Transmission Refit

The transfer box was completed, with a check using the spring balance I bought from the fishing tackle shop for setting the front axle swivel pre-loads. Unfortunately, the pre-load is supposed to give a draw resistance on the string line of 2-4lbs, but I got a break-out force of 2lbs with a steady draw thereafter of only 1lb. Removing one of the four shims (they’re only available in one thickness) resulted in such a pre-load that the line wouldn’t grip the gear wheel well enough to turn the shaft. The shim was refitted and the pre-load rechecked as before. There is no end float or lateral movement on the shaft, so it should be fine as it is.

The 4wd housing was then attached to the transfer box, together with its new ratio selector shaft, before attaching the gearbox. Once the gearbox was fully bolted up, the transfer box’s intermediate cluster gear could be reinstalled, followed by the bottom plate (a cast aluminium one from Rocky Mountain, that seals better and cools the oil more effectively than the standard LR steel plate). With the addition of the transfer box levers, RM transfer box oil dipstick and transmission brake assembly, the combined transmission was ready for refitting.

With a little copper grease on the input pinion splines and some RTV sealant on the bell housing flange, the transmission was then lifted through the passenger side door and lowered into place. It’s always a bit of a fiddle to get the splines to line up on the pinion and clutch, but with the transmission hanging with forward pressure against the clutch and the fuel solenoid disconnected, I flicked the starter a couple of times to engage the splines. The transmission slid straight up to the engine after that.

With the transmission mounts bolted down, the RM Roverdrive was refitted. This had to be removed for transmission removal and refit, otherwise there is insufficient space between the combined unit and the chassis cross member to clear the input pinion at the front end into the centre of the clutch. Once the Roverdrive was tightened up and the main gear stick fitted, the gearbox and transfer box were refilled with fresh EP90. The Roverdrive takes its oil from the transfer box, so the engine was left running with the gearbox in second gear to spin the transfer box over long enough to prime the Roverdrive. Once this was done, the transfer box oil level was rechecked to make sure its level was correct.

It all seems very smooth and quiet, but with the clutch slave cylinder still to be refitted and the seat base installed, it’s not possible to do a static test of all the gears and changes.

I have also given the prop shafts (standard 109 rear, custom QT Services front with extra travel slip joint and wide angle yolks) a thorough inspection, and have fitted gaiters to the slip joints – it’d be a shame to get any dirt ingress during the Alps trip.