Thread: High range in LT95 no longer stays engaged

3/5 spanners...

time and patients will get it done and you dont even need to drop the box.

look at the TRB upgrade while you're in there

That's a bugger Ray. I thought that thing would go forever. Seeing as the engine is just run in, you should look at a turbo conversion while you're at it.

Thanks. Good news it can stay in. When was the TRB thing introduced and where does one buy it. Can I drop in a box from an early Range Rover or are the ratios different?

Ray

The TRB (Tapered Roller Bearing (on the transfer case intermediate shaft assembly)) box was developed for the Australian Army to improve longevity behind the 4BD1. Officially known as an LT95A, most refer to it as the TRB box.

There are a few ex-army (LT95A) boxes floating around in Aus, but a TRB conversion kit is available for the LT95 (effectively making it an LT95A). The conversion requires some precision drilling on the TC casing for the back of the intermediate shaft, so the box would have to come out, but on the plus side TRB boxes are bulletproof behind a 4BD1.

A rangie LT95 will have lower transfer case gearing to suit the higher revving V8 (1.113:1 transfer ratio as opposed to 0.996:1 on the 110). Rangie LT95's also have a smaller park brake drum than the 110 counterparts, so a 110 LT95 would be preferable.

Not sure where you'd get one, but I'm sure someone will jump in with an answer shortly.

Cheers

Bojan

Originally Posted by Offender90

The TRB (Tapered Roller Bearing (on the transfer case intermediate shaft assembly)) box was developed for the Australian Army to improve longevity behind the 4BD1. Officially known as an LT95A, most refer to it as the TRB box.

There are a few ex-army (LT95A) boxes floating around in Aus, but a TRB conversion kit is available for the LT95 (effectively making it an LT95A). The conversion requires some precision drilling on the TC casing for the back of the intermediate shaft, so the box would have to come out, but on the plus side TRB boxes are bulletproof behind a 4BD1.

A rangie LT95 will have lower transfer case gearing to suit the higher revving V8 (1.113:1 transfer ratio as opposed to 0.996:1 on the 110). Rangie LT95's also have a smaller park brake drum than the 110 counterparts, so a 110 LT95 would be preferable.

Not sure where you'd get one, but I'm sure someone will jump in with an answer shortly.

Cheers

Bojan

Bojan, SOME TRB sets bolt straight in without mods, possibly the Ritter or AMV ones require drilling? I haven't had any dramas bolting the Mil spec ones straight in. The RRC from early 4door 1982 and 1983 had the .996:1 gears as these had the high compression engines and the close gate shift. These trans were perfect as a 110 fitment except as you point out the useless park brake drum. The 110 rear output housing is required to upgrade to a real park brake, and a better conversion still is using a D1 1994 onward backing plate and full cable as opposed to the cable and linkage used in the 110.

Mine has a D1 lever aswell, mounted up next to the drivers seat. I have to make a narrower centre console, but thats no big loss.

JC

Originally Posted by justinc

Bojan, SOME TRB sets bolt straight in without mods, possibly the Ritter or AMV ones require drilling?

Either that, or I may be spreading misinformation!!! Thought I'd read it somewhere, but can't for the life of me find it now - it's possible I've had my wires crossed. Thanks for setting me straight.

Bojan

Yes the Ritter one I had bolted right through with a nut on the front. Had little spacers between each set of bearings too.

Had mine done at McNamara's about 10 years ago. Not a problem since.
It just fitted back in without the box removed for mods.

Pete.