This will be a sticky topic.
Will list some FAQ.
Springs.
Gear boxes, Auto/Manual
Axles.
engine specs.
ETC.
NO CHIT CHAT. ALL WILL DELETED.
Michael.
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FAQ Tech Info (Bible)
Moderator: Micka
FAQ Tech Info (Bible)
Last edited by HSV Rangie on Tue Jun 14, 2005 1:59 pm, edited 3 times in total.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Autos.
The old 2 door Rangies came out with either a C4 auto or a Borg-Warner 35. You can diffreniate between the 2 as the auto shift is closer to the driver in the BW and the transfer case leaver is further back (they moved the whole transfer case back about 6 inches) , whereas the C4 is central and the transfer leaver is in the same spot as the 4 speed manual.
These were converted to Rangies by either by Leyland or by the specalist (Ritters in Vic. did the C4 conversion for years) until late 1983 when the 727 Chrysler torque-flyte was introduced, with the seperate LT230 transfer case. The old 4 speed manual, which was a one peice unit where both the early autos were adapted either by cutting the main box off and adapting it this way (as the C4) or the bellhousing was removed, and a custom shaft passes through the void in the box on the BW (where the 4 speed manual was) and adapted that way.
The ZF was inttroduced in Aus. in Jan 86 with the EFI 3.5 unleaded fuel V8 as well. Stil the best auto of the bunch and worth the extra few dollars to buy one, unless you pick up the old 3 speeds for a bargain price of course!!
I would still pick the BW or C4 over the torque-flite. There's plentiful supply of these and cheap to have rebuilt, although marginally better on-road compared to the Torque-Flite. But in all fairness, the TF was designed for big-block V8's not pissy little Rover jobs!!
Hope this clears this up a bit.
Regards,
Trav
These were converted to Rangies by either by Leyland or by the specalist (Ritters in Vic. did the C4 conversion for years) until late 1983 when the 727 Chrysler torque-flyte was introduced, with the seperate LT230 transfer case. The old 4 speed manual, which was a one peice unit where both the early autos were adapted either by cutting the main box off and adapting it this way (as the C4) or the bellhousing was removed, and a custom shaft passes through the void in the box on the BW (where the 4 speed manual was) and adapted that way.
The ZF was inttroduced in Aus. in Jan 86 with the EFI 3.5 unleaded fuel V8 as well. Stil the best auto of the bunch and worth the extra few dollars to buy one, unless you pick up the old 3 speeds for a bargain price of course!!
I would still pick the BW or C4 over the torque-flite. There's plentiful supply of these and cheap to have rebuilt, although marginally better on-road compared to the Torque-Flite. But in all fairness, the TF was designed for big-block V8's not pissy little Rover jobs!!
Hope this clears this up a bit.
Regards,
Trav
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Springs.
Spring data at this site:
http://members.shaw.ca/jbarge/springinfo.html
will add colour codes ASAP.
Spring Info and hights.
Based on my RR.
Holden V8, Rear step bar, swing out S/wheel, Steel BB.
Aprox 1100 lbs per corner rear:
Aprox 880lbs per corner front.
----------Spring lt:---Lbs/inch----C:T/Load:--Installed Lth:--Bstop:
Rear-------17.8:-------320:--------1100:-------14.36:---------6.36:
Rear-------16.8:-------320:--------1100:-------13.36:---------5.36:
Rear-------17.8:-------270:--------1100:-------13.73:---------5.73:
Rear-------16.8:-------270:--------1100:-------12.73:---------4.73:
Rear-------18:---------220:--------1100:-------13.00:---------5.00:
Rear-------17:---------220:--------1100:-------12.00:---------4.00:
Rear-------17.2:-------180:--------1100:-------11.09:---------3.09:
Rear-------16.5:-------180:--------1100:-------10.39:---------2.39:
Front-------17:---------220:--------880:--------13.00:---------5.00:
Front-------16:---------220:--------880:--------12.00:---------4.00:
Front-------15.5:-------220:--------880:--------11.50:---------3.50:
Front-------17.2:-------180:--------880:--------12.31:---------4.31:
Front-------16.5:-------180:--------880:--------11.61:---------3.61:
Front-------15.9:-------180:--------880:--------11.01:---------3.01:
Note: Std RR has 3 degrees of castor angle, with B/stop clearannce of 2 inches.
