 | Home > Puma (Tdci) > Output shaft failure, Forum Survey |
 
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| Julie Member Since: 07 Oct 2017 Location: Nantes Posts: 498   
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Land Rover defined all alignement tolerances. They're part of the production process.
Why focus on alignement issues? Tolerances can be measured and proven. A big risk for JLR. Different levels of corrosion could also have chemical reasons = that influence the intensity of the corrosion process. - grade of lubrication - temperature changes (seasonal, daily (garage or street), coast, mountains ...) - access of water, salt (coast / winter) ... The user is the biggest factor : = driving styles / tuning = daily use / car as hobby = heavy loads / = stop and go / constant speed ... Considering all of these aspects I do not bet on mechanics. Last edited by Julie on 6th Jun 2019 7:01pm. Edited 3 times in total |
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6th Jun 2019 5:17pm |
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| Bluest Member Since: 23 Apr 2016 Location: Lancashire Posts: 4216  
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Does the Ford gearbox of LR transfer box have similar issues in any other applications? If not, does that not suggest the adapter casing thingy is the most likely source of the problem? 2007 110 TDCi Station Wagon XS
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6th Jun 2019 6:33pm |
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| LandRoverAnorak Member Since: 17 Jul 2011 Location: Surrey Posts: 11324
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The shaft in question doesn't exist in other applications. It's specific to mating the LR transfer box to the Ford gearbox. Darren
110 USW BUILD THREAD - EXPEDITION TRAILER - 200tdi 90 BUILD THREAD - SANKEY TRAILER - IG@landroveranorak "You came in that thing? You're braver than I thought!" - Princess Leia |
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6th Jun 2019 6:56pm |
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| PAT303 Member Since: 25 Feb 2013 Location: Australia Posts: 125  
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Personally I believe 90% of all LR problems can be traced to drive line slack, think about it, every time you change gear, come on and off the peddle you have 2,000kg's of Defender loading and unloading every spline, joint, whatever, do it enough times, like thousands of times every month and somethings got to give. I would not replace a transfer on any LR without having the center diff at absolute minimum end float or better yet fit an ATB, it's the single biggest source of slack.
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7th Jun 2019 11:06am |
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| blackwolf Member Since: 03 Nov 2009 Location: South West England Posts: 17443 
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Both the Ford gearbox and the LT230 are widely used in other applications, without any other widely-reported instances of similar issues, however the Defender is the only application that I know of where the MT82 doesn't have an output flange for a propshaft. Clearly if the gearbox is directly driving a propshaft there will be no alignment issues. That being said, it is inherently unlikely that there will be much variation in dimensions of the back end of the gearbox itself, since the overall alignment from front to rear of both the main and lay shafts is critical to the performance of the box, so whilst it is possible that the machining of the rear of the box to accomodate the extension housing may vary from one box to another, and hence be a cause of misalignment, personally I feel that it is more likely that the extension housing is the main suspect. I also personally feel that the crappy clutch fitted to the Puma is probably not helping the life expectancy of the output adaptor shaft joint since as the springs take on a set and become less springy, then every clutch engagement become a little more aggressive to the coupling (especially if the vehicle is driven by someone who has the modern approach to clutch operation), and every torsional vibration from the engine (which should be damped by the clutch springs) will get passed on to the coupling. I doubt that there is a single factor behind the failures, it will be an aggregation of different factors, although I still suspect that a tolerance issue is the primary causal factor. |
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7th Jun 2019 11:23am |
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| Julie Member Since: 07 Oct 2017 Location: Nantes Posts: 498
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From my experience the slack is an interesting candidate for the shaft failures. My shaft failed in the Alpes after 2 weeks' U-turns every 200 m. And i followed very steep ways. I grew somewhat tired of using my clutch "the traditional way" what rose the power of the slack. It could have accelerated the failure |
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7th Jun 2019 1:35pm |
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| boxoftricks Member Since: 06 Feb 2019 Location: Home Counties Posts: 747 
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2010
2.4 Yes 110k changed not filed  Click image to enlarge Click image to enlarge Replaced with the clutch. LOF clutch and Land Rover shaft (well greased). Also replaced transfer box so interesting to see if that impacts life of new shaft. |
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20th Jul 2019 9:42am |
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| Mike_E Member Since: 13 Apr 2017 Location: Aberdeenshire Posts: 161 
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so after my post on 27th March - the slop is back... changed at 42k miles, now at 46k miles. To be honest the slop seemed to come back after 2k miles...
Due to mileage I'm doing the clutch (clutchfix) and also putting in a ashcroft shaft.... and a ashcroft Lt230 with ATB... at £2k in parts I hope it fixes the issue!! Will report back once its fitted. |
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20th Jul 2019 10:06am |
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| Santorini Member Since: 09 Feb 2019 Location: Shropshire Posts: 8 
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1. 2015
2. 2.2 3. Yes 4. 14,000 miles |
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20th Jul 2019 10:46am |
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| Mike_E Member Since: 13 Apr 2017 Location: Aberdeenshire Posts: 161
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So I had the clutch done and can confirm the original one was totally shot. inner springs broken, able to rotate the sping assemblies by hand. Friction material was fine, but the flywheel had hot spots on it which was a worry. Whislt the mechanic was in there I had a ashcroft shaft fitted as I thought it was worn again, appears it was just the clutch getting worse. The removed shaft is as new - but the interesting piece is that it was fitted without the blue grease. Backlash and clunking much reduced - still a little backlash here and there but its a tiny bit in each diff. Car is transformed. Given it was £2k for the box/clutch/shaft... and I needed a new flysheel too at £500... and it was £1100 in labour I bloody hoped it would drive better! Mike |
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12th Aug 2019 11:55am |
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| skidrov Member Since: 06 Oct 2013 Location: Melbourne Posts: 56 
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1, vehicle year of manufacture - 2010
2, engine type 2.4 or 2.2 - 2.4 3, is the Defender still running with the original output shaft? (Y/N) - N 4, vehicle milage at first shaft failure, or current milage on the original shaft if still running. - Did not fail, replaced at 116,000 km as a precaution with clutch change. BUT, on examination after extraction, was close to failing. Looked considerably worse than the pics included by boxoftricks a few posts above this one. If the shaft has previously failed, please answer 5 & 6. 5, Has an Ashcroft modified part has been fitted? (Y/N) - Y, @ 116,000 km 6, vehicle milage at the second failure, or milage if still running. - just done, so only home-from-shop distances travelled. |
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13th Aug 2019 7:53am |
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| Irishdog Member Since: 09 Mar 2018 Location: Sande Posts: 12 
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1. 2008
2. 2.4 3. Yes 4. 115000 kms Prior to shipping out to Africa (Namibia), we decided to change out the Clutch and Output Shaft (Thanks to LOF-Clutches). On inspection both needed replacement as the clutch springs rattled and the splines were badly worn. Only 115000 kms from new! |
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26th Aug 2019 11:56am |
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| spudfan Member Since: 10 Sep 2007 Location: Co Donegal Posts: 4704 
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2008 Puma. 170,000+ kms. Still on original shaft. 1982 88" 2.25 diesel
1992 110 200tdi csw -Zikali 2008 110 2.4 tdci csw-Zulu 2011 110 2.4 tdci csw-Masai |
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27th Aug 2019 9:46pm |
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| Jak Member Since: 08 Nov 2012 Location: Home Posts: 4 
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1, 2011
2, 2.4 3, Y 4, 90,000 km |
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6th Sep 2019 7:28pm |
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