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From: Barge, John[SMTP:umatac_jbarge@suncor.com]
Sent: Monday, October 02, 2000 5:26 PM
Subject: RE: [D90] Gear Ratio FAQ
I've started the beginnings of the page and put in what limited info that I
have. If anyone has good info that will fill in the gaps, please let me
know.
http://www.geocities.com/Baja/Dunes/7501/gears.html
John Barge
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From: Jamie[SMTP:jamie.austin@austingroup.co.uk]
Sent: Sunday, October 29, 2000 6:42 AM
Subject: Fw: [D90] Transmission Removal
> I need a little help. I'm removing the transmission on my '94 D90 with the
> LT77. I've got everything off except the bell housing nuts. The shop
> manual indicates that 11 nuts (I see bolts) need to come off. I've removed
> 8 across the top, can't find the other 3 and the transmission doesn't seem
> to be free.
There are 3 smaller bolts across the bottom of the bellhousing, 13mm i
think, that help hold the transmission in.they face the other way from the
other 8, ie they point to the back of the vehicle. plus there is that small
aluminium plate to remove that covers the back of the flywheel.
why did you go the 'hard' route and lift the box UP and out? why not just
drop the crossmember and lower the box down?
once all the bolts are free, the transmission will pull back about 6 inches
before it's fully free of the clutch.
TIP....place a trolley jack under the sump of the engine,with a thin piece
of wood for protection, to support it, as when you take the gearbox off the
engine will tip down as the mounts arn't central (300Tdi's are BTW) and you
don't want the cooling fan saying 'hello' to Mr Radiator, do you?
you should be able to get the tranny in and out on you lonesome. i can lift
mine about no problem, so 3 of you should be able to throw the thing around!
Jamie
'96 Tdi D110
'92 V8i D90
'85 Tdi D90
-------------------------
From: Jamie Austin[SMTP:jamieaustin@fsbdial.co.uk]
Sent: Tuesday, January 11, 2000 8:42 AM
Subject: [D90] Lower gears
For those of you that run LT77 5 speed defenders,I came across these numbers in some of my catalogues.some of the UK military rovers with the 2.5litre N/A diesel engines had lower ration 1st and 2nd gears.I don't know of the availability of these,but I'm sure Dave Ashcroft may know of a source if Genuine Parts cannot help.
FRC 8860N Gearbox assy x1 51A prefixI don't know if you need the complete gearbox assy or if you can just change 1 & 2nd gears and the layshaft,but according to my bible the rest of the box is as per a civilian type.enjoy......
Jamie Austin '96 D110 Tdi '92 D90 Tdi '85 D90 V8i
------------------------------
Date: Tue, 20 Apr 1999 23:30:04 -0600
From: Andrew Howton envi@telusplanet.net
Subject: Re: [D90] LT-85 five speed Santana
The LT85 was the first five speed used in V8 90/110's in the 80's. It was
made by Santana in Spain and is as strong as the LT95 which makes it as
strong
a unit as Rover has ever used, WAY stronger than any of the other five
speeds. I've seen one on a bench and driven one, bigger than the LT77 and
the
gears are massive in comparison. I drives as nice as the LT77 but better.
Why you can't get one now I don't know, too bad they quit using it. If you
can find one (can get rebuilt units from UK) it will fit the V8 and the
LT230
T-case. I can't see that a Rover V8 could damage the LT85 even used as you
rock crawler guys do. I've got a friend that has a good one and I've been
trying to talk him out of it for a couple of years. If your LT77 dies I'd
think about geting one of these lovely units.
Andrew Howton
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From: Jamie Austin[SMTP:jamie.austin@austingroup.co.uk]
Sent: Wednesday, September 13, 2000 3:51 PM
Subject: Re: [D90] LT-95 transmission
The LT95 box was used in the first range rover, the series 3 stage1 109" V8,
the 101FC and the early 110's. eventhough it's got the integral transfer
box, you can change the gear ratio quite easily by taking off the back cover
of the transafer box. (In fact, a lot of people with 109" V8 stage 1's and
101FC change the transfer gears for the rangerover ones, that way you get
the higher 'hi' range for road use, but retain the low range for
wheeling.(You can get an overdrive for it too.)
plus it's a lot cheaper than changing the diff ratios.
BTW. if you run the LT95, then the LT85 will fit in it's place, as both of
them have the same bellhousing as each other. ie designed to fit the V8
block.
2BTW... the LT95 in the 101FC has a shorter bellhousing than the rangie/109"
V8/early 110 type. they are quite sought after for people who are building
80 and 88" hybrids and want to use the 4 speed tranny, as you can then have
a longer propshaft (in fact, you can HAVE a rear prop instead of 2 UJ's
welded back to back on a spline as it's that short!)
