95 classic drive train

**loanrangie** · 31st March 2008, 11:15 AM

Originally Posted by Lotz-A-Landies

Andrew

Up to 1984 model, they all had the LT95 4 speed the same as the Stage 1 Series 3 etc. (Some people call it the Ferguson box, because of where the design came from.)

From Phase 2 the "1985 model" they had either the LT85 5 sp manual or Torqueflyte 727 auto all on the LT230. This was subsequently changed to the ZF auto on the LT230.

The Vogue SE's had the Borg Warner chain drive T/F with the viscous coupling.

As mentioned by others the LT 230 is in my opinion the better transmission although not as quiet as the BW transfer.

You can easily tell which transfer it has, the LT230 looks like the regular t/f box where the BW has the epicyclic box (hi and Lo transfer) as a big protrusion at the rear of the mainshaft. (see pic)

Addit: The ZF 4 sp auto started in the late 1980s and continues through the D2.

The "viscous coupling" is a sealed unit which contains a thick "viscous" fluid that allows a minimal amount of variation between the front and rear outputs. As opposed to open diff design it will still drive both front and rear even it traction is completely lost on one axle. They are not a positive lock so you do lose some traction but it is idiot proof for Toorak Tractor set. It is not favoured by the 4WD enthusiast set.

Diana

LT85 was in the county, RRC had LT77 5spd.

**Lotz-A-Landies** · 31st March 2008, 01:50 PM

Originally Posted by loanrangie

LT85 was in the county, RRC had LT77 5spd.

Thanks Loanrangie - I was getting my years and LTs mixed up!

Diana

**dungarover** · 31st March 2008, 03:24 PM

Interesting bit of tech there Brad, they're not a bad unit and the 90 Rangie I've just aquired has 245K on it. Aquarangie had 265K on it and it nearly seized but worked okay. As I mentioned, I've always been a critic of the BW transfer but now I know a bit more about them I've become wiser and willing to give it another go

Trav

**adm333** · 31st March 2008, 04:15 PM

I had a 94/95 Classic for a couple of years. It performed quite well off road as it also has traction control on the rear wheels and ABS all round.

I think at times the VC had a bit of a delayed reaction but I was never really stuck because of it. Lower tyre pressure (around 24 / 25 psi) made a huge difference to off road ability.

My biggest criticism of this drive train was the downhill speed / control in low 1st. It took a while for the torque converter to grab hold and even when it did it was too fast - I called it the runaway train. My P38 is miles ahead in this regard.

Cheers
Dave

**Bradtot** · 31st March 2008, 11:45 PM

more pics of BW box notice the splines on the shaft almost non existant and the second pic of the slack in the chain

Brad still happy!

**loanrangie** · 1st April 2008, 11:33 AM

Originally Posted by Bradtot

more pics of BW box notice the splines on the shaft almost non existant and the second pic of the slack in the chain

Brad still happy!

Now if you just mount a tensioner where your finger is it, the slack would be gone.

**dungarover** · 1st April 2008, 12:50 PM

Originally Posted by adm333

I had a 94/95 Classic for a couple of years. It performed quite well off road as it also has traction control on the rear wheels and ABS all round.

I think at times the VC had a bit of a delayed reaction but I was never really stuck because of it. Lower tyre pressure (around 24 / 25 psi) made a huge difference to off road ability.

My biggest criticism of this drive train was the downhill speed / control in low 1st. It took a while for the torque converter to grab hold and even when it did it was too fast - I called it the runaway train. My P38 is miles ahead in this regard.

Cheers
Dave

Funny you say that. I don't remember mine ever being like that, maybe because i use the handbrake so maybe I don't notice.

If you think your RRC ran on hills, try fitting a set of 33's to std gearing, it becomes a taboggan

4.11's were deemed a prioroty after that.

Trav

**PhilipA** · 1st April 2008, 01:01 PM

My biggest criticism of this drive train was the downhill speed / control in low 1st. It took a while for the torque converter to grab hold and even when it did it was too fast - I called it the runaway train. My P38 is miles ahead in this regard

I agree my 3.9 92 RRC is a bit fast in low low.

However I have come to understand how it all works recently.

At 1500RPM the injectors cut off, so over that there is much better engine braking.
Do not try turning on the aircon to slow down, as that just steps up the stepper one notch!( under 1500RPM that is).
The VSS raises the idle speed once it detects the vehicle moving so that doesn't help
The other thing is that the stall speed of the TC is 1800RPM, so engine braking will again be better once 1800RPM is reached.

I do not know how the 38 is better unless the TC is locked in low ratio.
So if 1800 RPM is not too fast, then you will find better engine braking up there.
Maybe it could be improved by a disconnect switch on the VSS, but then you lose the injector cutoff.
I have found the brakes to be effective .
Regards Philip A

**adm333** · 1st April 2008, 02:23 PM

Everything you said makes sense on a steep but smooth downhill.

What I found was that on a rocky or bumpy surface you cannot let it go that fast so you spend most of the time tapping or riding the brakes.

I don't know how but the 38 in low 1st grabs hold straight away and you can feel the engine keeping you at a crawl. It feels so much more secure.

Dave

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