NOTE: ABOVE PRICE INCLUDES £200 SURCHARGE.
The surcharge is refunded upon receipt of the old unit, this must be complete and not stripped with an intact casing - Please contact us for your returns number
There are many different types of LT 77 used in the Land Rover range, the first ones were used in about 1983, these were the suffix D (last digit of the serial number)and were the weakest type. The LT 77 was developed through to the suffix H LT 77S and was last used in 1994. See below for further information on this progression.
The 'short stick' version of the LT77 gearbox was fitted to Discovery. If your gearbox has the following prefix you have a long stick box - 53A, 54A, 55A, 57A, 59A, 63A.
The shortstick boxes come with remote top assembly with reverse switch fitted but you will need to swap over the bellhousing & dowels, transfer case dowels, extension gearstick and diff lock pivot bolt.
The core charge for this unit is £200 (included in the price shown here), refundable on receipt of your exchange unit which must be like for like, complete and not stripped and with the casing intact. Surcharges will apply if your exchange unit is not as detailed above.
The LT 77 was introduced to the Landrover range in approx 1983 with the suffix 'D' box and was developed over the years to the suffix 'H' which was last used in 1994.
The 'D' and 'E' are very similar the only difference being the reverse gear was a little fatter in the E.
When they went from 'E' to 'F' larger layshaft bearings were used.
The 'G' was further improved by all the gear teeth including the pinion getting approx 20% thicker. Also a much wider pump was used to increase the lubrication and cope with the fact that some of the LT 77's were now being supplied oil cooled, ie V8 NAS 90, 3.9 RR Classic and the 3.5 EFI Discos.
The 'H' (termed the LT 77S) was the same as the 'G' in terms of strength but used a different syncro set up called the'Double Syncro', In reality it didn't work much better.
Brand Ashcroft Transmissions OEM / Aftermarket Aftermarket Warranty 12 Months Warranty Lead Time Special Order - Please ask Part Number LT77SS Vehicle For Discovery 1
My 200 tdi Discovery is very difficult to change gear from 1st to 2nd or 3rd to 2nd. Why?A common fault with these boxes is a thrust washer in the 1 - 2 synchro assembly splitting in half and blocking movement. Rebuild the gearbox and replace both thrust washers in the 1 - 2 assembly.What oil should I use in my LT77 gearbox?We recommend ATF Dextron 2 or 3.My gearbox rattles on idle, in neutral, with the clutch upThis is very common on Diesel engined vehicles. The clutch friction plate has a ring of springs, which are there to soften the knock of the diesel engine to stop it being transmitted to the driveline. Often especially with a new clutch these springs are quite tight and a lot of the engine knock goes through to the gearbox and makes the gears "chatter" together when the box is in neutral and the clutch up, it goes when the clutch is depressed. This can sound quite bad and does vary from car to car but is not detrimental to the life of the gearbox and we view it as an undesirable characteristic of the LT 77 and R 380 as opposed to a fault with either the gearbox or the clutch.I've just fitted a rebuilt gearbox to my Disco/Defender, the third and fourth shifts are not very good. Why?When you let go of the gearstick on either the LT77 or the R 380 Discovery boxes the stick will spring to the 3 / 4th gate. This gate position is set by the position of the bias plate. This gate position must be adjusted correctly to agree with the selectors in the gearbox to ensure a good gearshift. When we rebuild the boxes we set this position but sometimes it needs fine tuning when in the car. If the shifts to 3rd and 4th are not clean you may want to adjust this plate, to do this first you must drive the vehicle but when shifting into 3 and 4 instead of letting the gearstick go where it wants to go try holding it a little to the left then a little to the right, one way or the other it will drop in nicer. When you have worked this out you can slacken the 4 screws holding the plate and move the plate left or right accordingly to improve the shifts, the holes are elongated to allow some movement.I am familiar with the much talked about mainshaft wear problem on my Defender/Discovery but I don"t know how bad mine is, or if I need to look at replacing my gearbox?The best way of ascertaining the degree of wear is to chock the two front wheels, handbrake off, mainbox in first and jack up a rear wheel. Remove the PTO cover to the left of the handbrake and you will be able to see the gearbox mainshaft in the centre and the transfer case input gear around it. By rocking the handbrake drum you will be able to rock the gear around the shaft thus getting some idea of wear / backlash between the two.I've just fitted a rebuilt gearbox to my defender, the third and fourth shifts are not very good. Why?Most rebuilt gearboxes, including ours, come without the "turret". This the part that the gearstick bolts to. If you pull back the rubber boot on the turret you will reveal two large springs and two adjuster screws and locknuts. The role of these springs and screws is to set the rest position of the gearstick when you let go of it and is referred to as the 3/4 bias setting. When you fit a new gearbox this can sometimes need adjusting to agree with the selector shafts to ensure a clean gearshift. Firstly you need to work out which way to adjust it, to do this drive the vehicle but when shifting into 3 and 4 in stead of letting the gearstick go where it wants to go try holding it a little to the left then a little to the right, one way or the other it will drop in nicer. When you have worked this out you can adjust the screws the springs are resting on to lean the stick left or right until it shifts better.When driving my 200 Tdi Discovery / Range Rover the gearstick has suddenly become very vague and is flapping side to side. Why?Inside the aluminium top cover of the gearbox, which is secured by two large Phillips head screws, you will find two large springs which rest on a L shape steel plate which give your 3rd/4th bias gate position. This L shaped plate is very prone to cracking off where it is bent which will result in you losing the 3rd/4th rest position when in neutral and thus the shifts will become vague. This plate is inexpensive and can be changed with gearbox in situ.The part number of this Bias plate is FRC9340.
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