Gromit

I did actually Laugh Out Loud at them :hysterical: Nice work there Les, (in a sort of convoluted way )

Hi Jim, Cheers for the input. I remember you mentioning transfer box temps at the time I ordered the madman. I discounted it because I don't tow, don't live in the alps any more , it sure ain't hot here, and generally don't work the truck that hard. But, I'll have a further ponder on that one. Didn't think (and me a software engineer!) of their being an update or hack for the alarm minimum. I'll get on to madman and see what they say - thanks Am re-running an earth for the sender at the moment (between showers ), so we'll see what that yeilds....

Cheers, so that's 25 to 55 psi, there's a bit of leeway there huh.

I've mine in the same place, just cut a hole in the headlining, if that's what it's called. Solid enough to support a speaker.

Hmm, well be that as it may, it'll have to wait as the 110 is my daily driver from today, as the other car now won't start. Well, to be honest I don't mind a bit, other than I can't now intentionally break the 110 Have also discovered that the pressure indicated by the madman is, well, mad, depending on the electrical load, so I'll have to sort out a new earth for the sender and see what the pressures are like.

Ho hum, I'll just go back to bed. ob1, I'd say unless you have a noticable lack of power, then the lift pump is fine and I wouldn't worry. Doing all the work on your own truck is one of the joys of ownership

Yes, sorry meant needle bearings.

true, me too; does that apply to the TD5 though, which is what we're talking about here, aren't we? Yes, as does the 300tdi. [edited to make me look smarter ]

I included the roller bearings, which were not in the kit. In the end, Ashcrofts send me 2nd hand ones, so I just picked the best from mine and theirs. The slipper springs are the only thing I can think of that was missing from the kit, that could have been replaced. They move a small amount and don't really seem to be affected by wear, well mine were fine.

Depeding on where the engine stops, the lift pump can end up being on the cam, so the lever does nothing. Turning the engine over manually will drop it off the cam and it can be primed. Mine ran happily with a dead lift pump, so the pump could still be dead, ir the priming lever could have sheared, but the pump still works ok. As for the oil pressure, I wouldn't worry. Let it stabilise and see what it reads.

Apart from what's in the rebuild kit, there's not much else in the box, selector forks and the main and lay shafts, which are expensive. If one of the shafts is damaged, then it might be more cost effective getting a new box. I've just noticed in the pictures, that the R380 rebuild kit doesn't have any oil pump gears, gaskets or slippers (maybe it doesn't use them, there are other rings pictured). The LT77 kit had all these. Might be worth asking about that. As for improving the box, I'm sure the oracle that is ashcrofts could advise. Don't some of them have oil coolers?

It does sound like something on the layshaft alright. I've just rebuilt my LT77 and found it pretty straightforward actually. I'm no mechanic, had no idea what was involoved but was willing to give it a go and learn how a gearbox works. I did it with basic tools and a 10 ton hydraulic puller. I also bought a dremil to remove a large collar on the output shaft and a few bearing tracks. I had to make a press out of pipe to refit the collar. I also had the workshop manual. (Sorry, I don't have one for the R380) When I pulled the box apart, I placed each set of components in a ziplock bag, labeled and placed on the floor in order of assembly. It took me about 4 full days of work. My box was making a clicking noise in all gears except 4th. I found the layshaft bearings a bit gritty, but they didn't look completely destroyed. The bearing behind the input shaft felt fine in my hand, but made a bit of noise when run underpressure on the shaft. I found the bearings deceptive that way in that it was difficult to determine their condition, so I replaced all of them. Everything else was lightly covered with a grey sludge, which I assume was from the synchros. LOTS of carb cleaner used to cleaning everything that was being re-used. I don't know the R380, but it can't be that different. Ashcroft supply a master rebuild kit for 160STG quid, which is what I used. If you've somewhere to work, I say go for it. vinny on here is in the middle of rebuilding his R380. Maybe send him a PM for any things to watch out for.

great stuff, cheers Ralph. Will have a look tomorrow.

any idea where to tap the sender in to? I already have the pressure sender at the pressure switch by the oil filter.

I don't do any towing. Just general driving and some off road. Probably overkill, but I have the sender, so I guess engine temp would give me an idea of how hard the engine is working.

Finally added a few senders to my madman EGT guage today. While the truck is in bits, why not add more stuff I now have oil pressure, I probably didn't want to know, but anyway, it sits around 8-10psi at hot idle (down to 2psi briefly), and something like 25-30 hot at revs, which is a bit poorly. Well it is a bit old. Slight pain in that you can't set the low alarm on the madman lower than 15psi, so I've had to turn it off. So, I have 2 temp senders. One is probably going be tapped into the thermostat housing to give me coolant temp. So what to do with the oil temp sender? What would be better to monitor, engine oil temp, gearbox or t-box temperature? For your given choice, where would you tap the sender? Cheers, G

Via Ralph (Western) I also placed an order or 2 with Bob. Found him prompt and helpful. Just FYI.

