blackwolf wrote:

Geobloke, may I ask what failed on yours and what the symptoms were? I removed the R380 and LT230 from my Disco2 after is started making extreme coffee-grinder sounds on the M27, but I am still unsure whether it was the R380 or the LT230 (I replaced both with a second-hand assembly).

I have stripped and am rebuilding the LT230 as a spare, and it is apparent that the intermediate gear bearings had started to fail and one had just started to spin, which may account for the noise, but nothing unpleasant came out with the R380 oil and I haven't stripped the box, yet.

What surprised me on the LT230 is that there is absolutely no trace whatsoever of any of the four differential gear thrust washers in the box. They clearly wore out long enough ago to have been flushed away completely with oil changes! The box had done about 220k miles when removed.

What failed were the HD bearings I had fitted by Ashcroft. The internal bearing race wore significantly, releasing metal filings in to the oil, that ground down the oil pump components and eventually there was enough play in the bearings to allow 5th gear to jump or jam its teeth... Bang... The box was serviced regularly, probably more regularly than necessary. To be honest I do not know what happened first, oil pump wear or bearing wear. At the time I blamed the HD bearings, from new they were a little noisier than standard bearings. I opted for the standard bearings in the new box and standard fifth gear as well. What I noticed was that the internal surface of the casing was very black as if the oil was getting very hot, so decided to source and fit the gearbox cooler adapter to protect the investment. At the time the general opinion on forums was that it is necessary on UK vehicles because they do not get hot enough...

...BOLLUCKS...

...I can tell you whole-heartedly that an R380 in the UK definitely gets hot enough to open the valve in the gearbox cooler, especially on long motorway trips, towing or when kitted out with camping gear. Perhaps the ECU tune doesn't help neither

I have promised myself that if my LT230 every needs doing I will DIY it as well and include an Ashcroft ATB in there as it is stronger than the standard centre diff with those soft like cheese shims you mentioned Our man at Britannica Restorations has done a number of excellent LT230 videos. Worth a look.

Then the same with the Diffs too, as and when I will rebuild them too.

donmacn wrote:

Ha ha! I think I got confused - I used to remember you saying you wanted a garage, and thought: "Ooh! He's working in a nice garage!" I guess I've missed something along the way. No garage - had a garage - no garage again.

You're absolutely right about the clearance under the chassis rail. I had an 'adaptor' plate on my good jack - bolted to the gearbox so the #1 jack was in use. I had to use #2 jack, and lots of blocks of wood to get one side of the car high enough. Didn't enjoy that at all.

I decided that 'next time' I drop the gearbox (though hopefully not) I'll get an engine crane, and lower it from above.

You are quite right... I didn't, then I did and now I don't again... Life's confusing Now I have dirty muddy gravel to do my DIY thing on, at least it is not on the main road

I found the transmission jack to be worth its weight in gold. Highly recommended for anyone thinking of DIY'ing a gearbox change. It is just safe and controllable without being at all sketchy. Whilst it is entirely personal choice, I still think a transmission jack is better than an engine crane through the cab, especially when doing it Solo.