Jamie
'96 Tdi D110
'92 V8i D90
'85 Tdi D90
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From: Robert Dassler[SMTP:roadsiderob@hotmail.com]
Sent: Thursday, February 10, 2000 12:41 AM
Subject: Re: [D90] tranny fluid?
>I swappwed an R380 into my 94 earlier this year, and was wondering what
>fluid it takes?
the R380 transmissioms take Dexron transmission fluid.
Rob Dassler
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From: Doug Boehme[SMTP:DBoehme@PA.navisys.com]
Sent: Friday, April 14, 2000 12:37 PM
Subject: RE: [D90] service manual
The R380 info is only available as a supplement to the service manual.
The LR parts guy at my local dealer is checking on a part number for me.
It may not be available, however, as some parts are only allowed to be
purchased by LR mechanics.
Be careful of any supplement part numbers as it may be merely the same
service manual you already have.
Case in point: the shop manual exists as three different part numbers.
The first part# is the 93-94 manual, the second part# is the same manual
with a cover page that says 93-95. Remove the cover page and behind it
is a second cover page that says 93-94. The third part# is the same
thing as the second part# but only available to LR mechanics. I just
went through this again with British Pacific - they said they had the
supplement and he said the cover showed 93-95. I asked him to remove
the top sheet and lo and behold underneath it was a second sheet that
showed 93-94.
HELP!!!
Douglas J. Boehme
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From: Richard Hills[SMTP:rhills@nmsu.edu]
Sent: Friday, April 14, 2000 1:11 PM
Subject: Re: [D90] service manual
I have had no luck finding a 95 manual that includes the R380 gearbox.
However, there seem to be a lot of similarities between the two
gearboxes and I suspect you can use the LT77 manual, common sense, and
the R380 parts list to figure out how to work on a fair amount of the
R380. Are there any LR mechanics out there that can tell us if there are
different torque specs, etc. between the two transmissions that we
should know about.
I just had a problem with my R380 driving back toward Las Cruces after
Independence. It felt as though I lost the equivalent of the shift gate.
After looking in my LT77 manual, I my first guess was the problem was
somewhere the remote shifter unit bolted to the top of the transmission.
The schematics in my parts lists indicated that these were very similar
for both transmissions. So I removed this part of the transmission
(through the cab - didn't have to drop the transmission) and found the
problem. It was a loose set screw that locates the shift trunion on the
remote shift shaft.
Rich Hills
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From: Robert Dassler[SMTP:roadsiderob@hotmail.com]
Sent: Thursday, December 14, 2000 8:45 PM
Subject: [D90] R380 misinformation
Ok, lets clear this up once and for all. After checking with the parts
department, checking all of my bulletins and files, and searching Land
Rovers online database, I find no mention anywhere of an R380 with a 28
spline output shaft. I have never seen one. All new transmissions are still
coming with the 10 spline shaft. The input gear FTC5087 is an updated gear
with a longer splined area that has been cross drilled for spline
lubrication. It has 10 splines on the inside surface to mate with the
transmission output shaft and 28 TEETH on the outside to mate with the t-box
intermediate gear. This gear can be used with the R380, LT77 or ZF4HP22 in
any t-box that requires a 28 tooth input gear. Very early D90s and all D110
NAS vehicles take a 26 tooth input gear. Most or all 97 D90s and Discos have
a revised LT230Q t-box that have about 32 teeth on the input gear. The
spline size and count on the transmission output shaft has not been a
problem. Spline WEAR caused by inadequate lubrication has been an issue.
After the updated input gear with the cross drilled oil passages was
introduced, spline wear problems went away. An easy check is to look at the
serial number of the transfer box. If it has an "F" suffix, it was built
with the latest design gear. Boxes built prior MAY have been updated with
the latest gear if repairs were done or had an oiling plate installed. The
oiling plate will provide lubrication to the splines and allow the old style
parts to function correctly but is only effective if there is NO prior wear.
Any spline wear needs to be corrected with a replacement mainshaft (or stub
shaft if it is an autobox) and input gear. The only way to properly inspect
the splines if they are suspect is to remove the t-box input gear. This can
be done on the car by removing the PTO cover and bearing support and pulling
the gear out. If the splines are dry and rusty and half worn through, you
have a problem. If you are updating the input gear or replacing the
transferbox on an automatic equipped Disco or Classic RR, or swapping an
automatic trans of unknown vintage, you MAY have to update the transmission
stub shaft as the spline LENGTH changed and the transfer box may not seat
fully against the transmission. The oiling plate will not work with the LT77
or LT77s due to clearance problems with the end of the mainshaft.
Special note to Brian: If your free input gear is the cross drilled type,
you should not have spline wear issues in the future. If it is not, why not
replace it now with a NEW part (FTC5087) and prevent future problems.
Rob
Bill Davis [SMTP:gbrovers@aol.com] added:
One small correction to your excellent info. The latest t-box has a 38
tooth input gear not 32. These are also known as the Q boxes.
Bill
Great Basin Rovers