Carrier and pinion bearings, seals, crush sleeve and securing plate for rebuilding the BMW Type 210 rear diff in E36, E46, E34 and E39 cars.
If your E39 or E46 howls on the overrun, an E36 M3 drones at highway speed, or an E34 535i leaves gear oil on the inner CV boots, the medium-case Type 210 differential behind it is asking for new bearings and seals. This kit carries everything that wears inside the 210 in one box: both pinion bearings, both carrier bearings, all their cups, the pinion and side seals, the O-rings, a new crush sleeve and the pinion nut securing plate. It works with open and limited-slip carriers.
It cross-references BMW 33121205138, 33121204657, 33107510289, 33121213949, 33121206294 and 33121206293.
BMW names its differentials by ring gear diameter, and the 210 is the bigger medium case used behind six-cylinder and V8 cars and the M models, above the 188 found in four-cylinder and lighter cars. The pinion is supported by two tapered roller bearings of different sizes, preloaded against each other by the crush sleeve so the pinion cannot shift under drive and coast load. The carrier rides on two matching 50 mm tapered bearings, with the bolt-on side covers setting their preload. Once a pinion bearing wears, the pinion walks out of its set depth, the ring and pinion contact pattern moves off center, and you hear it as a whine that changes with throttle. The seals do a simpler job, keeping gear oil in at the input flange and both output flanges, but a hardened side seal will soak the axle joints and starve the gears.
Drive the car at the speed where the noise is worst and swap between light throttle, steady cruise and coast. A differential bearing note follows throttle; a wheel bearing note follows cornering load. With the car on stands, grab the input flange and check for in-and-out play, and look for wet seals. Check the fluid for metal glitter. If you see chipped gear teeth rather than just wear, the ring and pinion need attention too and bearings alone will not quiet it.
The kit is listed for the Type 210 medium case under the E23, E24, E28, E31, E32, E34, E36, E39 and E46 chassis, including M3 and M5 applications, open or LSD. Not every car in those chassis uses a 210: many four-cylinder and smaller six-cylinder versions use the 188, which takes our Type 188 bearing and seal kit. Check the case size and match one of the BMW numbers above, or send us your VIN and we will confirm.
| Differential | BMW Type 210 medium case (open or LSD) |
| Chassis | E23, E24, E28, E31, E32, E34, E36, E39, E46, M3, M5 |
| Includes | 4 tapered roller bearings with cups, 2 carrier oil seals with lock rings, 2 O-rings, 1 pinion seal, 1 securing plate, 1 crush sleeve |
| BMW refs | 33121205138, 33121204657, 33107510289, 33121213949, 33121206294, 33121206293 |
| Bearing refs | JLM104948, JLM104910, HM803149, HM803110, HM89410, HM89448 |
Yes. The bearings and seals are the same for open and limited-slip carriers. Use the gear oil specified for a limited-slip unit when you refill.
The 210 is the larger medium case used behind bigger six-cylinder, V8 and M cars. Check the part number on the case or the ratio tag, or send us your VIN and we will confirm before you order.
Yes. A crush sleeve is a one-time part, which is why one is included. Tighten the pinion nut against it until rotating preload is reached and never loosen it to correct an overshoot.
If the noise comes from worn bearings and the gears are only lightly worn, yes in most cases, provided pinion depth, preload and backlash are set correctly. If the ring and pinion teeth are pitted or chipped, the gears need replacing too.
An inch-pound torque wrench or beam gauge for preload, a dial indicator for backlash, a bearing press or puller, seal installers and a flange or output shaft puller. Marking compound is needed to check the gear pattern.