Yes, but it is also when the engine is working the hardest and when the rad needs to work the most. I would also vote for poor rad efficiency; either missing fins, or poor circulation. What is the difference in temp between the top and bottom hoses like? As for your gearbox, if it's an LT77, older ones tend to be slow into second until warmed up; mine was till I rebuilt it. What kind of miles are on the box? I'd say it's unlikely you've damaged it. You could try difflocks funky MTF; they improve the gearchange apparently. If it was a dragging clutch, i would have thought you'd have problems in all gears. EDIT: to add another thought; you've changed the engine, are you still running the correct sender for the gauge? i.e. are you sure it is actually overheating?

Thinking about it now, me too (it's been a while since I did it)

As others have said, hi-low and diff lock are independant of each other. You can switch difflock in and out on the move providing no wheels are spinning. Changing from low to high on the move is: starting in low 3rd clutch down transfer box to neutral clutch up clutch down transfer to high main box to 2nd clutch up High to low can also be done on the move with care. I usually just stop to change.

So,in a cross axled situation, how does this not work. Each axle will have a stationary and a spinning wheel. Does the TC not sense this and brake the spinning wheel? Just curious, as I've no experince of 4x4 TC.

What about contacting the supplier; they really should just bolt on. What year is your truck? Otherwise I guess you'll just have to start putting new holes in either the bumperettes or the cross member; which ever is easier.

Thanks for the comments guys. Here's how it looks at the moment - breezy Apart from all the missing bits, I've a few niggles to sort; the box is weeping a bit from the selector, the captive prop bolts are no longer captive, the diff lock lever is broken and one of the clutch slave bolts is stripped. Nearly there though. Vinny, I'm sure you're 90 will be twice as good (and more fireproof ) once it's back on the road.

What a happy day today was. I drove my 110 off the driveway today, where it had been sitting immobile, ignored and unloved for 9 months. During this period, it was home to: a cat and kitten (who thought it was a cozy glass house in the sun), a dead bird (who also probably thought it was cosy, till he met the cats), some unknown animal that knocked over my carefully placed bellhousing nuts, and finally 2 birds, who were freed by me before the cats woke up. To back track, 9 months ago, the gearbox was making terminal noises, so I swapped it for another one. A day later, the other one let some smoke out and stopped working altogether, so I took it out, put it in the garden and went into the house in a huff. So disgusted was I with the whole thing, I went off and bought another car, somthing fast, something german, something rear wheel drive, something slightly classic. What a time I had. I experienced instant heat in the mornings, speeds way in excess of 65mph, handling (someone had explained it to me once, but I never really understood it) , electrics that worked 2 days in a row, seats that were dry after thunder storms; I could go on. All this hedonism did not go un noticed by the 110. It would stare at me through the living room window, with its water filled headlights and snarl its dented bonnet. Being camped in the middle of the driveway, it blocked anyone else parking at my house. It got in the way as I struggled to the door with the shopping, it hid tools. It even had the cheek to knock me over once (possibly twice) as I returned home late one night from the pub. There was only so long this mutual disdain could continue. Then one day in town, I meet vinny in his 90. There he was, sitting all smug cause his truck was working, and wondering where my 110 was. Well I don't know if it was inspiration or pure jealousy, but that afternoon a call was made to Mr. Ashcroft for a recon kit for my gear box. The following week was spent, like a child with lego, on the floor of the shed, surrounded by gears, springs and levers, assembling them in various combinations that, while looked nice, but were of little functional value. At the end of a week of playtime, with the box assembled, I discovered that while refitting the selector yoke, one could dislodge the reverse selector inside the box. You kept that one quiet David! With the box apart again and the reverse selector refitted, today was spent refitting the innards to the 110. A few hours later, the 200tdi fired up on the first turn of the key. The clutch worked, gears worked, brakes and steering still worked, so I went for a spin. As I went for a test drive with no floor and deafened by the gearbox and engine, bird poo on the dash, cat hair on the seats and a dead bird somewhere under the rear seats, I suddenly realised it had been too long since I'd sat with my elbow out the window, trundling down the road. Is there a point to this story? Sometimes you just need a break from your loved one. Then sometimes you need just a mate to give you a kick up the ar*e. **** Normal LR4x4 content follows **** Ralph, I've some vibration in my inverter. would you have a part number for a 37" slave poly sprocket anti-roll switch with ruts? Thanks,

I would imagine that all the black smoke beforehand indicating oil in cylinders, would give you some warning of the impending halt/explosion* (*or "spontaneously disaassemble" as Sony famously described their laptop battery fault)