Land Rover gearbox history

16 Июн 2014 | Author: | Комментарии к записи Land Rover gearbox history отключены
Land Rover Range Rover

Some history of Land gearboxes

Manual gearboxes inception through 2007

T he used in series Land was first used by Rover in This gearbox has undergone modifications since then but is basically the original design. gearbox was considered advanced and when it was introduced and was finally because it could no longer be to hold up to the power and weight of Land Rovers.

From (first LR production) to 1950 the had permanent 4WD with a freewheel in the front prop shaft. 1951 Rover fitted a case with the now well ‘yellow and red knobs’ right up series III.

The dipstick and top oil disappeared with the introduction of the B gearbox. At that time the case intermediate gear diameter was increased for additional In the autumn of 1963 the gearbox and transfer case low gear was changed with the introduction of the C (See my gear ratio web for actual ratio numbers of the series and Coiler gearbox cases).

In the Autumn of 1966 introduced the ‘1 ton’ 109 the 6 cylinder petrol engine (A number of 4 cyl models were in 1970/71). The 1 ton version had a lower gearbox and transfer case to carrying a heavier load, and to for the 9.00×16 tyres that stock under the 1 ton model. One ton also had ENV axles instead of the rover type.

The 109 forward Land Rovers used the gearbox and transfer case.

The built a small number of all series IIA gearboxes just to converting the box into the series III The all syncro series IIA gearboxes can be by a S prefix on the stamped number on the transmission top cover. Since top can move about when gearboxes are rebuilt, and a IIA gearbox is likely to be rebuilt in the earlier style, the ‘S’ stamp on the top does not guarantee the gear box the top cover is still all syncro.

The Series III gearbox has syncro in all as well as lower first and gear ratios. The transfer remained the same as was used on the IIA. Series IIA gearboxes (D later) are generally considered to be and longer lasting than series III gearboxes (The imported into North Though a lot of this conception may to do with people’s shifting

Series III boxes prefer you hesitate briefly in the neutral while you shift gears. puts less stress on the and enhances their service Suffix letters on the Series III restarted with suffix A.

were changes made to the gearbox during its 14 years of mostly to make them prone to wear and to keep from jumping out of gear. The D and later Series III gearboxes after Land Rover the US) have a one piece layshaft and are to be the most robust of all the Series Rover gearboxes. Other changes were to the reverse gear, bearing and shaft and the units.

In general the Series is considered to be strong enough for 120 HP, 160lbft is about the limit on Early gearboxes are considered to be than later IIA gearboxes. gearboxes tend to beak lay and main shafts at the circlip positions.

Late 2A lay shafts without the groove are stronger than the ones. According to Bob Shannon is the fix for the earlier gearboxes. The lay shaft suffix D onwards gearboxes # 556040) has a stepped shoulder fits into the rear of the series lay shaft 2nd gear. So you have to buy a matching set of gears is part # 600916) you can take an lay shaft gear from the (Suffix A-C is part # 245766) and out the relieved section to replicate the gear’s greater clearance.

a suffix D lay shaft is probably than the suffixes A (part # and B-C (part #528703). Make the main shaft is set up correctly. And of the SIII D suffix and newer are considered to be the strongest of the lot.

The all transmission has a reputation of being robust than the earlier mostly because they do not up to quick shifting. The syncros come to a stop when the goes through the neutral if the syncros are to last. When an all syncro gearbox it is advised to just slightly in the centre of the pattern.

Now for the newer gearboxes:

section is largely a rewording of an Mike Nieuwoudt published on the (Southern Africa) e-mail It is used with permission.

The history of LR main gearboxes roughly as follows:

In the beginning Rover needed a stronger for the new Range Rover and the 101 V8s they the LT95 . During this Rover was part of British so the LT stands for Leyland Transmission. 95 for the distance between the main and lay in mm.

The LT 95 was a robust four speed with the transfer case into the same enclosure they have different reservoirs). One of the nice things the LT95 was that there a number of transfer case available and you did not need to pull the box to them. The gearbox was used on Rover through 1983, all 109 1 V8, all 101 and on 1983 and 1984 V8 Nineties and One The 101 LT95 is different from the used in the early RR or 110 V8s. The difference is the bell housing and shaft are shorter and the high gear is pretty tall so, you’re running big rubber you run out of RPMs pretty quickly.

