Thread: Puma gearbox just exploded?

The output shaft looks to be in good shape. I do not see any signs of wear on it. Our 2008 Puma has just under 200,000 kms done and it is still on it's original output shaft. There seems to be no rhyme or reason as to why some fail and some do not. I suppose if you change it name while it is accessable it will give you peace of mind. I still await an out come to you investigations as to why the gearbox failed.

I agree and thought it does look very good. The clutch on the other...springs almost falling out.

Originally Posted by spudfan

The output shaft looks to be in good shape. I do not see any signs of wear on it. Our 2008 Puma has just under 200,000 kms done and it is still on it's original output shaft. There seems to be no rhyme or reason as to why some fail and some do not.

I do believe you are confusing what jon (previous post) has mentioned and also me.
not possible for a 2008 with 200K to be on the original adaptor shaft or for it to have no wear on it.
Its not the agricultural course spline on the end that fit into the transfer case, it's the fine spline on the other end that flogs out. just seeing the fretted material (that brown grinding like dust) in your pics tells me its flogged.

If you go for the Ashcroft adaptor shaft you can also buy the ClutchFix HD1 clutch kit from them.
You can also get the ClutchFix clutch from LR Direct.

In the pic below you can see the wear and this isn't a bad one, as in it hasn't failed yet.

(P.S sorry confusing people, I ment tikka pics, posts, issues etc, but you get the idea)

Originally Posted by DazzaTD5

I do believe you are confusing what jon (previous post) has mentioned and also me.
not possible for a 2008 with 200K to be on the original adaptor shaft or for it to have no wear on it.
Its not the agricultural course spline on the end that fit into the transfer case, it's the fine spline on the other end that flogs out. just seeing the fretted material (that brown grinding like dust) in your pics tells me its flogged.

If you go for the Ashcroft adaptor shaft you can also buy the ClutchFix HD1 clutch kit from them.
You can also get the ClutchFix clutch from LR Direct.

In the pic below you can see the wear and this isn't a bad one, as in it hasn't failed yet.

(P.S sorry confusing people, I ment tikka pics, posts, issues etc, but you get the idea)

I am not suggesting that there is no wear on the output shaft on our 2008 Puma all I am saying is that the original shaft in still in place doing it's job. Others have had two or even three shafts fitted to their vehicle in this time/milage and the replacements have not lasted. Ours could fail tomorrow but as of now it is still doing it's job. I mentioned the output shaft as it is in good shape and though these do fail that is not the case here.
I understand the clutch fault but I thought this was in addition to the gearbox issue. Maybe I picked it up wrong. But if it were just the clutch, that is easily and straight forward to remedy but it was mentioned in one of the posts that there were "Brass chunks in it" (the gearbox) so that does not sound good and I'd be interested to find out what failed to cause the issue.
It does seem to be a one off as no one here seems to have experienced it. Sometimes it can be good to be a trail blazer but not,I would imagine, in a case like this. Like I said earlier I am interested to find out what failed in the gearbox.

Hopefully find out tomorrow why the gearbox is rooted. I'm hoping the brass in the TC has done no damage. A friend has LOF clutch powerspec kit he said I could put in and order a replacement as he is waiting for a LOF output shaft.

Thought it was a good example of the Land Rover spirit.

Once I know we have a repair solution I'll order the Ashcroft output shaft. Is there anything I should get?

Delayed til next week.

More suspense than a Hitchcock film!

This is from the Comma oil site.
Usually when vehicle manufacturers recommend a GL-4 gear oil, this is what should be used. We would not suggest the use of a GL-5 version in these cases. It may cause difficulty in changing gear or in some extreme cases can lead to not being able to change gear at all. Some OEMs will allow for both specifications to be used, however, generally GL-4 products are used in gearboxes and GL-5 in differentials.