little less daunting for me.

(Also, I've updated all my images in my various posts to show both the w/o ADD and w/ ADD variants.)

 

I aLSO think its a typo error in the fsm .
Here are a few links that may help
Maybe someone went through this before
https://www.tacomaworld.com/threads...-4-wheel-drive-or-automatic-to-manual.702733/

Lower in this thread you can find some good info about the first gen transfer case
https://www.tacomaworld.com/threads/transfer-case-transfer-cases-in-first-and-2nd-gen-trucks.345652/

Do a write up with pictures . Tacoma World needs more transfer case info in a bad way .

 

Pulled up the 95/96 FSM and essentially shows the same - a difference between AT and Manual. Not suprised since this tcase design has some major mileage. The mystery remains.Note: this case I have here is out of a 95 tacoma.

Tomorrow will put the thing on the press and remove the clutch hub. Will need to if I want to gain access to those key springs and key retainer... hey, have to put it back together, right? Can't leave those shift keys floating about and expect it to function

If anyone with an "automatic" tcase wants to pull it apart and confirm the presence of those keys...

 

Here is where they should be (shifting keys) -



Close up - You can see the 2 snap rings errrrrr... Shift Key Springs (highlighted in yellow).

 

Your two threads are full of info unfortunately most of the links I think would really tell the tale are dead. It really is too bad that some of those PDFs weren't preserved on any site, including the wayback archive. I do thank you for the links and your threads, lot of good info there.

 

I know . Both are old threads from back in the day when information was less accountable .
I do need to spend time and clean the threads up .
So sad that a lot of the links went dead . I wish there was a way to revive them .
I think its up to members like us to figure out a way to revive those links .
I beleive Toyota corporate killed those links for us . Been trying to figure out how to restore them for a long time .
I have almost every FSM from 1995 -2020 in Pdf format .
How do we make these work on a website ?
I beleive all it would take is 1 member from Tacoma world to pay a subscription to the website , from there if he shares his information it would be totally legal .
I have tried but nobody wants to commit
https://www.tacomaworld.com/threads/how-do-we-make-these-links-work-again.697429/
Thoughts ?

 

Something I noticed today...

Abrasions from the chain? Sure looks like it.

Two different bearings on the driven shaft. Koyo (is the one making noise) and a Nachi. On the planetary Gear shaft a single Nachi bearing.

I have to replace the koyo bearing because it is noisy and I want to rule it out. The chain looks fine though. Not sure why the chain would have been impacting the case before. More to follow, just going slow (lack of motivation lol).

 

I got my j case from an auto trans and it had those stupid things. I had to take it apart several times and they fought me every time. Diagram was identical as well.

 

Thanks for confirming you had them too. Going to chalk it up to a typo in the FSM.

Also fyi to any embarking on dissasembling the planetary gearshaft (w/o ADD), pay special attention to the spacer and ball. The spacer slides right off the shaft and then the ball just sits lives in its spot. its easy to knock it out of place and tiny enough if it rolls off the table, well enjoy the hunt. USE a magnet to grab it right away and secure it.

 

I didn't take the shaft apart. I just cleaned out the case and made sure everything looked good. I don't think it came out or I would have seen in my work pan. I had never taken one apart and I reassembled it in the big part of case instead of the small half like a donkey and it was really hard to get those keys to stay in, while getting forks in holes and keeping chain and output gear all in same place.

 

Even though this guy is working with a 2017 tcase, the similarities are enough where its been super helpful. Definitely suggest watching for anyone who takes on this job.
https://youtu.be/DlOm8_Tt81c

 

Another very important note (and I'll edit my first post), I sure wish I had come across @hoverlover's post before pulling the transfer case apart (@turbodb FYI DUDE) -



and after additional creative TW searching I have a solid lead...

SHIFTING KEYS live here!

 

The pictures show signs of the chain possibly slinging something mettalic up against the inner casing.
I know you had bad bearings on the output shaft for 4x4 .
Did you see a bunch of metal lying in the transfer case when you took it apart ?


If the chain were rubbing on your outer casing , you would certainly be hearing it .
Maybe on a truck that ran 1,000000 miles in 4x4 .

 

Negative. Nothing. No chunks, no slivers. Magnet had just a few small particles on it. I'm thinking that someone went into the case and replaced that one bearing with a koyo (for whatever reason). 2 of 3 Nachi bearings and 1 koyo straight from the line seems odd. Oh well. Just want to button this thing back up and move on with the list.

 

FML Haste certainly does make waste... lol

 

Button the transfer case back up . Makes sure it shifts through the gears spinning the input shaft by hand and send it .