R380 Vs LT77 - Real World Differences? - Page 2 - Defender Source
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  #21  
Old September 7th, 2011, 07:10 PM
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LT77 has reverse up and to the left.
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  #22  
Old September 7th, 2011, 07:11 PM
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barry f
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Where is reverse?

If it is to the left it is a LT77. If it is to the right it is a R380.

I want to hear more about putting a puma six speed in a td5.
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  #23  
Old September 7th, 2011, 07:41 PM
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Quote:
Originally Posted by bjf View Post
Where is reverse?

If it is to the left it is a LT77. If it is to the right it is a R380.

I want to hear more about putting a puma six speed in a td5.
OK. I would like to see that.
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  #24  
Old September 7th, 2011, 08:22 PM
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Jeff Huff
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I'd like to hear about putting a puma 6 speed in a NAS!
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  #25  
Old September 7th, 2011, 08:31 PM
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Probably will need a td5. How about tdci and that gearbox the lt-230 is almost perfect.
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  #26  
Old September 7th, 2011, 10:09 PM
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Here is one conversion kit http://www.ebay.co.uk/itm/6-SPEED-GE...item27bba5bd31
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  #27  
Old September 8th, 2011, 03:46 AM
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Quote:
Originally Posted by bjf View Post

I want to hear more about putting a puma six speed in a td5.
Whats the advantage though? The ratio for 6th is only very marginally better than the R380 (and later LT77) ratio for 5th, so cruising revs wont be that much improved. All you will get is 6 gears bunched up within the same ratio range. Unless the box is loads stronger and going on an uprated engine with more power, i'd rather keep things easy and stick with something that will fit without too much fettling or massive expense!

If better cruising is what you are after without ruining the rest of the gears, a Roverdrive would probably work out cheaper and easier than a 6 speed conversion.
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  #28  
Old September 8th, 2011, 04:57 AM
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Jamie Austin
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Quote:
Originally Posted by ashtrans View Post
this is what we have been working on for the last 2 weeks,

putting the 6 speed MT82 into the TD5 Defender :





Dave


That sounds/looks nice Dave... keep us posted on that!

does it use the original Td5 flywheel/clutch? and the 230 transfer box too?

nice nice nice....
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  #29  
Old September 8th, 2011, 09:06 AM
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Quote:
Originally Posted by reb78 View Post
Whats the advantage though? The ratio for 6th is only very marginally better than the R380 (and later LT77) ratio for 5th, so cruising revs wont be that much improved. All you will get is 6 gears bunched up within the same ratio range. Unless the box is loads stronger and going on an uprated engine with more power, i'd rather keep things easy and stick with something that will fit without too much fettling or massive expense!

If better cruising is what you are after without ruining the rest of the gears, a Roverdrive would probably work out cheaper and easier than a 6 speed conversion.
1st gear is much lower.
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  #30  
Old September 8th, 2011, 09:13 AM
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Originally Posted by Red90 View Post
1st gear is much lower.
Hadnt looked at that end before! They always market these things as 6 gears for better cruising, but you're right, it is a lot lower - 5.443 as opposed to 3.692. So really they have added a lower gear than a higher one.
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  #31  
Old September 8th, 2011, 10:26 AM
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Quote:
Originally Posted by bar11 View Post
I have a '94 d-90 how do i tell which transmission I have in there and if I have the lt77 will the rover dealer still swap it out for the recall someone mentioned earlier in this post? thanks
Pretty sure you missed that by a decade or so if its not been done.
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  #32  
Old September 8th, 2011, 11:06 AM
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X2 ... or whatever ... for Roadside Rob in ABQ.

Having said that, I had an LT77 in a Rover sedan (3500 / SD1) that worked great until I managed to break reverse.

Predictably, no one wanted to work on it so I scrounged a new case and required internal bits and did it myself. It weren't rocket surgery.

It worked for years after that and has since been sold on to our pal Mister Pendleton
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  #33  
Old September 8th, 2011, 11:41 AM
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Can the guts of an early LT77 be replaced in order to make it into a stronger box like the later ones or is part of the equation the case itself?
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  #34  
Old September 8th, 2011, 03:35 PM
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Quote:
Originally Posted by Jpayne View Post
Can the guts of an early LT77 be replaced in order to make it into a stronger box like the later ones or is part of the equation the case itself?
It is the case as the layshaft bearings are larger in the later ones and that is one of the big improvements.
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  #35  
Old September 8th, 2011, 05:12 PM
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The main advantage to more gears is you are in the "sweet spot" of the power band, therefore in theory you will use less power to maintain speed. The less power your motor has, the more important it is to have more gears.
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  #36  
Old April 5th, 2014, 11:45 PM
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LT77 vs R380

Roverex is correct. I was a L.R. Service staff. The R380 stands for 380NN torque rating. The LT77 had weakness failures when adopted to the NAS V8, and did not have the lubrication points that the R380 has. That is not to say that the R380 was/is perfect. LR found the output shaft splines were not properly lubricated and therefore devised a simple and ingenious 'oil slinger disc." All 1995 D90s had these installed as part of LR program called "Operation Pride." Make sure that this was done, ask that a technician look at the PTO and make sure there is a yellow paint mark that shows the installation was made. Otherwise, there will be a failure of the R380. But all things equal, the R380 is superior to the LT77. 1990 D90 SW Green.
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  #37  
Old April 6th, 2014, 05:46 AM
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Oldie but a goodie thread. Remember Operation Pride to. Basically the US fixing all the junkiness Solihull put into the vehicles on the production line.
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  #38  
Old June 7th, 2014, 05:16 PM
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Can you hook an LT77 to a 4.2 V8 from a 90's Range Rover? Would it be a ticking time bomb?
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  #39  
Old June 7th, 2014, 05:58 PM
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As long as it is a G or H suffix, it should be fine.
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  #40  
Old June 7th, 2014, 07:21 PM
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Quote:
Originally Posted by turbodave View Post
I understand the R380 was an 'updated' LT77, but what exactly is the difference? Is it a significantly stronger trans (from experience, rather than quated torque figures), or are the improvements more noise/NVH and shift-comfort (synchro) related?

Next - What is needed to convert a discovery LT77/R380 to work in a Defender? Is it new housings / selectors, or a dis-assembly and rebuild of the selectors with the old housing?

How does parts availability between the two trans compare?
Contact Dave at Ashcroft Transmissions in the UK he is a wealth of info he will put you on the right track.. I am going to order one of his stumpy 5speed R380 gearboxes for my project. It is expensive but after sourcing a D1 manual box doing the rebuild with the gear shift converted to defender it comes pretty close to the cost of the refurbished stumpy gearbox
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