Thread: R380 problems again

4th gear bearings?
4th just locks the input & mainshaft together. There is no 4th gear bearing.

The 300tdi ran a cooler so I can't see why the Td5 can't.

Interesting...

Its noisier in 4th on the hoist..

Thanks Scouse

Regards
Max P

Thats weird . I have noise in 1st 2nd 3rd and 5th . will be pulling the box apart in a few weeks time .

Originally Posted by Fusion

Thats weird . I have noise in 1st 2nd 3rd and 5th . will be pulling the box apart in a few weeks time .

Layshaft bearings.

The Pommy army Defenders (300Tdi's) use a bloody big cooler mounted in front of the radiator, and as Scott said, early 300's used a small one, I have the t/stat housing and pipes that go all the way to the front, just not the heat exchanger.
FWIW, the t/stat I have doesn't start to open till 87*C.

You can run a lightish 75w-90 MTF in the R380, I'm currently using Torco RTF.
Motul Gear 300 should be good too (thinner up to 20* C than Syntrans yet over 3cSt thicker at 100*C) but I haven't personally run the Motul yet.
Changes are a little slower than the thinner lubes when cold obviously, but less likely to beat the syncros on the 2nd-3rd change and no gear/bearing rattle when hot.


I have a pic somehwere of the UK army cooler, I'll dig it up.

I wish I had your problem.My R380 has not had a spanner on it in 11 years and is running fine,I want it to die so I can put a ZF auto in it but it refuses to give me an excuse to pull it out.If this is the fourth time yours has gone belly up it's time to take a hard look at either your driving style or at the oil you are using,I don't believe the hot conditions either,mine has driven around Oz and I was doing alot of towing years back and it hasn't bothered it at all.I ran ATF for the first 10 years in mine too which is supposed to be the easiest way to kill them according to the experts. Pat

Hi Max, a bit of a cross post with our emails but here is some RAVE data from the Disco2

Lubrication
Lubrication is by an oil pump located in the extension housing and driven by the layshaft with additional lubrication
being provided by splash. The pump directs oil via a filter and internal drillings in the output shaft to lubricate the
components. On non UK and non European models, provision for oil cooling is by means of a thermostat housed in
a cover bolted to the side of the extension housing. The cover incorporates tappings for connections to an oil cooler.
On UK and European models, the thermostat and cover are replaced by an oil by-pass block.

It may be possible to run a cooler onto the Defender lines perhaps?

ACE
The pump has a displacement of 8.5 cm
3 /rev and an operational pressure of 135 bar (1958 lbf.in 2 ). The pump output
flow ranges from 7.0 l/min (1.85 US Gallons/min) at 775 rev/min to 9.25 l/min (2.44 US Gallons/min) at 7625 rev/min.

Likewise, I think the problem has more to do with lubrication within the gearbox.

Quote:
ACE
The pump has a displacement of 8.5 cm
3 /rev and an operational pressure of 135 bar (1958 lbf.in 2 ). The pump output
flow ranges from 7.0 l/min (1.85 US Gallons/min) at 775 rev/min to 9.25 l/min (2.44 US Gallons/min) at 7625 rev/min.

So does that mean that with the extension housing off, if I can find a way of submerging the pump and pickup pipe in gearbox oil and then spin the pump at 700 or maybe 1000rpm and then measure the volume of oil pumped, I should be able to get an idea of the effectiveness of the pump if I compare it with those figures?

Or is there a better way?