This post is to clear up some mis-information for the searchers.
22 spline cases, in both flavors.
(Both from 90 model year)
23 spline cases in both flavors.
(Cast iron from a 92tsi, aluminum from a 95 2g)
So, there it is, in living color.
Either spline count can be found in either material.
That's not a "guess", or an I "think"...
That's cold hard fact.
Either spline count can be found in either material.
Something to think about when you grab a transfer case out of that thar pile is that there are very few stock cars any more when it comes to driveline bits. Just about all of them have had the t-case repaired/replaced or otherwise molested since they left the factory.
Add into that the fact that many transmissions have also been replaced and all bets are off as to what the spline count of
your vr4 will be.
An effective tool for checking the spline count is an old 23 spline transmission output shaft.
The business end will be a 23 spline count, and it will fit nicely into the coupler of a 23 spline case.
The other end is (coincidently) 22 splines.
You can use it as a go/no go gauge to verify that you're looking at a 22 spline t-case when the business end of the 23 spline set won't fit the t-case in front of you. Simply insert the other end into the mystery case's input coupler. If it fits, you're looking at a 22 spline case.
If neither end fits, you've got an orphan from an expo/rvr, or a colt/vista 21 spline or some such.
...Unless you're 'Aroon, and then you're just a little mystified by the whole pointy star shape thingy in the round hole thing, and you should try again after a nap...
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One other thing to keep in mind is that the 23 spline all aluminum case was also used in the 2g, and that has the potential to fawk up your whole day.
There are
two different internal gear ratios used in the 2g.
The early unit is a direct interchange for us, (and the 23 spline 1g dsm crowd).
The later 2g unit has a
different internal ratio.
Installing a later 2g unit into a vr4/earlier car will result in tears and a thinner wallet when the driveline winds up and something has to give.
Sussing out the gear ratio isn't hard, and just requires a bit of time, your 23 spline transmission output shaft and a driveshaft yoke. Insert the shaft and yoke, and make match marks on the case with a paint pen, a marker, or your favorite lip gloss. Spin the imput shaft and count the rotations untill the marks on the yoke line back up.
12 turns to match back up is the number you're looking for. (Could be a problem if you're like me and can't count above ten without a beer in your hand. I suggest adult supervision during this arduous task)
One last thing to consider is the condition of the splines.
A transmission output shaft with a worn spline set will flat destroy the coupler splines in short order.
A t-case coupler with worn splines will destroy the output shaft of the trans just as quickly, due to the limited contact area of the working surfaces.
One way to minimise wear on a good spline set is to clean everything
well with a bottle brush and some brakeclean, and then coat the splines with some moly grease before assembling things. This will keep the splines from rusting. The rust particles accellerate the wear of the splines in an ever tightening spiral of wear creating particles and the particles creating wear.
cliffs
T-cases come in 22 and 23 spline versions, and can be found with cast iron noses or all aluminum.
The aluminum cases have the potential to be the wrong internal ratio, and a wise man will check that out before installing it.
'Aroon can fawk up a forged steel anvil with a rubber mallet, and can probably get a worn 23 spline coupler to fit a worn 22 spline shaft.
Good luck, and hope that helps clear up the confusion (
some) /ubbthreads/images/graemlins/wink.gif