Every HALF inch lifted, you will loose ONE degree Castor.
Regards
Michael.
Defenders:
Yes, the OME 980/981 fit the rear spring mount exactly. The OME HD (420lb) are good only for heavy loads. They're very comfortable if you have a loaded hardtop. The Nissan springs (OME 980) are somewhere between the 280lb and the 420lb - I don't remember exactly, if you like I can get the info tomorrow. On my 110 softop (without hardly any load) the feeling is very good on and off road.
Erez
http://members.shaw.ca/jbarge/springinfo.html
will add colour codes ASAP.
Spring Info and hights.
Based on my RR.
Holden V8, Rear step bar, swing out S/wheel, Steel BB.
Aprox 1100 lbs per corner rear:
Aprox 880lbs per corner front.
----------Spring lt:---Lbs/inch----C:T/Load:--Installed Lth:--Bstop:
Rear-------17.8:-------320:--------1100:-------14.36:---------6.36:
Rear-------16.8:-------320:--------1100:-------13.36:---------5.36:
Rear-------17.8:-------270:--------1100:-------13.73:---------5.73:
Rear-------16.8:-------270:--------1100:-------12.73:---------4.73:
Rear-------18:---------220:--------1100:-------13.00:---------5.00:
Rear-------17:---------220:--------1100:-------12.00:---------4.00:
Rear-------17.2:-------180:--------1100:-------11.09:---------3.09:
Rear-------16.5:-------180:--------1100:-------10.39:---------2.39:
Front-------17:---------220:--------880:--------13.00:---------5.00:
Front-------16:---------220:--------880:--------12.00:---------4.00:
Front-------15.5:-------220:--------880:--------11.50:---------3.50:
Front-------17.2:-------180:--------880:--------12.31:---------4.31:
Front-------16.5:-------180:--------880:--------11.61:---------3.61:
Front-------15.9:-------180:--------880:--------11.01:---------3.01:
Note: Std RR has 3 degrees of castor angle, with B/stop clearannce of 2 inches.
Every HALF inch lifted, you will loose ONE degree Castor.
Regards
Michael.
Defenders:
Yes, the OME 980/981 fit the rear spring mount exactly. The OME HD (420lb) are good only for heavy loads. They're very comfortable if you have a loaded hardtop. The Nissan springs (OME 980) are somewhere between the 280lb and the 420lb - I don't remember exactly, if you like I can get the info tomorrow. On my 110 softop (without hardly any load) the feeling is very good on and off road.
Erez
Last edited by HSV Rangie on Tue Apr 20, 2004 10:48 am, edited 1 time in total.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
GM HEI to Rover V8
Last edited by HSV Rangie on Tue Sep 14, 2004 6:49 pm, edited 1 time in total.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Rover axle and spline data.
From Maxi drive.
ROVER FRONT AXLE CHANGE POINTS & MAXI DRIVE DIFF APPLICATION
RANGE ROVER DISCOVERY AND DEFENDER WITH ABS:
All vehicles with ABS brakes have the CV joint with the small weak 32 inner axle spline. The CV joint also has 72 serations on its outside dia. for the electronic sensor to "read" wheel speed from. The heavy duty AEU2522 CV joint can be fitted with a 72 tooth ring which is shrunk onto the body of the CV. However this increases the dia. of the CV which then means the inside of the hard chrome swivel ball has to be machined to provide clearance. The top swivel pin also has to be raised 2mm. to clear the 72 tooth ring. ABS sensor is adjusted to just touch as per normal set-up.
SPLINE SIZES & TOOTH COUNTS
10 SPLINE: Used for axle shaft to diff side gear in ROVER Type diffs from the first L/R in 1948 to app 1992. Also used in L/R series 1 & 11 vehicles at drive flange and early R/R & Disco CV joints.
