I copied the post from Smilanchi (1-3-2024)...but he also posted numerous photos! So, find that original post and read it!

I want to share my transfer case experience.
I could not make a sharp turn with my H3 and it seemed that the car is stuck and not moving and I had to back up the car and go back and forth several times to park the car. The car was driving very sluggish and heavy and sometimes I heard a load metal on metal clunk noise when making a sharp turn.
I had this problem on-off. Took my car to four different mechanic shops (including a GM dealer) and each of them found something broken and changed it but did not solve the problem.
I ended up doing google search and reading the Hummer forums about other H3 owner's experience and found out about the TC (Transfer Case) plastic shift fork.
Finally asked a transmission shop in Mission Viejo and ask them to open the transfer case (and agreed to pay $400 to open the TC).
Turned out that the jaws of the plastic shift fork are worn out, and the TC is locked in 4hi/low. There was a lot of debris in the transfer case and the TC oil pump filter was torn which was replaced.
The (plastic) shift fork was replaced by a GM metal fork (I chose GM fork shift instead of Dormann since had better online reviews). The drive shaft was also changed. The improvement in driving is very noticeable. I can make sharp turns without problem and the car seems to drive faster and easier. I think I have been driving in 4hi/low lock for weeks because of the shift fork malfunction. Here are some photos.

 

I understand that you live in Thunder Bay...here is another publication about the Borg Warner 4493/4494 Transfer Case used in the H3 Hummers. This is only a small portion of the publication! You can download a copy of it for your use."The Hummer H3 was available with either an automatic or manual transmission and used a 4493/4494 transfer case manufactured by BorgWarner. The 4493 and 4494 are operationally the same transfer case, a three-position, electrically shifted unit. The 4493 has a 2.64 low-gear ratio and the 4494 has a 4.1 low-gear ratio, which makes it a good rock crawler for the off-road guys. This obviously means that the internal gear trains will be different.

Both models have 4 HI four-wheel drive, which is full time and allows driving on dry pavement; and 4 HI Lock and 4 LO Lock, which are part-time modes for usage off road and on snow, dirt, sand and mud. These transfer cases have a planetary-type differential that provides a 40/60 torque split front to rear for full-time four-wheel drive. Full-time means that both prop shafts are being driven continuously, providing better traction in all conditions. When the transfer case is in either of the locked positions these vehicles should be driven only off road or in snow etc."

 

Oops!

 

Seriously? 2nd chance? Any shop that tried to pass off a suspension/drivetrain repair of electrical tape and zip ties would immediately be hearing from my lawyer. But I'm kinda funny like that.

 

I'm sorry but I'm lost. I know how to read but can't make heads or tales of your posts in thread. The OP should explain the situation/s leading up to the original problem/s because this is well, lol! a good practice. Have no idea who or what H&H is.

I can tell you any old B.S. is wrong and well if you are not mechanically inclined you'll just keep spending for crappy guessing.
Recommend a well respected repair mechanic who knows how to diagnose GM products.

 

The ball joint issue seems separate from the transfer case issue.

Let's try not to confuse two diff issues.

How can one tell if the txfer case is stuck in 4 hi LOCK? Jack the rig up and see how the wheels turn?