The skin of a Land Rover door is alloy, but the structure that supports the door is all steel and very prone to rusting out. This project is definitely not for the Land Rover purist, as there is no return from whence you came, but for the Land Rover lover whom would love more power, it's the only way to go. Solution: a moulded insert that greatly reduced that time and gives for a solid feel that's easily removable. First gear 5:1 Overdrive with splitter 0. The new shaft is retained in the transfer case using a new bolt and special washer supplied in the kit.
If so, it may be appropriate to come out of diff lock, to reduce the stress on the transmission. This solution would only be suggested if you have done something major to your engine's power like installed a V8. You'll smell your clutch burning before you get any forward motion. The earlier version has a very low first gear, but has a weird gear spacing between 2nd and 3rd which was changed in the later version. Once fully warm it will hold 5th with the trailer at 55mph fine and if I need lower gearing for pulling away on uphill junctions etc there is low range , with careful practice and some double declutching on the move changes to high range are quiet and quick enough I took a fully loaded 3. It was common a few years back, and most of the affected transmissions will, by now, have been rebuilt or at least fitted with the later, improved transfer gear.
It transfers the drive from the gearbox across and out at the front and rear of the transfer casing to drive the propshafts to the front and rear axles. Bare with us as the site matures, we endevour to list individual components as well as all encompassing kits and as much technical information as possible. Slight movement can be expected here because there is always slight clearance in the parallel roller bearings supporting this flange, so it is unlikely to need attention. The main problem is finding a transfer box with a cross drilled input gear so it dosnt end up buggering the splines on your gearbox output shaft, you can fit a cross drilled gear to an earlier box but you have to faff around with the clearances that are set by selectable shim washers I went this route with my 1. One thing overlooked in assessing the benefits of overdrives is that by their nature, they will sap some power from the engine - more gears, shafts and bearings to turn, more fiction to overcome and more oil to splash around. Image 5 of 13 Oil seeping from the transmission brake drum is a sure sign of a failed rear output shaft oil seal.
This is particularly evident at high speeds and makes driving a Defender for long distances a pleasurable experience. The drain plug is magnetic, and will normally have a cluster of fine particles on it that can be wiped off. When manufacture of these overdrives was discontinued in Europe, we decided to build our own brand of overdrive. So a good check around is vital before getting worried about the mainshaft. This will solve all my speed issues. I am not very familier with the American transfer cases that fit the 4L60E, the different New Process versions Etc. Randomly caught me on a sunday at the workshop having come over to the coast for an event.
A gearbox serial number with suffix F suggests a cross-drilled gear is fitted, though many earlier boxes have been retrofitted with the improved gear. My front drive shaft is now 38. So, it really just depends on whether you need the flexibility of being able to select and deselect the gearing increase for towing and steep hills. We use many superior methods and materials to fix known leaks, we still can not guarantee zero oil leaks. If the vehicle is put into first gear and the handbrake released on level ground with wheel chocks to prevent excess rolling you may be able to see the movement by nudging the vehicle back and forth from underneath. Some owners still prefer to have a centre diff lock which can be retrofitted on the grounds that it gives a little more driver control and ability in some more extreme off-road situations.
Oil leaks from front or rear output flange: Leakage from the rear flange might also contaminate the transmission brake shoes with oil. I briefly had a Quadra-Trac in my D2 hooked to the 700R4. The crawler is the best of both worlds of unbelievable crawl rations combined with unchanged highway performance. We'll be glad to help you in any way we can. We keep a full line of quality re-built and re-manufactured gearboxes on the shelf and ready to ship. The Turbo 400 is generally accepted to be one of the strongest automatic transmissions ever made.
After we started her up, I was getting a little bit of synchro grind between 1st and 2nd, but otherwise she ran fine, but figured we needed to replenish all the fluids. The earliest Discovery 2 models still had the diff lock mechanism fitted but no lever, and a kit is available to install the lever and linkage to operate the existing mechanism. It's always going to be better to rebuild your own box with the different gears because you know all the seals and bearings are good but you can get lucky and find a good used one. It is about 200 lbs. As if that wasn't bad enough, there was sheet metal work involved as well. Expect an axle problem such as a broken halfshaft.
Instead of exotic syncromesh clutches we raided the Land Rover parts bin and used standard Land Rover syncromesh units that are obtainable everywhere. The higher the first number the slower the truck will crawl, 40:1 is average stock crawl ratio, 116:1 is a very slow crawl rate and that means more control on the trail, and better off road ability for your Rover. The gears are shifted electronically by the engine management computer. When this happens, ease off and engage difflock. Therefore requiring quite a substantial amount of time to modify to fit considering the task they need to achieve. Aggressive wheel spins can terminally damage the centre diff. The bulkhead is clean, sandblasted metal at this point.