Square form (40 o included angle) Major dia 28.2 (1.11") Root dia 25.3 (.997") Zp ( polar section) .212
App torque capability for axle of 1500 Mpa UTS Hytuf 5635 Nm (4160 ft lbs)
24 SPLINE: Commonly referred to as "Salisbury" spline as it first came into rover use in the Salisbury diff fitted to series 111 long wheel base. Also used at drive flange on series 111 onwards. From app 1994 the Rover Type diff also uses this spline in the side gear although this gear is about .004" tighter than the Salisbury diff gear. The side gear spline in all Maxi-Drive 24 spline diffs is also the same as the Salisbury. (Why Rover decided to depart from industry standard and make the Rover diff tighter is anyone's guess)
Involute form, flat root side fit, 20/40 DP, 30 o PA,
Major dia 31.4 (1.24") Root dia 29.2 (1.15") Zp (polar section) .294
App torque capability for axle of 1500 Mpa UTS Hytuf 7835 Nm (5780 ft lbs)
23 SPLINE: Only used as the inner axle to CV connection on the three decent CV joints, namely R606665 R/R ; AEU1828 stage one 111 and AEU2522 early county
Involute form, flat root, side fit 20/40 DP, 30 o PA,
Major dia. 30.1 (1.18") Root dia 27.9 (1.10") Zp (polar section) .281
App torque capacity of axle of 1500 Mpa UTS Hytuf 7450 Nm (5500 ft lbs)
32 SPLINE: This is the hopelessly small inner axle to CV connection used on all vehicles since app 1988. Not strong enough for the torque that can be applied with a across axle diff lock. For this reason all front Maxi-Drive diff locks use the more durably 23 spline size and if required the stronger 23 spline CV joints are used in place of the weak 32 spline CV joint.
Vee form 45 o PA, Major dia. 26.3 (1.035") Root dia. 24.1 (.950")
Zp (polar section) .192
App. torque capacity of axle of 1500 Mpa UTS Hytuf 5095 Nm (3760 ft lbs)
this was copied from a page given to me by mal, there may be some small mistakes.
ROVER FRONT AXLE CHANGE POINTS & MAXI DRIVE DIFF APPLICATION
RANGE ROVER DISCOVERY AND DEFENDER WITH ABS:
All vehicles with ABS brakes have the CV joint with the small weak 32 inner axle spline. The CV joint also has 72 serations on its outside dia. for the electronic sensor to "read" wheel speed from. The heavy duty AEU2522 CV joint can be fitted with a 72 tooth ring which is shrunk onto the body of the CV. However this increases the dia. of the CV which then means the inside of the hard chrome swivel ball has to be machined to provide clearance. The top swivel pin also has to be raised 2mm. to clear the 72 tooth ring. ABS sensor is adjusted to just touch as per normal set-up.
SPLINE SIZES & TOOTH COUNTS
10 SPLINE: Used for axle shaft to diff side gear in ROVER Type diffs from the first L/R in 1948 to app 1992. Also used in L/R series 1 & 11 vehicles at drive flange and early R/R & Disco CV joints.
Square form (40 o included angle) Major dia 28.2 (1.11") Root dia 25.3 (.997") Zp ( polar section) .212
App torque capability for axle of 1500 Mpa UTS Hytuf 5635 Nm (4160 ft lbs)
24 SPLINE: Commonly referred to as "Salisbury" spline as it first came into rover use in the Salisbury diff fitted to series 111 long wheel base. Also used at drive flange on series 111 onwards. From app 1994 the Rover Type diff also uses this spline in the side gear although this gear is about .004" tighter than the Salisbury diff gear. The side gear spline in all Maxi-Drive 24 spline diffs is also the same as the Salisbury. (Why Rover decided to depart from industry standard and make the Rover diff tighter is anyone's guess)
Involute form, flat root side fit, 20/40 DP, 30 o PA,
Major dia 31.4 (1.24") Root dia 29.2 (1.15") Zp (polar section) .294
App torque capability for axle of 1500 Mpa UTS Hytuf 7835 Nm (5780 ft lbs)
23 SPLINE: Only used as the inner axle to CV connection on the three decent CV joints, namely R606665 R/R ; AEU1828 stage one 111 and AEU2522 early county
Involute form, flat root, side fit 20/40 DP, 30 o PA,
Major dia. 30.1 (1.18") Root dia 27.9 (1.10") Zp (polar section) .281
App torque capacity of axle of 1500 Mpa UTS Hytuf 7450 Nm (5500 ft lbs)
32 SPLINE: This is the hopelessly small inner axle to CV connection used on all vehicles since app 1988. Not strong enough for the torque that can be applied with a across axle diff lock. For this reason all front Maxi-Drive diff locks use the more durably 23 spline size and if required the stronger 23 spline CV joints are used in place of the weak 32 spline CV joint.
