Land Rover Gear Box FAQ
This page has been set up as a reference source for gear sets that
have been
used in Land Rover gearboxes. Data has come from a variety of
sources. It has not necessarily been cross checked and verified,
so use
the information with the appropriate amount of discretion. In
other words
don't blame me if the gears you get don't fit. It you have some
more or
better info., please let me know and I'll
update the
list. Send any comments to my e-mail address: red90 ampersand
red90.ca “Spam blocking, replace
ampersand with @ and no
spaces”
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MT82
Manual Gearbox (Getrag
Ford transmissions)
Model |
1st |
2nd |
3rd |
4th |
5th |
6th |
Reverse |
2007+ Defenders |
5.443 |
2.832 |
1.721 |
1.223 |
1.000 |
0.742 |
4.935 |
Model |
Box S/N |
1st |
2nd |
3rd |
4th |
5th |
Reverse |
90/110 British Military |
51A |
3.985 |
2.519 |
1.5074 |
1.00 |
0.8314 |
3.701 |
90/110 pre' 200TDI |
50A |
3.585 |
2.3008 |
1.5074 |
1.00 |
0.8314 |
3.701 |
Range Rover VM Diesel Disco 200TDI Disco V8 Carb Defender V8 |
54A 55A 57A 60A, 61A |
3.692 |
2.132 |
1.397 |
1.00 |
0.77 |
3.429 |
Range Rover Long and Short Stick | 52A, 53A | 3.321 | 2.132 | 1.397 | 1.00 | 0.732 | 3.429 |
Disco V8 EFI |
59A |
3.321 |
2.132 |
1.397 |
1.00 |
0.77 |
3.429 |
The LT77 gearbox was used from 1983 to 1989 on 90/110s with 4 cylinder engines and 1990/91 on all 90/110s. LT77S were used all all Discoverys to 1993 and 90/110s during 1992/93. All of these boxes use a separate transfer case called the LT230 which is mounted directly onto the output flange of the gearbox. The "77" refers to the centerline spacing in mm between the mainshaft and the layshaft. Reverse is to the left and up.
Strength and suffix information courtesy of Ashcroft Transmissions: The LT 77 was introduced to the Landrover range in approx 1983 with the suffix D box and was developed over the years to the suffix H which was last used in 1994. The D and E are very similar the only difference being the reverse gear was a little fatter in the E. When they went from E to F larger layshaft bearings were used. The G was further improved by all the gear teeth including the pinion getting approx 20% thicker. Also a much wider pump was used to increase the lubrication and cope with the fact that some of the LT 77"s were now being supplied oil cooled, ie V8 NAS 90, 3.9 RR Classic and the 3.5 EFI Discos. The H (termed the LT 77S) was the same as the G in terms of strength but used a different syncro set up called the "Double Syncro", In reality it didn’t work much better.
Updated information on 2005/01/22 from Ashcroft Transmissions
Model |
Box
Prefix/Suffix |
1st |
2nd |
3rd |
4th |
5th |
Reverse |
Defender 2.5NA (short bellhousing) |
50A (TRC103150) |
3.700 |
2.300 |
1.507 |
1.00 |
0.831 |
3.701 |
Defender 2.5NA (military, short bellhousing) |
51A |
3.985 |
2.519 |
1.5074 |
1.00 |
0.8314 |
3.701 |
Defender 200TDI (short bellhousing) Disco/RR 300TDI |
44A (TRC103140) 55A |
3.692 |
2.132 |
1.397 |
1.00 |
0.770 |
3.429 |
Disco/RR V8i |
53A |
3.321 |
2.132 |
1.397 |
1.00 |
0.732 |
3.429 |
The R380 gearbox was used from 1994 to 2006 on Defenders and Discoverys. All of these boxes use a separate transfer case called the LT230 which is mounted directly onto the output flange of the gearbox. Reverse is to the right and down. This box was brought in as a replacement for the LT77S. It is noted to be smoother shifting than its predecessor.
Strength and suffix information courtesy of Ashcroft Transmissions: The R 380 was introduced in 1994 with the suffix J which was a significant improvement on the LT 77 it supercedes, differences included a steel oil pump (as opposed to the LT 77 fibre one), an additional 2 support bearings were used on the layshaft and the mainshaft, wider gears, bigger diameter syncro rings, syncromesh on reverse and a longer mainshaft spline. This suffix J did unfortunately have a couple of design flaws which gave the R 380 some bad press, they were prone to the mainshaft shearing across the oil feed holes, the layshaft also sheared at a stress concentration behind the sandwich plate causing loss of 5th and reverse also early ones still suffered from mainshaft wear until the cross drilled transfer case gears became fitted as standard on the suffix G transfer cases. In 1999 the suffix K was used very briefly for a few months then came the suffix L that is used currently. The J and L are very different, 2 of the bearings were substantially uprated and pinion and layshaft teeth were widened again, this results in a much stronger unit.
Gear |
Ratio |
Models Used |
1st |
3.6497 |
90/110 |
2nd |
2.1804 |
90/110 |
3rd |
1.4362 |
90/110 |
4th |
1.00 |
All |
5th |
0.7951 |
90/110 |
Reverse |
3.8242 |
90/110 |
The LT85 gearbox was used from 1984 to 1991 on 90/110s with V8s and 1986 on for Isuzu diesels. All of these boxes use a separate transfer case called the LT230 which is mounted directly onto the output flange of the gearbox. This is normally referred to as the "Santana" gearbox as it was used on Santana Land Rovers.
