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RocketyMan 12-10-2021 04:44 PM

TCase -- Transmission Adapter Shaft
So I have an '07 X3 that is a MT6. It won't drive under it's own power because the TCase and trans is slipping the splines. There is an intermediate shaft that goes from the tail housing of trans to the TCase. Instead of the propshaft-tri-flange, it is an intermediate shaft.

At any rate, this is on all MT Xdrive BMWs of this vintage. E53, E9X, E83...etc. Supposedly.

I found the replacement shaft on this, and it is PRICEY! $400 for just this tiny adapter shaft!


This is the best part pricing I can find.

Can anyone find a better price on this part? Maybe any other ideas...?

RocketyMan 12-10-2021 05:55 PM

It is #11 in the picture. I believe I can keep the trans inside the car and just replace this outer section--hopefully!


Here is what the shaft actually looks like. It doesn't look like it's hardend at all!

You can see the splines on the output are so tiny. Once the rust start to get severe enough, the splines get razor thin and fold over from the torque.

RocketyMan 12-10-2021 09:37 PM

Apparently this is a common issue on the same vintage era vehicles with the X-drive and manual trans.


It looks like I just need to undo the bolt holding the adapter shaft on and then somehow yank the shaft out.

I'll report back what I find once I actually separate the tcase from the tail of trans.

RocketyMan 12-12-2021 05:23 AM

So I was able to call the BMW dealer and give the part number. Wholesale was given to me at like $340. I was told it's gonna take about 3 weeks...!

RocketyMan 12-13-2021 12:41 AM

3 Attachment(s)
I finally got the shaft out, and this was a bit of a pain--but not too bad.

A bearing puller is a must, and I suggest using the bigger one of the two to get an adequate bite on the shaft. Once I set it up, I used the bolt to push on the very last threads and inched it out until it was out just enough. This seemed to work pretty decently. The inner splines to the transmission were completely fine and even had some trans oil in them.

I suggest orientating the bearing puller like this as it will bite harder on the shaft with the raised up splines. Notice the black dust cover towards the trans input. This thing just keeps large debris out and such.

Notice up close this is a ZF component--obviously as the transmission is a ZF. The output splines are rolled over and was completely caked in rust. There is a heat treatment ONLY towards the inner splines of the shaft. If you look closely, you'll see the color ring with dark blue-ish tint. This makes me think the output splines are not heat treated I guess... -_-
We'll see once I get the new replacement and how it looks for comparison.

The inscribed P/N is: ZF 1069 304 059

crystalworks 12-14-2021 12:27 PM

Nice work. Never knew this was a thing. Is that adapter specific to the manual xdrive vehicles? Being inside the trans case I would have thought it would be fairly protected from the elements.

That should have been greased by BMW during assembly. This is the same issue we see with the driveshaft spines wearing out.

RocketyMan 12-14-2021 02:24 PM


Originally Posted by crystalworks (Post 1214341)
Nice work. Never knew this was a thing. Is that adapter specific to the manual xdrive vehicles? Being inside the trans case I would have thought it would be fairly protected from the elements.

That should have been greased by BMW during assembly. This is the same issue we see with the driveshaft spines wearing out.


Yes, it is specific to MANUAL, XDRIVE vehicles. And yea, this is very similar to X5s and the front driveshaft splines rusting out.

One thing I forgot to mention is that when I separated the Tcase and trans, a BUNCH of water came out. Probably like 2 to 3 oz. This doesn't really make sense and I'm not sure how water would get trapped up in there. Maybe steam from the cats getting moisture on them? No clue!

At any rate, I agree that some sort of lube NEEDS to be added to the splines in order to displace ANY water that might get trapped, and also to prevent any corrosion. My donor Tcase I picked from the wrecking yard was from an automatic, and it TOO had BUNCH of corrosion on the splines--but they weren't rolled over yet because the splines are still straight. I think with manual cars, the acceleration and decel is more abrupt and causes the splines to wear out from accel and over-run by wheels turning transmission; back and forth...back and forth causing the splines to become razor thin. This isn't helped at all as the splines I think are a little bit looser to help stab the Tcase to the transmission for engagement.

RocketyMan 12-21-2021 03:35 PM

Got it back together!
3 Attachment(s)
So I got my replacement stub-shaft. Immediately I noticed that it already had flash-rust on the part. :rolleyes:
Also, the hardening section also only appears to be on the transoutput splines area designated by the heat-treatment line. You can also see how the metal is more "blue" vs "yellow" hue between the two.

The replacement Tcase from a 2010 was off an automatic, and I cleaned up the rusty splines with some carb-cleaner. I have a feeling these splines are more hardened vs the stub-shaft. NOTICE there is an o-ring that is suppose to seal this shaft as it seems to prevent moisture from getting in.

Just before installation, I lubed up the stub-shaft with moly fortified grease and shoved it in the Tcase multiple times to completely lube the splines on male to female. I also installed this dust shield onto the shaft as well. ZF 1069-304-046 When actually installing the shaft onto the tail of the trans, I used an impact hammer to start it, then a piece of aluminum over the end with a steel hammer. Once hammered on enough so that 4 FULL THREADS of the bolt can thread on, I then cranked it on relatively easily to fully seat.

RocketyMan 01-08-2022 03:37 AM

Fault Code 5F39 -- DSC: Transfer case: internal
4 Attachment(s)
My car is now officially a run and drive again with the adapter shaft in. This thing runs great now! Unfortunately I had a fault code for 5F39 - DSC: Transfer case: internal. And because of this, I had the trifecta lights on the KOMBI.

Now when I put the donor transfercase back in, I made sure to check the actuator gear. It was perfect--it looked like the actuator gear was already replaced. So I was completely unsure what is going on.

In this instance, it isn't very self explanatory. So I then decided to use ISTA+D to figure this out. The actuator module is called the VTG in the network architecture. There were only two service routines to run. One was the reset oil and the other was reset adaption. Resetting the adaption was the one to use!

During the service routine, you could hear the actuator cycle from all the way closed to applying the clutches at max span. It did this about four times to "learn" with setting the adaption to 0 for it's initial setting.

As a side note, I thought it was very interesting the "classification resistor" on the side of the actuator was denoted as a "G." This apparently determines the profile of the actuation. I'm very curious if other resistors can be replaced for different profiles, but I'm not sure what that would do exactly. #14 in the part list:


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