Vee form 45 o PA, Major dia. 26.3 (1.035") Root dia. 24.1 (.950")
Zp (polar section) .192
App. torque capacity of axle of 1500 Mpa UTS Hytuf 5095 Nm (3760 ft lbs)
this was copied from a page given to me by mal, there may be some small mistakes.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Discovery Series I maximum tyre sizes and mods: http://members.shaw.ca/jbarge/tires.html
Range Rover tyre sizes and mods:
http://www.rangerovers.net/outfitting/t ... tires.html
More to come.....
Range Rover tyre sizes and mods:
http://www.rangerovers.net/outfitting/t ... tires.html
More to come.....
Range Rover - 4.4 V8, MD Crawler Box, F&R Lockers, 35" Centipedes, 4" lift. Overqualified WebWheeler!!!
Discovery - Bling touring stuff!
Discovery - Bling touring stuff!
Thought some other people might be interested in some info I gathered on the comparative strenght of the steels used in aftermarket Land Rover (and other) axle products.
Material (other names) / Application / Ultimate Tensile Strength (MPa / psi)
EN25 (X9931) / McNamara axles? / 1300 / 190 000
EN26 / X9940 / 1380 / 200 000
AMS-6418 (MIL S - 7108 / 4625M4 / HY-TUFF) / Maxi-Drive axles / 1655 / 240 000
4140 / 1230 / 186 000
4340 / New longfield / 1380 / 200 000
300m (4340m) / New longfield star/ 1980 / 288 000
Data mainly from Timken Steels and Smorgon Steel - both are suppliers of these steels. Interestingly, Maxi-Drive quote a lower strength of 1550MPa for their axles, but strange engineering (another axle manufacturer), quotes 240 000psi (as does Timken).
I am not 100% sure that McNamara use EN25 and not EN26, but since EN25 is what Maxi-Drive used before they switched to AMS-6418 it is probably right. Although the maximum values are the same, most steel suppliers state that EN26 should be used where higher strength than 4340 is required.
Shear is usually 75% of tensile strength for all these steels.
From the looks of the numbers, AMS-6418 is a pretty impressive steel, a fair bit stronger than 4340 and almost as strong as 300m/4340m. Of course a lot depends on how the axle is designed, how well it is machined and heat treated, but I think this is a usefull comparison of like for like.
Does anyone know for sure what McNamara use?
_________________
Cheers, Ben.
Material (other names) / Application / Ultimate Tensile Strength (MPa / psi)
EN25 (X9931) / McNamara axles? / 1300 / 190 000
EN26 / X9940 / 1380 / 200 000
AMS-6418 (MIL S - 7108 / 4625M4 / HY-TUFF) / Maxi-Drive axles / 1655 / 240 000
4140 / 1230 / 186 000
4340 / New longfield / 1380 / 200 000
300m (4340m) / New longfield star/ 1980 / 288 000
Data mainly from Timken Steels and Smorgon Steel - both are suppliers of these steels. Interestingly, Maxi-Drive quote a lower strength of 1550MPa for their axles, but strange engineering (another axle manufacturer), quotes 240 000psi (as does Timken).
I am not 100% sure that McNamara use EN25 and not EN26, but since EN25 is what Maxi-Drive used before they switched to AMS-6418 it is probably right. Although the maximum values are the same, most steel suppliers state that EN26 should be used where higher strength than 4340 is required.
Shear is usually 75% of tensile strength for all these steels.
From the looks of the numbers, AMS-6418 is a pretty impressive steel, a fair bit stronger than 4340 and almost as strong as 300m/4340m. Of course a lot depends on how the axle is designed, how well it is machined and heat treated, but I think this is a usefull comparison of like for like.
Does anyone know for sure what McNamara use?
_________________
Cheers, Ben.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Discovery series 2 tyre sizes and mods:
http://www.hobby.nl/~clifton/tyresizes.html
http://www.hobby.nl/~clifton/tyresizes.html
Last edited by Slunnie on Sun Jun 18, 2006 3:54 pm, edited 1 time in total.
Cheers
Slunnie
Discovery TD5, Landy IIa V8 ute.
Slunnie
Discovery TD5, Landy IIa V8 ute.
guard chop on a disco 2
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Which Rangie Head Gasket
Thanks to Phillip A for this reply that I pinched off the Aussie Range Rover forum http://www.comcen.com.au/~blumx
Composite 3.9 Gaskets are 30thou thicker than tin gaskets. I doubt whether the skims you have had done would add up to 30thou so you will lose a little bit of compression ratio. This is from the UK Lund engines site.