Gear |
Ratio |
Models Used |
1st |
4.0691 |
All |
2nd |
2.4480 |
All |
3rd |
1.5049 |
All |
4th |
1.00 |
All |
Reverse |
3.6643 |
All |
The LT95 gearbox was used from 1969 to 1983 on Range Rovers, all 101s, Stage Is and 90/110s with V8s in 1983/84 and 1985 with Isuzu diesels. All of these boxes use an integral transfer case. The transfer case is a "full time" units with a lockable, mechanical differential. The differential is locked via a vacuum actuator. Overdrives are available that mount off of the PTO flange and replace the transfer case input gear. Note that the gearbox and transfer case use separate sumps. See the transfer case section for information on transfer case ratios.
Gear |
Ratio |
Models Used |
1st |
3.00 |
Series I, II, IIA |
|
3.60 |
IIA 109, 6 cylinder and '1 ton' |
|
3.68 |
III |
2nd |
2.043 |
Series I, II |
|
2.22 |
IIA 109, 6 cylinder and '1 ton', III |
3rd |
1.50 |
Series I, IIA 109, 6cyl, 1 ton, III |
|
1.38 |
Series II |
4th |
1.00 |
All |
Reverse |
2.547 |
Series I |
|
3.02 |
IIA 109, 6 cylinder and '1 ton' |
|
4.01 |
III |
|
1.148 |
I, II, IIA, III |
|
1.53 |
IIA 109, 6 cylinder, 109FC and 1 ton |
|
2.89 |
I, II, IIA |
|
2.35 |
IIA 109 6 cylinder, III |
|
3.27 |
1 ton |
|
2.92 |
109FC |
Overdrive |
????? |
Automatic
Gearboxes
ZF4HP22 Automatic Gearbox
Gear |
Ratio |
Models Used |
1st |
2.48 |
All |
2nd |
1.48 |
All |
3rd |
1.00 |
All |
4th |
0.728 |
All |
Reverse |
2.086 |
All |
Transfer
Cases
LT230 Transfer Case
Gear |
Ratio |
Tooth
Count |
Models Used and Comments |
Box S/N |
|
3.3198 |
26/41/19/40 |
LT77, LT77S, LT85 |
13D, 22D, 28D |
|
4.3365 |
26/41/20/55 |
Maxi-Drive Engineering Low range gear set. Exact ratio depends on input and intermediate gears that are used which vary slightly by model. |
|
|
1.0035 |
26/41/44/28 |
RR 3 speed auto (TF727) |
|
|
1.2221 |
26/41/40/31 |
LT77/LT77S |
28D <F |
|
1.1923 |
|
90 V8s with LT85 gearboxes |
29D |
|
1.2105 |
38/59/59/46 |
Later 1.211 gear sets. |
45D, 28D G+ |
|
1.2143 |
28/44/44/34 |
Disco F Suffix |
28D-F |
|
1.4109 |
26/41/38/34 |
All 90s except V8 |
13D, 22D |
|
1.667 |
26/41/35/37 |
110s with 2.5/2.25l petrol and N/A diesel |
|
OverDrive |
?? |
|
|
|
|
0.74? |
|
Tim Payne Overdrive Designs Ltd Total t. case ratio is multiplied times the existing transfer case ratio. i.e. 0.9028 = 0.74 * 1.22 high/high |
|
Underdrive |
2.690 |
|
Ashcroft Transmissions Ltd, Total t. case ratio is multiplied times the existing transfer case ratio. i.e. 8.933 = 2.69 * 3.321 low/low |
|
The LT230 is an all gear transfer case. It has been used on
all
Defenders, Discoverys, pre' 1989 Range
Rovers and
90/110s with LT77/LT77S/LT85/R380/ZF4HP22 gearboxes. The transfer case
is a
"full time" unit with a lockable, mechanical differential. The
differential is locked via a mechanical linkage through a spring inside
the
box. Overdrives and underdrives are
available
that mount off of the PTO flange and replace the transfer case input
gear. The gear set is comprised of 4 pieces:
· LT230
Gear Set
LT230 Gear Part Numbers
Box S/N |
Input P/N,teeth |
Intermediate,
|
Low |
High |
13D |
FRC5428,26 |
FRC5424,19/41/40 |
FRC5435,40 |
FRC5425,31 |
22D_suffix_B |
FRC5428,26 |
FRC7884,19/41/38 |
FRC7434,40 |
FRC7885,34 |
29D suffix B |
FRC5428,26 |
FRC7428,19/41/40 |
FRC7434,40 |
FTC7429,31 |
22D_suffix_C |
FRC8917,26 |
FRC9460,19/41/38 |
FRC7434,40 |
FRC7885,34 |
29D suffix C |
FRC8917,26 |
FRC9552,?/?/? |
FRC7434,40 |
FRC9551,? |
22D suffix E on |
? |
? |
FTC1741,40 |
? |
32D_to_LA939975 |
? |
FRC9552,?/?/? |
FTC1084,40 |
FTC1085,31 |
32D_from_MA939976 |
FTC4188,28 |
FRC4190,?/?/? |
FTC1084,40 |
FTC4189,? |
Gear |
Ratio |
Tooth Count |
Models Used |
|
3.3206 |
|
All |
|
0.9962 |
|
Australian Spec 110 with 4BD1 Isuzu Diesel and RR 12C |
|
1.113 |
|
|
|
1.174 |
|
101FC and RR |
|
1.3362 |
|
110 |
Overdrive |
|
|
|
All LT95 transfer gears are interchangeable. They can be changed with the gearbox on the vehicle.