ashtrans

I doubt it's the adjustment screw, I would guess it's either sheared layshaft or the 5th inner syncro hub spline has stripped, either way I think it will have to come apart Dave

I would bet on this, sticky plunger, remove, strip, clean, oil and assemble, when this plunger sticks it stops the stick going to the left past the 1st / 2nd gate Dave

Hi, The short R380 can come with the lower type 50A gearing as per pre 200 tdi or with the later higher gearing the same as the 200 tdi type 56A LT77 and the 300 tdi defender R380, these ratios are on our website in the ratio calculator, Dave

Hi, You have 2 ways to do this : 1) as mentioned above you can put a td5 bellhousing and converter on a 300 tdi disco Autobox 2) fit the disco td5 Autobox and control it with a 'Compushift ', see our website for details Both options have their pros and cons : The tdi Autobox is cheaper but you have little control over the Autobox shift pattern and converter lockup, you will also have to make a linkage to pull the kickdown cable The Compushift will up the cost of the conversion but you will have total control over the Autobox to adjust shift speeds, shift pressures and converter lockup speed as well as tiptronic control etc if required, That's the bottom line, if you are on a budget put in the tdi box and it will work ok as an auto but maybe not with a perfect shift pattern or if you want it to drive better and don't mind spending a bit more then look at the Compushift Dave

Not on a D2, wheel speed sensors I think, Dave

This would do it : http://www.ashcroft-transmissions.co.uk/speedo-correction-kit-c102.html Dave

A myth started by an error on the ARB application listing, Dave

Yes but note the D2 rear has a 3 bolt flange for the rubber donut Dave

About £75 to NZ, not that bad really, Dave

Hi, would anyone have any wiring diagrams for the P38, I cant find them on my version of Rave, if so please could it be emailed to : dave@ashtrans.com many thanks, Dave

Hi, Not ours, I think they are the factory HD option ones that were supplied with the 4 pin diffs, We changed from EN24T to 4340 in 2005 and now also offer most shafts in 300M as well which is only about 15% stronger in terms of UTS but much more 'elastic' to withstand shock loading much better. Dave

Hi, From the crank back : Thin shim Tophat boss Flexplate/ring gear Thick shim/ buttress ring Dave

a poor 2nd gear shift is very common when cold, you need to give the syncro a little more time to do it's thing, I think this is a combination of the thicker oil and the bigger ratio step between 1st and 2nd than the other shifts, Dave

There is only one type of input spline used in the 230, many types of gear but only one internal spline,

what are you putting, in what vehicle ? where are you ? Dave

err, yep, you got me there !

Hi, Sounds like its gone well, I thought I would let you know that a few months ago we made an adapter plate to allow you to fit the ZF4HP24 with the big 4.6 converter to this engine, we have never fitted it up but I think it would work very well with the big converter to give it a low stall speed and a Compushift to set the shift points, so if the 380 breaks, let me know, Dave

the ZF's are ID'd by the last 3 digits of the second number down on the ID plate, the P38 4.6 type '065' takes the medium one the P36, 4.6, type '061' or '064' take the large Dave

Hi, Glad you like the LT230 ATB, the KAM one is not an ATB, its a plate type LSD, Dave

Hi, This was a few years ago now, I saw a little about the Kaisers on the web then contacted then to cost up samples with a view to buy a volume if they tested ok, an auto locker with perfect road manners is the holy grail !! The samples arrived, one front, one rear, I had my doubts about an auto locker in the front so just fitted one in the rear of our 2.4 TDCi auto 90, it was quite good, much better than the Detroit locker, occasional small clonk from the rear like driving over a manhole cover but nothing bad and not very often, far better than the Detroit which we had recently dropped. I ordered 50 or 70, can't remember now but with the carriage and strange extra charges with exporting from Brasil they ended up very expensive and this coincided with our air locker coming out which was only £ 50 more at £475, ie auto locker, Kaiser for £425 or the air locker at £475, people bought the air locker and still do, The Kaisers sold slowly but we got a few reports of bad clonking which I was surprised to hear as I had one in my 90 which was fine. A customer brought one in ,in a car for me to test drive and it clonked badly when turning slowly, ie when parking. It transpired they were fine in an auto ( ie my test car) but not great in a manual which 95% of our customers have. Having experienced it first hand, I didn't like the idea of selling them knowing they drove like this, so we didn't reorder any more, this coincided with our stock running out do we just dropped them. We now sell lots of our ATB's and our air lockers but very few ARB's, maybe one ARB to every 250 of ours, Dave

Hi Bill, I dont think they were sintered from what I remember but I have not seen any for a while, we stopped selling them a few years ago, they are too noisy in a 90 and when they broke the you had to send it to the manufacturer in the US, wait a while for them to say it was 'overloaded' due to off roading !!!!!! you then had the option of them scrapping it or them charging you the carriage to send the scrap locker back, all this while the customer was waiting with the vehicle off the road, usually they would just pay the difference and upgrade to an ARB, once this happened a few times we stopped selling them which was a shame as it was actually me that contacted them in the early 90's and asked them to make them for the rover, I send them drawings etc, they sent some samples etc, we tested and ordered etc, people didnt mind a little noise when the were cheap which they were at the time as we were buying direct and the dollar was weak, they sold quite well back then as the only option was the ARB at £ 800 + V ea, we worked with the design engineers and my father, Ian suggested altering the side clutch ramp angles by a few degrees so the unlocked easier to stop the wind up and banging when they disengaged, the prototypes with these new angles worked well but it was never followed up into production for some reason, at first we had the worldwide rover detroit locker and truetrac market as being american they assumed there was only a small market outside the US but as they woke up to the size of the rover market they then started marketing them in other countries so we just had europe, 6 months later, just the UK, a few months later there were lots of people in the UK buying them also production moved to Ireland and they got much more expensive, then to Poland, anyway sorry to ramble, just a bit of history someone may find interesting !! Dave

Hi, what media are you using ? we found the long lasting hard ones such as iron oxide, cleaned great, laster forever but totally ate the machine, wore big holes everywhere in no time, the cyclone, hoses, nozzles, all of it, Dave

you are right, none of the D2's had PTO drive teeth but we sell a gear that does for £ 65, FTC4850 Dave

Hi, I would say the bog brush isn't enough, about 1/3 rd of our 'warranties' are down to inadequate cooling, we use a 41 row cooler about 12" x 12" x 2" on the auto pumas, link fixed, also this is a cheap way to see if your cooling is adequate : http://www.ashcroft-transmissions.co.uk/temperature-strip.html Dave