Head Gasket Compressed Thickness
3.5 Standard tin gaskets - 20thou (0.5mm)
3.5 Composite gaskets (6 bolt per cylinder type) - 40thou (1.0mm)
3.9/4.0/4.2/4.6 Tin gaskets - 18thou (0.45mm)
3.9/4.0/4.2/4.6 Standard composite gaskets - 48thou (1.2mm)
Note - 4.0/4.2/4.6/4.8/5.0 litre engines have the same 94mm bore as 3.9 litre engines.
You have to buy a 3.9 gasket.
Check the Compression ratio stamped next to the engine number. If it is 9.35 then for sure use a composite as it will really help the car to run on normal unleaded.
If it is an 8.13 :1 , I personally would have the head shaved about 20 thou extra and use a composite gasket. I believe a composite gasket is more forgiving on what is an old block with probably quite a few scratches and bumps.
If you use a composite without a further shave you will lose some power, maybe 5%, but it will run on kero if you cannot get petrol as it will be about 7.8:1 compression ratio.
regards Philip A
Composite 3.9 Gaskets are 30thou thicker than tin gaskets. I doubt whether the skims you have had done would add up to 30thou so you will lose a little bit of compression ratio. This is from the UK Lund engines site.
Head Gasket Compressed Thickness
3.5 Standard tin gaskets - 20thou (0.5mm)
3.5 Composite gaskets (6 bolt per cylinder type) - 40thou (1.0mm)
3.9/4.0/4.2/4.6 Tin gaskets - 18thou (0.45mm)
3.9/4.0/4.2/4.6 Standard composite gaskets - 48thou (1.2mm)
Note - 4.0/4.2/4.6/4.8/5.0 litre engines have the same 94mm bore as 3.9 litre engines.
You have to buy a 3.9 gasket.
Check the Compression ratio stamped next to the engine number. If it is 9.35 then for sure use a composite as it will really help the car to run on normal unleaded.
If it is an 8.13 :1 , I personally would have the head shaved about 20 thou extra and use a composite gasket. I believe a composite gasket is more forgiving on what is an old block with probably quite a few scratches and bumps.
If you use a composite without a further shave you will lose some power, maybe 5%, but it will run on kero if you cannot get petrol as it will be about 7.8:1 compression ratio.
regards Philip A
Again PhillipA on adjusting steering boxes. Nice / easy explanation.
http://www.outerlimits4x4.com/PHP_Modul ... hp?t=38239
Dave.
http://www.outerlimits4x4.com/PHP_Modul ... hp?t=38239
Dave.
Land Rover Discovery - GQ conversion underway
CDL conversion for Discovery 2
http://www.expeditionexchange.com/cdl/
http://www.expeditionexchange.com/cdl/
Transfer cases.
Rover Transfer gear box
introduction
Transfer Box
The 4-sp gearbox, fitted to all manual Range Rovers from 1970 to 1983, has a transfer box which is integral with the gearbox assembly and is, therefore, inseparable from it. The 5-sp manual gearbox, introduced in July 1983, has a separate transfer box as follows:
1983 to approx. 1984 models are fitted with Land Rover's LT230R unit, which is gear-driven and incorporates a manually selectable diff-lock.
1984 (approx.) to Oct 1988 models are fitted with Land Rover's LT230T unit, similar to the LT230R but with taper bearings on the intermediate shaft instead of the previously used needle roller bearings.
Oct 1988 onwards models are fitted with a Borg Warner chain-driven transfer box, incorporating a viscous differential lock.
Automatic models also have separate transfer boxes, as follows:
3-sp autos are fitted with either the LT230R or LT230T transfer boxes.
4-sp autos to Sept 1988 are fitted with the LT230T transfer box.
4-sp auto vehicles from Oct 1988 onwards are fitted with the Borg Warner chain-driven transfer box.
This section includes fully reconditioned transfer gearboxes, as well as the components associated with the transfer box, such as the speedo cable. Also included is the parking brake, since this operates on the rear of the transfer box rather than the rear wheels, as is conventional. As with the main gearbox, we have only listed a limited selection of internal components, because repair is rarely as cost-effective as replacement with a recon unit.
