ashtrans

Hi, once you have removed it, get it on a bench, remove the sump and give me a call and I will talk you through removing the gear, changing the intermediate bearings and dropping the gear back in, or you can stick it on a pallet and send it to me , if it just needs these 2 bearings, with new spacer and nut only about £75 parts and labour and about £60 return carriage, Dave 01582 496040

Check for any front to back float in the intermediate gear, if it moves then the intermediate bearings have failed, quite a common failure

Hi Richard, the LT77 is not the same as the oil pump is internal so cannot leak externally, Dave

Hi, who was the collar from ? about 2 years ago we had some leaks which we found to be due to the poor surface finish on the collars so we now make our own with a much better surface finish, another area they can leak from is the oil pump, (often misdiagnosed as the mainsheet seal above) sometimes down the pump screws, sometimes around the outer O ring (can get cut if the pump does not go in true) and also sometimes from the gasket under the steel cover, always fit new, note the britpart pumps are good but the gaskets that come with them are not, we change them, Dave

Hi, yes, ours are dearer but not £ 108 / corner, ours are £ 108 (inc VAT) for a pair, we don't have a huge margin on them, this is just what they cost with UK sourced EN24T and being machined in the UK, thanks, Dave

Hi, not really, the diff is only locked if the viscous coupling has siezed, the rear is not locked to the drive constantly. think of it as the same as the LT230 in terms of it having a centre diff but instead of manually locking it, the VC does this by limiting the amount the diff can differentiate ie only allows a low speed difference in the diff side gears, (propshafts) Dave

Hi, it's not too bad, the hardest bit is removing the rear mainshaft collar, then the rear housing can be removed and you can then get to the bearings, You will find a PDF of the R380 manual online : Manual here I would ensure you only use bearings marked 'RHP' or our 'NKE' ones, there are 3 other brands, all of which are rubbish, will fail in 3-4 months Dave

may well be one of the 2 rear support bearings in the 5th speed housing, these are a common failure on the R380 which is why we do an upgrade by fitting bigger bearings, Dave

These gears are the same as the 36D 1.211 gears,

Yes this will fit fine and yes the 1.211 are termed 'Q' gears for quiet, these have the fine tooth, 38 tooth input gear, quieter but maybe a bit weaker than the earlier ones with fewer fatter teeth.

Hi, the 36D set will drop straight in place of the 22D sxG, the 15A won't, different length input gear and different dog teeth on high gear and roller bearings on the intermediate gear Dave

Hi, whats the serial number of the 1.4 ? Dave

Hi, we made I think 3 of these kits which used a 15mm adapter plate, 4.6 4HP24 with the big converter and with the adapter plate they ended up the same length as the 2.5 diesel ZF box so the engine stayed in the same place, I think a good M57, big converter, 4HP24 and compushift to control it would be a good setup, the compushift has advanced significantly recently, we can now set both lock and unlock tables in each gear, so it can shift 1-2, then the converter (TCC) can soon lock, then shift 2-3 and unlock, then lock etc, i.e. use the converter like a splitter gear, with these tables the TCC is no longer a fixed value at X speed, you can set it to lock for example just in 4th and at low throttle (MAP) lock earlier and at high MAP lock later if you are nailing it. Dave

Hi, its not so much we don't know, more like this is not an exact science which is why you can't find any set figures, different engines with different converters will all have different stall speeds. As a general rule of thumb, small converter means a higher stall speed but you can also adjust the internal vane angle to change the speed, this is useful if you want a lower stall speed but you can't fit a bigger converter in the bellhousing ie a tuned P38 diesel, has the small converter but the medium one won't fit. i am also not a great fan of the 'stall test' this involves putting it in drive, foot hard on the brake and then foot on full throttle, even for a few seconds anyone with any mechanical sympathy will cringe at the strain the engine and gearbox are put under and the heat generated is considerable even for a short period. the stall speed is important to a vehicle driving well, too high and it's all revs and no go, ie a waste of fuel, excessive revs, excessive noise and you rev past the early torque of a tuned engine, but too low a stall speed and the engine will just bog down and won't rev, ie you need to let it Rev enough to get onto the turbo to get the torque up and get moving, Thanks, Dave

Hi, it was us that made these but was very hard to measure their effectiveness and thus justify the cost Hi Nige, the GKN hubs were a good idea but in reality we found then very hard to setup, if the preload was too loose they just slipped and burnt out and if too tight they didn't 'give' at all, a very fine line Dave

The teeth on the lock ring and/or the side gear will be worn usually due to 'crash locking' Dave

Hi, If you use the P38 bellhousing you can only use the small converter, not the medium one, this is OK for the P38 2.5, About a year ago we made a couple of adapter plates to mate the V8 4HP24 with big 4.6 converter to the M57 bolt pattern, with the adapter plate the V8 box ends up the same length as the diesel ZF, this is the ideal setup for the 3.0 M57, this 24 is rated to 450 Nm but seem to be ok with a bit more is you drive sensibly Dave

The early CV's had the 17.5mm balls and the later ones were 19mm, if you have recently had new cages then they will be for the later 19mm balls, this would explain why you are struggling to get them together, I don't have any new cages to suit the smaller balls but I may be able to find some good used ones, we will credit the later cages if you send them back, Dave

Pls don't take this personally but, what size are you balls ? Dave

Hi, You can fix this fault in the car, the box doesn't need changing, Call me on Monday on 01582 496040 and I will talk you through it Dave

Hi, the web list is a simplified version : 28D, sx B = 1.192 28D sx C to 308626E = 1.222 28D309143E to 551442F = 1.208 the above was then superceeded by the 36D in the disco 1's which were 1.211 (Q gears) differences were tooth pressure angles and tooth count and tooth width, all changes were to reduce noise, the 1.211 (also used in the D2's and TDCi defenders) are the quietest but also have the weakest teeth as the teeth are smaller as there are so many more of them than the earlier ratios, Dave Dave

LT85 ?

Great, will PM you for details, Dave

I would love to take you up on this if it's still available Dave Ashcroft

Looks like they may be gripper diffs : http://gripperdifferentials.com/index.php?main_page=product_info&cPath=12&products_id=30 Dave