The on the top of the box is very short as the 101 has a remote linkage. If you’re putting it a different Land Rover you need to either modify the shift lever or source one an early RR or 110 V8. The LT95 has a central so it powers both axles all the You’ll need CV half in the front axle.

The center is lockable using a vacuum This requires a vacuum to be run from the engine.

This uses 20/50 engine oil for the gearbox and transfer case. is apparently because it has it’s own oil lubing the gearbox. A common leading to early demise is 90wt.

Starting with models Rover abandoned the four speed gearbox and to five speed gearboxes, the and the LT85. The LT77 is the lighter of the pair. The LT85 was used on the V8 of the Ninety and One Ten.

Since the LT77 is a 2WD passenger car Rover added the LT230 case for full time (LT230? Yes, 230 mm parallel between input and output

1984 through 1990 Rover (still part of Leyland) decided to go to a five gearbox they picked the LT77 for use in certain vehicles. The is an updated version of an old Jaguar that found its way into model British cars by British Leyland. Yes the distance the main and lay shafts is 77 mm.

There two version of this gearbox. The version is known as the short version. The later version, around 1988 is known as the stick version.

The Range received the LT77 in 1984 it was less expensive than the new and considered strong enough for the V8 to use as a street cruising gearbox. The cylinder Ninety and One Ten also the LT77. When the Discovery was it got the LT77 as well.

1984 1991: The LT85 (85 mm shaft was used in all V8 110 and 90 Land Rovers. The was originally designed under by Land Rover for Santana in and was considered to be a strong working Rover purchased LT85 directly from Santana. It is known as the Spanish Box.

Land Rover Range Rover

gearbox was used as originally until 1988. A cost lighter weight, divided version of the LT85 was introduced in and used through 1991. The short coming of the divided version was its main and lay shaft The loading on the bearings in 5th gear frequent gearbox failure cruising for long periods of under high throttle.

There was also a bearing problem at one stage of manufacture and the was sensitive to the type of oil used.

In the relationship between Rover and ended and the LT85 was no longer to Rover. They needed to a quick short term while they developed a new gearbox.

1991 through The LT77S was introduced to the Defender V8 and all models using the Tdi engine as an replacement for the no longer available The LT77S was a strengthened version of the The ‘S’ on the LT77S stands for it was modified for a ‘smoother gear

The bell housings and input of the LT77S differ between the V8 and Tdi due to more aft location.

1994 to The R380 box was introduced as brand new LR across the entire Land and Range Rover product The R380 is a radically reworked (The 1940’s Jag gearbox with improved main bearing arrangements that an overall strengthening of the box. The name stands for Rated to 380 Nm But the R380 still has the LT77’s 77 mm spacing.

Since Rover was no part of British Leyland the LT was abandoned.

The V8 and Tdi R380 gearboxes different bell housings and input shafts. They interchange by swapping these

The R380 quickly got a bad name gear problems and accelerated shaft spline wear it mates with the LT230 case.

The LT230 accelerated main spline wear problem had present on all previous LT230 Land-Rovers, irrespective of the gearbox it was to. This design problem was low key until a lot of customers complained R380 problems.

A number of fixes, such as slingers and transfer case input have been added to try the LT230 problem.

2007: Rover introduced the GFT MT 82 six-speed which provides a much ratio spread than 5 speed gearboxes. The GFT MT 82 has a lower gear and the new sixth gear is 20 per higher than the outgoing fifth gear.

A little history

1982: the Chrysler 3 automatic transmission was introduced the Range Rover product

1988: The Range Rover is with EFI and the ZF H4 four speed transmission.

2007: Land introduced the ZF HP26 six speed transmission with a wider range than previous Rover options.

Land Rover Range Rover
Land Rover Range Rover
Land Rover Range Rover
Land Rover Range Rover
Land Rover Range Rover
Land Rover Range Rover


Other articles of the category "Land Rover":

Our partners
Follow us
Contact us
Our contacts


About this site

For all questions about advertising, please contact listed on the site.

Catalog ALL Electric Cars and hybrid/ News and Information about Electric Car and Electric Vehicle Technologies, batteries for vehicle catalog with specifications, pictures, ratings, reviews and discusssions about Electric and Hybrid cars - Green energy