Unit Identification
Identification of the transfer box fitted to your Range Rover is fairly straightforward:
4-sp. All 4-sp manual vehicles have an integral transfer box.
5-sp/LT230R. LT230R transfer boxes fitted to 5-sp vehicles have a serial number (located on the rear lower face of the transfer box) which begins 15D.
5-sp/LT230T. LT230T transfer boxes fitted to 5-sp vehicles have a serial number beginning 27D or 28D.
5-sp/Borg Warner. Vehicles fitted with the BW transfer box are easily identified from the transfer gear lever inside the car, which has a simple fore & aft plane instead of the H-gate of earlier vehicles.
3-sp Auto/LT230R. LT230 transfer boxes fitted to 3-sp auto vehicles have a serial no. beginning 14D.
3-sp Auto/LT230T. LT230T transfer boxes fitted to 3-sp autos have a serial no. beginning 26D.
4-sp Auto/LT230T. 4-sp auto vehicles with the LT230R transfer box have a serial no. beginning 28D
4-sp Auto/Borg Warner. These vehicles are easily identified by the transfer gear lever inside the car, which has a simple fore & aft plane instead of the H-gate of earlier vehicles.
Gear Ratios
The high-gear ratios of the transfer boxes are as follows:
LT230R
14D (Auto) 1.003:1
15D (Manual) 1.192:1
LT230T
26D (Auto) 1.003:1
27D (Manual)1.192:1
28D (Man & auto)1.222:1
Borg Warner (Man & auto) 1.206:1
borrowed from.
http://www.rimmerbros.co.uk/rimmer/land ... ox%20Units
Michael.
Rover Transfer gear box
introduction
Transfer Box
The 4-sp gearbox, fitted to all manual Range Rovers from 1970 to 1983, has a transfer box which is integral with the gearbox assembly and is, therefore, inseparable from it. The 5-sp manual gearbox, introduced in July 1983, has a separate transfer box as follows:
1983 to approx. 1984 models are fitted with Land Rover's LT230R unit, which is gear-driven and incorporates a manually selectable diff-lock.
1984 (approx.) to Oct 1988 models are fitted with Land Rover's LT230T unit, similar to the LT230R but with taper bearings on the intermediate shaft instead of the previously used needle roller bearings.
Oct 1988 onwards models are fitted with a Borg Warner chain-driven transfer box, incorporating a viscous differential lock.
Automatic models also have separate transfer boxes, as follows:
3-sp autos are fitted with either the LT230R or LT230T transfer boxes.
4-sp autos to Sept 1988 are fitted with the LT230T transfer box.
4-sp auto vehicles from Oct 1988 onwards are fitted with the Borg Warner chain-driven transfer box.
This section includes fully reconditioned transfer gearboxes, as well as the components associated with the transfer box, such as the speedo cable. Also included is the parking brake, since this operates on the rear of the transfer box rather than the rear wheels, as is conventional. As with the main gearbox, we have only listed a limited selection of internal components, because repair is rarely as cost-effective as replacement with a recon unit.
Unit Identification
Identification of the transfer box fitted to your Range Rover is fairly straightforward:
4-sp. All 4-sp manual vehicles have an integral transfer box.
5-sp/LT230R. LT230R transfer boxes fitted to 5-sp vehicles have a serial number (located on the rear lower face of the transfer box) which begins 15D.
5-sp/LT230T. LT230T transfer boxes fitted to 5-sp vehicles have a serial number beginning 27D or 28D.
5-sp/Borg Warner. Vehicles fitted with the BW transfer box are easily identified from the transfer gear lever inside the car, which has a simple fore & aft plane instead of the H-gate of earlier vehicles.
3-sp Auto/LT230R. LT230 transfer boxes fitted to 3-sp auto vehicles have a serial no. beginning 14D.
3-sp Auto/LT230T. LT230T transfer boxes fitted to 3-sp autos have a serial no. beginning 26D.
4-sp Auto/LT230T. 4-sp auto vehicles with the LT230R transfer box have a serial no. beginning 28D
4-sp Auto/Borg Warner. These vehicles are easily identified by the transfer gear lever inside the car, which has a simple fore & aft plane instead of the H-gate of earlier vehicles.
