My mechanic has found a way to eliminate the need for hydraulic pressure to the transfer case, which has been so problematic as to render the entire system inoperable, and difficult to find parts and expertise to sort out. His solution leaves the car with permanent and constant 65/35 (rear/front) drive. This is an elegant solution (and I'll do my best to explain it) to the problem of the hydraulic clutches wearing out the pistons inside the transfer case resulting in hydraulic fluid passing by the pistons and flooding the transfer case with hydraulic fluid. The problem is that as the system is designed, the clutches disengage and engage every time the car starts and stops, and it wears in a way that causes this flooding. As the W124 4-Matic system is designed, there are three modes of drive, 100% rear only (two wheel drive) 65% rear/35% front four-wheel drive, and 50% rear, 50% front fully locked four wheel drive. With the hydraulic problem solved in this way, the system is 65% rear, 35% front full-time four wheel drive.

If anyone is interested in more information please let me know. My mechanic plans to buy a quantity of "bad" transfer cases, restoring them to this 65/35 setup, and making them available to the market, thereby solving the problem of 4-Matic transfer cases and the fact that they are difficult or impossible to rebuild (due to lack of part availability).

__________________
Will



72 280SEL
85 300CD 288k
00 E320 Wagon 4-matic 100k
11 E350 Wagon 4-matic 45k

73 VW Westfalia Camper
67 VW Westfalia Camper

66 Porsche 912

Correct me if I'm wrong but I believe that when the T-case is in a 65-35 mode then the t-case works like an open diff. It only takes one wheel to loose traction in order to lose power to all other wheels. That's not ideal.

Last time I checked the seals were still available (few months ago).

I think that a rebuild with new seals is the best way to go. Especially since you need hydraulics to engage the rear axle lock (Which by itself could be better than 4 wheel drive)

I was thinking about a different solution of bypassing the transfer case hydraulics:

Solution #1:
Internally modify the T-case to be in 50-50 mode and then have a custom front 2-piece driveshaft with a mechanical sleeve that would engage/disengage the front axle.

Solution #2:
Internally modify the T-case to be in 50-50 mode and then have a custom manual locking hub on one of the front wheels. The problem is that you would have to get out of the car to engage it

Solution #3:
Internally modify the T-case to be in 50-50 mode and just have even tires and wait till something goes wrong

[QUOTE=christuna;4126159]Correct me if I'm wrong but I believe that when the T-case is in a 65-35 mode then the t-case works like an open diff. It only takes one wheel to loose traction in order to lose power to all other wheels. That's not ideal.


Actually the solution he is using locks it so traction is always there, always locked.

__________________
Will



72 280SEL
85 300CD 288k
00 E320 Wagon 4-matic 100k
11 E350 Wagon 4-matic 45k

73 VW Westfalia Camper
67 VW Westfalia Camper

66 Porsche 912

How will you disconnect the front axle then?

Because if you don't then you will wear out either your differential or the transfer case because there will always be a small variation in tire sizes.

I don't know all the details. My mechanic explained it to me as I described above. I will take your question to him. Thanks!

__________________
Will



72 280SEL
85 300CD 288k
00 E320 Wagon 4-matic 100k
11 E350 Wagon 4-matic 45k

73 VW Westfalia Camper
67 VW Westfalia Camper

66 Porsche 912