The transfer box is attached to the body floor on two rubber-metal brackets. To adjust its position relative to the intermediate shaft flange, the holes in the brackets are made oval, and shims can be installed between them and the body. The procedure for centering the box is described in the section Determination of the causes of vibration and alignment of the transfer case.
The body parts of the transfer case are cast from aluminum alloy and are interconnected with studs and nuts. A hatch is made in the upper part of the crankcase, closed with a stamped steel cover. The front cover is centered on the crankcase by two dowel pins. Cardboard spacers are located between the covers and the crankcase (when repairing, you can use a sealant-gasket instead). All shafts (including the speedometer drive shaft), as well as the shafts of the shift forks and the differential lock are sealed with glands. There are two holes in the front cover - filler (it's a control) and drain.
The drive shaft is mounted on two ball bearings in the sockets of the front cover and crankcase. The front bearing inner race is clamped between the shaft shoulder and the thrust washer by a self-locking shaft flange nut. The rear bearing inner race is sandwiched between the shaft collar and the thrust washer and nut at the rear end of the shaft. The nut is locked by pressing its edge into the grooves on the shaft. The drive shaft is fixed against axial displacement by a setting ring in the groove on the outer ring of the rear bearing and sandwiched between the crankcase and the rear cover.
There are two drive gears on the drive shaft. Front (big) - top gear, it rotates freely on a heat-treated shaft journal. rear (lesser) - low gear - rotates freely on a heat-treated bushing mounted on the shaft with an interference fit. Gears have two crowns. Helical (large) crowns are in constant engagement with the corresponding gears of the intermediate shaft, and with spur gears (small) the gear shift clutch is connected when the gear is engaged. The clutch moves along the hub, rigidly planted on the splines of the shaft between the drive gears. In the middle position of the clutch, both gears are off («neutral») and torque from the engine is not transmitted to the wheels.
The intermediate shaft is a block of two helical gears that are in constant mesh with the gears of the input shaft. The front gear, in addition, is also engaged with the driven gear mounted on the differential housing.
The intermediate shaft rotates in two bearings: front - roller, rear - ball. From axial displacement, the shaft is fixed with an adjusting ring in the groove of the outer ring of the rear bearing, which is sandwiched between the crankcase and the rear cover (same as the drive shaft). A steel speedometer drive gear is pressed into the front end of the shaft. The driven gear of the speedometer drive is plastic, mounted on a roller rotating in the sleeve of the speedometer drive housing. The case is fixed on the front cover of the transfer case.
On a VAZ-21214 vehicle with multiport fuel injection, in addition to the mechanical drive of the speedometer, a speed sensor is installed on the transfer case.
The front axle drive shaft rests with its front end on a ball bearing in the front axle drive housing mounted on the front cover of the transfer case. The bearing inner ring is clamped between the shaft shoulder and the thrust ring by a self-locking shaft flange nut. From axial displacement, the bearing is fixed by a retaining ring included in the groove of the front axle drive housing. The rear splined end of the shaft is connected to the differential front axle drive gear. A spur gear on the shaft serves to lock the differential. The design and installation of the rear axle drive shaft is similar, but there is no gear on it.
The differential housing is made detachable, both of its parts are connected by six bolts. The same bolts also secure the driven gear to the differential housing. The latter is mounted on two ball bearings. The inner ring of the front bearing is kept from displacement by a spacer spring washer resting on a retaining ring in the groove of the differential housing. The groove on the outer ring of the bearing includes an adjusting ring sandwiched between the front cover of the transfer case and the front axle drive housing. Thus, the differential case is kept from axial displacement by the front bearing; rear bearing not fixed. On the front of the differential housing there are slots along which the lockup clutch moves. When the lock is engaged, the clutch is connected to the gear on the front axle drive shaft, connecting it to the differential housing.
In the holes of the differential housing, the axis of the satellites is installed, held by two locking rings. Under one of the rings there is a spring washer that prevents axial movement of the axis of the satellites. Satellites (bevel gears), located on the axle, are in constant engagement with the axle drive gears. Support washers are installed between the differential case and satellites. Their thickness is selected so that the axial clearance of the axle drive gears does not exceed 0.10 mm, and the moment of resistance to rotation is 14.7 N·m.
Transfer case control - manual, with a mechanical lever drive. The driver shifts gears with the rear lever, and the differential lock with the front lever. The design of the box control drives is similar. The lever swings in the longitudinal direction on an axle mounted in the bracket lugs in front of the transfer case. To reduce friction, plastic bushings are inserted into the lever hole. The lower end of the lever enters the groove of the rod and is fixed with a curly spring. The other end of the rod is connected to the fork of the corresponding coupling (gear shifting or differential lock) and secured with a bolt. The stem at the outlet of the box is sealed with a stuffing box and protected from dust by a rubber corrugated cover. To fix the drive in the selected position, a ball detent is used - a spring-loaded ball enters the grooves on the rods. There are three of them on the gearshift rod - for «neutral», higher and lower gears, on the differential lock rod - two («included» and «turned off»). A switch is screwed into the cover of the front axle drive, which closes the control lamp circuit when the differential lock is turned on.