Gear Ratios
The high-gear ratios of the transfer boxes are as follows:
LT230R
14D (Auto) 1.003:1
15D (Manual) 1.192:1
LT230T
26D (Auto) 1.003:1
27D (Manual)1.192:1
28D (Man & auto)1.222:1
Borg Warner (Man & auto) 1.206:1
borrowed from.
http://www.rimmerbros.co.uk/rimmer/land ... ox%20Units
Michael.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
85 110 County Engine Temp Sender Values
Someone may find this useful
'85 110 V8 Temp sender- Degrees to Ohms
Degrees ohms
40 353
45 274
50 218
53 195
60 147
65 129
70 106
75 95
80 83
85 75
90 64
95 55
100 50
105 44
110 40
120 33
'85 110 V8 Temp sender- Degrees to Ohms
Degrees ohms
40 353
45 274
50 218
53 195
60 147
65 129
70 106
75 95
80 83
85 75
90 64
95 55
100 50
105 44
110 40
120 33
Rod
'85 110, LT-95, 4BE1 Isuzu & Rear Maxi
'85 110, LT-95, 4BE1 Isuzu & Rear Maxi
Isuzu 4BD1 12v 120amp Alt replacement for the 40amp jobbie
Isuzu N Series
12v 120a
ALT160502
www.aea.com.au
$600 trade
Isuzu N Series
12v 120a
ALT160502
www.aea.com.au
$600 trade
[quote="Wooders"]If ya want a 4x4 camry go ahead & buy a Patrol or Cruiser.[/quote]Rangie with 80s LC diffs, Isuzu 4bd1, Twin ARB lockers, 8000lb Hi mount warn, 315x75x16 Procomp XTerrains
LT95 4spd transfer high range ratios and tooth counts
High range ratio 1.174 - 47 teeth
High range ratio 1.113 - 48 teeth
High range ratio 1.1227 - 43 teeth
High range ratio 0.99621 - 45 teeth
The tooth counts are on the large plain gear that is fitted to the
intermediate shaft.
thanks to
Swamp.
High range ratio 1.174 - 47 teeth
High range ratio 1.113 - 48 teeth
High range ratio 1.1227 - 43 teeth
High range ratio 0.99621 - 45 teeth
The tooth counts are on the large plain gear that is fitted to the
intermediate shaft.
thanks to
Swamp.
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
found this in an old post by bushy555 and thought it would be suitable here, or at least tacked onto the post above RE: splines -
I;m led to believe these 28 spliners had the cylinder shaped drive flanges, not the hexagonal nut type, is this correct??
bushy555 wrote:>Spline counts
Can add 28 splines to the list. Mal used 28 spline axles on his early "version 1" maxi drive axles. Interestingly enough Mal used Ford 9" sun gears in the centres for those early maxi's.
I;m led to believe these 28 spliners had the cylinder shaped drive flanges, not the hexagonal nut type, is this correct??
'86 Hiline, 3.9L, R380, Q78's, F&R Maxi's, Warn 8274
with thanks KiwiBacon.
I've been asked about part numbers for a brake caliper upgrade (46mm pistons instead of the stock 41.3mm ones).
All these brake numbers are from the Paddock Spares website, that's where I got my calipers from.
The ones with "ordered" are the ones I bought and fitted to my rangie. Fantastic upgrade that I recommend to all.
Needed modifications were only plumbing and some grinding to the mounting tabs.
Probably also need to mention that the Defender calipers need 16" rims to fit.
The circuit closest to the firewall on your MC is plumbed to the front brakes, the circuit furtherest from the firewall gets plumbed through the proportioning valve to the rear brakes. You need to block off the extra port in the proportioning valve.
Pads are matched to calipers. You need to buy pads (and retention kit) which fit the new big front calipers.'
They are front brakes only.
