Thread: Fail to proceed - LT230 Transfer Case

Seems to me is the first question that should have been asked here is what caused this damage. From the description of an initial whine, sounds like for a start a bearing collapsed enough for gears somewhere to be not meshing properly. If this remains the only problem and the improperly meshed gears are run under some load for a while, usually result is metal chewed off gears. However, from photos here looks like a piece of cage or roller from a failed bearing then got caught between the gears - probably more than once. Result, broken teeth and also if you look closely , almost certainly more cracks where bits have not completely broken off.

Sometimes when bearing failure occurs, as seems to have been the initial problem here, if stray solid bits if metal do not get caught between gears because problem whine / initial noises were promptly investigated and /or bits dropped to and stayed in lowest point in box, it could most likely have been rebuilt with new bearings and seals. Relative to gears, bearings are cheap. If bits of metal have possibly been scrunched between gears that appear basically intact, they need close examination and /or crack testing. Otherwise damaged gear could subsequently break under load and cause a lot of other problems.

Re economical replacement of transfer boxes, consider that many LT230's pulled out of overall "dead" vehicles are OK. Probably Disco ones with approx 1.2:1 ratio high range fairly easy to find. OK in Defender for some applications but others regard it a problem with first and reverse not slow enough. Seems standard Defender LT230 with 1.41:1 high harder to find and I think 1.667:1 very rare in Australia. Also, watch out for 1.003:1 . I bought what turned out one of these several years ago. supposedly out of a Disco but serial number and extra bits on it indicated it was from a Rangie with Torque Flite auto. Anyway torsional vibration damper recently fell apart on original Valeo clutch plate with very little wear on linings. In process of replacing it - including with a better quality clutch plate. am installing this transfer box which basically has one major part as not supplied by Land Rover. Standard input gear is 26 teeth which drives 41 tooth one on intermediate shaft. A while ago a had a special input gear designed and cut. ie 22 tooth and it instead drives the 44 tooth high range gear in the 1.003 box. Rather like a series transfer box back to front. Overall ratios 1.27:1 high range and 4.21:1 low. Will be interesting to see how it goes. Overall result is similar to Disco transfer box with 30% reduction Maxidrive low range gears. Seems a viable alternative to these and would not whine in low as straight cut gears do.

Originally Posted by mox

Also, watch out for 1.003:1 . I bought what turned out one of these several years ago.

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am installing this transfer box which basically has one major part as not supplied by Land Rover. Standard input gear is 26 teeth which drives 41 tooth one on intermediate shaft. A while ago a had a special input gear designed and cut. ie 22 tooth and it instead drives the 44 tooth high range gear in the 1.003 box. Rather like a series transfer box back to front. Overall ratios 1.27:1 high range and 4.21:1 low.

That is fascinating, do you have any pictures of the input gear?

Re above, mate took some photos of standard and this 22 tooth gear both out of and in the box. Hope to get organised to post them in the not too distant future


Back to the original purpose of this thread: I pointed out that problem looks like a bearing failed and a piece from it went through gears and busted them. Should have also mentioned looking back further. ie Why did this happen? Was it due to oil level being low and/or water in it. Rust on the load surface of bearings can start them self destructing. If failed bearing looks burnt and blue, lack of oil probably at least part of problem. Maybe earlier Land Rover had been "marking its territory" with oil leaking through a seal and/or gasket and possibly even drew less attention to itself as oil level dropped and leak slowed..

Originally Posted by Jock The Rock

Sorry bit off topic

What's the deal with the upgraded seal?

Is that the rear output sod that always fills up the handbrake

Do they fit an LT95 as well by any chance?

The hole in the case for the intermediate shaft wears allowing oil to leak,Ashcrofts bushes the case and fits a better seal.Your output shaft is leaking because the bearing doesn't have enough pre-load allowing the output shaft to float,it quite often gives a vibration at certain speeds also. Pat

Ranga, something to think seriously about when importing a box from the Uk is definitely the warranty issue.
Last year I imported an LT230 from the UK and yesterday I did the first oil change (20'000KM). The oil came out a thick grey colour and the metallic drain plug had a substantial about of shredded metal pieces stuck to it.
The box drives perfectly, no worrying sounds at all. Im just hoping I dont run into any problems in the near future, as sending it back aint going to happen.

Originally Posted by PAT303

The hole in the case for the intermediate shaft wears allowing oil to leak,Ashcrofts bushes the case and fits a better seal.Your output shaft is leaking because the bearing doesn't have enough pre-load allowing the output shaft to float,it quite often gives a vibration at certain speeds also. Pat

You can possibly retighten the output flange nut but you cannot preload a ball bearing
You can also mod the output housing to accept a double row ball bearing
AM