Tata Telcoline - LoadBeta - TL 4 X 4

Page 2

Air filter  - as for all turbo engines, it's important that the filter be kept in good order.

Ryco list A1580 - cross referenced to 254709132013 and 254709130182.

AT37 is also listed as suitable.

If the filter becomes significantly blocked, air (and grit) can be sucked in past the turbo oil seals, resulting in abnormal oil consumption and possible turbo bearing failure.

The red vacaum indicator on the filter canister gives an indication of filter efficiency at normal operating revs.

The filter canister draws cool air from the space behind the two piece plastic mudguard inner liner, and the front headlight.   This area is probably pressurised when the vehicle is moving.

Heavily glue/seal the guard liner along the join seam, to reduce the likelihood of dust from the wheel arch being sucked through the gap at very low speed.

Turbo  - the KKK04 unit should last the life of the engine with proper vehicle servicing, and a 10 second idle up/down time.

Being water cooled and on a diesel engine, a turbo timer is totally unnecessary.

Engine oil

Capacity of 7.7 litres.

RX  Super - 15W 40 or an equivalent.

I change it and the filter every 8,000 Km.

Currently using Caltex Delo 400 15-40 synthetic diesel oil - only because it was cheap.

This Valvoline link explains the difference between oil types and their compatability.


Gearshift and synchro - can be very slow in cold weather until oil warms up.

The drive train - should be very quiet and gear/diff noise non-existent.

Early models use Castrol VMX - M75W 85 or equivalent.

Castrol Syntrans 75W-85 synthetic is reported to make shifting easier in cold conditions. 

Change oil every 40,000 km (synthetic oil can go approximately twice as long)

Oil capacity 1.6 litres.

The local Tata service agent indicated that later boxes used ATF (auto transmission fluid) to improve shift - Dexron 3* or equivalent.

There is no indication of this in the workshop manual, however the later gearbox WAS extensively modified to incorporate dual synchro cones.  Marked with a "D" in serial number.

*Dexron 3 has an SAE rating of approximately 15, a fluidity advantage in cold conditions, and a high temperature viscosity similar to SAE 75-80W transmission oil.

Gearshift lever  - nylon bush at main pivot point will need replacing at about 140k.  Excessive side slop and vertical movement in lever indicates wear.

Lever can drop down and disconnect from linkage when wear limit is reached.

To fix, lift rubber gearshift boot to access the nylon pivot bush.

Disengage linkage, push in retaining tabs and pull gear lever upwards to extract the bush.

Be careful not to snap off either of the two retaining tabs when pushing the new bush into place.   Grease the pivot point with waterproof grease before reassembly.

The clip on the linkage rod to the front of the gearbox is tricky to remove/replace.

Transfer case

Change oil every 40,000 km regardless of use.

Use ATF Dexron 3 or equivalent.

Filler/drain plugs - can weep.  Use a liquid thread sealer.

Don't over tighten.

Oil capacity 1.2 litres.

Transfer case dash lights stay on and no 4x4

The problem can be caused by a number of things, however it is most likely due to a malfunction of the position encoder unit seen below.

Borg Warner transfer position encoder fix

The grease on the large drive gear goes hard, and the encoder becomes frozen/stiff in the sealed housing from lack of use.  The internal contacts may also become gummed up.

To fix this with either of the two suggestions below, first ensure the transfer case switch is set to normal two wheel drive road use.

Remove the three security bolts holding the black plastic encoder unit to the transfer case drive actuator.

Note the position of the bolt heads, and the alignment of the graduations on the plastic housing relative to the alloy drive body.  These have to align when refitted.

Remove the encoder unit.

Note the position of the small round black plastic gear stop relative to the plastic housing - it is centre point of the arc it can traverse in the alloy drive body.

Rotate the large gear fully in both directions multiple times until it becomes noticably more free/has less drag.

Replace all the grease on the large gear and the white nylon shaft bush (use a light viscosity GP auto grease).

Rotate the gear stop to the original noted position - you should feel a slight indent in the encoder contacts.

Start the engine, and note the transfer case lights behave normally (DO NOT use the transfer case selector switch).

Stop engine.

Re-fit the white nylon bush for the large encoder gear shaft (it has an alignment peg).

Position the sealing "O" ring on the encoder unit, then fit the encoder unit on the drive motor housing, making sure everything clips into place easily and without force.

Replace the three security bolts

Rotate the encoder unit to the original alignment postions for the housing graduations and bolt heads, then tighten.

Start the engine and switch through the transfer case selections.

Road test.

If the problem remains, check the encoder adjustment.

tart the engine with the vehicle in two wheel drive neutral, and wheels safely chocked.

Loosen the three screws holding the black plastic encoder in place, and rotate the encoder until screws are near centre of the adjustment slots and the dash lights go out.

Lock the screws and go through engine start routine,
switch through the transfer case selections to see if the two transfer case lights function normally.

Road test.


Master cylinder - can be replaced with a generic two bolt unit of the same bore/stroke - eg 3/4" PBR type P6575 ($35 AUS).  Girling also make a unit about the same price.

Re-use existing activating rod in replacement unit as the end fitting will be different. 

A reducing adapter is required to connect the fluid line to the generic master cylinder.

To remove all air from the fluid line, unbolt the slave cylinder, let it hang vertically and pump fluid up from the bleed nipple with an oil can. 

Still on the original clutch and pressure plate after 170K of city and country driving.


Castrol LSX-90 or equivalent suitable for limited slip diff.

Change oil every 40,000 km (synthetic oil can go approximately twice as long).

Currently running Mobil SHC 80W - 140 (I.D.) synthetic.

Oil capacity 2.2 litres.


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South Australia