__________________________________________________________
Front Disc Calipers 90
pre 86 (41.3mm)
RH RTC3380
LH RTC3381
86 - HA701009 (41.3mm)
RH RTC4998
LH RTC4999
HA701010 to KA930455 (46mm)
RH RTC5572
LH RTC5573
LA930456 onwards (46mm)
Solid
LH STC1262
RH STC1263
LA930456 onwards (46mm)
Vented
RH STC1266 ordered
LH STC1267 ordered
___________________________________________________________
Front Disc Calipers 110/130
pre 86 Drum Rear
LH AEU2537
RH AEU2538
86-KA930455 Drum Rear
LH RTC5573
RH RTC5572
LA930456 onwards Disc all round
Solid
RH STC1263
LH STC1262
Vented
RH STC1266
LH STC1267
__________________________________________________________
Front Disc Calipers RRC
Solid
RH AEU1718
LH AEU1719
Vented - 11mm mounting hole to march 93
RH RTC6776
LH RTC6777
Vented - 12mm mounting hole after march 93
RH STC1283
LH STC1282
____________________________________________________________
Rotors
Solid - Fits all requiring solid discs
FRC7329
Vented - Fits all requiring vented discs
FTC902
___________________________________________________________
Front Caliper Piston
606683 (Fits All RRC, 90 to HA701009) 41.3mm
STC201 (Fits all 110/130 and 90 from HA701010) 46mm
Front Caliper Seal Kit
AEU1547 Fits 606683 41.3mm
AEU2539 Fits STC201 46mm
I've been asked about part numbers for a brake caliper upgrade (46mm pistons instead of the stock 41.3mm ones).
All these brake numbers are from the Paddock Spares website, that's where I got my calipers from.
The ones with "ordered" are the ones I bought and fitted to my rangie. Fantastic upgrade that I recommend to all.
Needed modifications were only plumbing and some grinding to the mounting tabs.
Probably also need to mention that the Defender calipers need 16" rims to fit.
The circuit closest to the firewall on your MC is plumbed to the front brakes, the circuit furtherest from the firewall gets plumbed through the proportioning valve to the rear brakes. You need to block off the extra port in the proportioning valve.
Pads are matched to calipers. You need to buy pads (and retention kit) which fit the new big front calipers.'
They are front brakes only.
__________________________________________________________
Front Disc Calipers 90
pre 86 (41.3mm)
RH RTC3380
LH RTC3381
86 - HA701009 (41.3mm)
RH RTC4998
LH RTC4999
HA701010 to KA930455 (46mm)
RH RTC5572
LH RTC5573
LA930456 onwards (46mm)
Solid
LH STC1262
RH STC1263
LA930456 onwards (46mm)
Vented
RH STC1266 ordered
LH STC1267 ordered
___________________________________________________________
Front Disc Calipers 110/130
pre 86 Drum Rear
LH AEU2537
RH AEU2538
86-KA930455 Drum Rear
LH RTC5573
RH RTC5572
LA930456 onwards Disc all round
Solid
RH STC1263
LH STC1262
Vented
RH STC1266
LH STC1267
__________________________________________________________
Front Disc Calipers RRC
Solid
RH AEU1718
LH AEU1719
Vented - 11mm mounting hole to march 93
RH RTC6776
LH RTC6777
Vented - 12mm mounting hole after march 93
RH STC1283
LH STC1282
____________________________________________________________
Rotors
Solid - Fits all requiring solid discs
FRC7329
Vented - Fits all requiring vented discs
FTC902
___________________________________________________________
Front Caliper Piston
606683 (Fits All RRC, 90 to HA701009) 41.3mm
STC201 (Fits all 110/130 and 90 from HA701010) 46mm
Front Caliper Seal Kit
AEU1547 Fits 606683 41.3mm
AEU2539 Fits STC201 46mm
Mitsubishi 2010 NT DID Pajero wagon, Factory rear diff lock, Dual batteries, ARB bar, winch, Mt ATZ 4 rib tyres.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
1986 RR.
Custom suspension links etc.
HSV 215 engine.
4.3 diffs.
Re the details on the chart for 265/75/16 mention spacers need for spare, I have this tyre on an 8" steel modular and fits perfect with no spacers and nofouling of door or bumper.TuffRR wrote:Discovery Series I maximum tyre sizes and mods: http://members.shaw.ca/jbarge/tires.html
Range Rover tyre sizes and mods:
http://www.rangerovers.net/outfitting/t ... tires.html
More to come.....
regards
Dave
zf transmissions had 2 different splines lengths on the output shafts pre 90s had the shorter spline but post 90s had the longer.
The longer spline was introduced to minimize wear between the input gear in the transfer case and the output shaft of the gearbox
the longer spline spud shaft can be used with early or late transfers but not the other way around
The longer spline was introduced to minimize wear between the input gear in the transfer case and the output shaft of the gearbox
the longer spline spud shaft can be used with early or late transfers but not the other way around
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