Gear box

[calex59]

PS, no felt washer, but rubber washers on both fill and drain. Thanks again.

[FI Spyder]

Most drain/fill washers are fiber washers. There might be one or two copper washers. Diff. fill, trans, engine, water engine drain etc.

TR7 Spider - 1978 Spifire - 1976 Spitfire - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra

[striker308]

What size washers? I have a 1976 4sp.

Karl
1976 TR7
1982 VW Scirocco

[calex59]

Mine is a 1980 5sp and the bolt size on both fill and drain, at least the head, is 15/16, not sure what the MM size is. The washers are most likely fiber, but they looked like rubber and they were in good shape so left them in there. They are not leaking so I must have made the right decision on that one. The car shifts much easier now when it is cold, it was kinda tough getting it into second when cold with the 75 w in there. Another plus was there were very few metal filings on the drain plug and no teeth came falling out of the drain. Transmission is probably good for a while now.

[Odd]

15/16" = 23.8125mm
so a 24mm spanner is the right one to use...

[Beans]

I'd say use a 15/16" spanner on a 15/16" bolt (or plug) head [:p]

<center>
<font color="blue"><i>1981 TR7 FHC Sprint (better known as 't Kreng)
1981 TR7 DHC (not very well known yet, but back on the road)
Also a 1980 TR7 DHC, 1980 TR7 DHC FI, 1981 TR7 FHC
http://tr7beans.blogspot.com/</i></font id="blue"></center>

[Odd]

Remember the LT77 is an entirely metric design - so the bolt heads are metric AF as well.

Personally I can (barely! [;)] - since the US of A were one of the original 17 nations who signed
the Metric Convention in 1875!) tolerate our US friends being metric impaired still,
but for the rest of us around the globe it's the <u>correct</u> metric tools that are to be used! [:D]
IMHO, of course...

[calex59]

<blockquote id="quote"><font size="1" face="Century Gothic, Verdana, Arial, Helvetica" id="quote">quote:<hr height="1" noshade id="quote">Personally I can (barely! - since the US of A were one of the original 17 nations who signed
the Metric Convention in 1875!) tolerate our US friends being metric impaired still,
but for the rest of us around the globe it's the correct metric tools that are to be used!
IMHO, of course...<hr height="1" noshade id="quote"></font id="quote"></blockquote id="quote">


I use metric and inch size tools depending on if they fit or not. In this case I had a 15/16 socket, 3/8 drive, that fit perfectly, none of my metric wrenches(or spanners if you wish)were of the correct size, since the 15/16 fit just right with no danger of stripping the edges off of the bolt head, I used it. If no American size wrench would have fit I would have run down to the parts store and bought the correct metric size. As for us staying un-metric, I applaud that decission and am glad we stayed with our old system. However, many cars that we buy here, including my 1974 VW bug, have metric sizes so we (the people who still work on their own cars, becoming fewer every year)usually keep both a metric and an inch set of wrenches and sockets. Happy now? [:D]

[lebochet9]

Off topic maybe...but a few years ago, I was working on a design project, using resources in the US and Europe. It was quite funny importing 3D CAD data that had been sent over from the US and finding that it was 25.4 times too big in every dimension. Of course thy were working in Inches, and we were in metric. I think the auto industry has been metric worldwide for quite some time, but the aoerospace industry was imperial untill quite recently. Personaly I went to school in metric, then learned imperial in my first job.

1980 DHC TR7-V8 (was an 8V, then a Sprint)
Back on the road after 3 years restoring...

[FI Spyder]

In Canada we're quite bi.... bi-measurement that is. We change to metric in the 70's some time. Auto wise I concurrently had a Javelin (SAE), VW(metric), Mazda R2(metric), Ford F150 truck(SAE). At IBM all adjustments were printed in both imperial and metric. Always had a double set of tools. The only area we stayed in imperial measurements was building supplies in defference to the cross border trade with the US.

TR7 Spider - 1978 Spifire - 1976 Spitfire - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra

[striker308]

Metric, US...........hmm, I actually prefer my metric adjustable wrench!!!!!

Karl
1976 TR7
1982 VW Scirocco

[Underdog]

5/16-24mm 7/16-11mm 1/2-13mm
There are others I'm sure. Wedge cars are typical of American cars of the late 70s-early 80s...half SAE half metric. I think that's where many of us in the US got into the, perhaps bad, habit of grabing whatever fits.

72 MGB BRG
80 TR8 Persian Aqua
If women don't find you handsome, they should at least find you handy.

[busheytrader]

<blockquote id="quote"><font size="1" face="Century Gothic, Verdana, Arial, Helvetica" id="quote">quote:<hr height="1" noshade id="quote"><i>Originally posted by esl1885</i>

Not all drain plugs are in the same place as the pic shows. Mine is on the right side of the transmission, in the middle of the main case.

Sam
<hr height="1" noshade id="quote"></font id="quote"></blockquote id="quote">

My 1980 DHC has the same gearbox arrangement. I finally took the plunge and drained out the gear oil and replaced it with ATF to see what it's like. Fibre washer on bottom plug disintegrated doing this. On a cold Sunday morning the gear change seemed a touch slicker and 2nd gear didn't take so long to warm up.

I've always kept away from ATF before having heard about SD1 warranty claims when ATF was factory fill. What do you guys think about the box's longevity with a 220bhp V8 driving through it? Only done 75,000 so far.

Cheers,


Adam

TR7 V8 DHC Jaguar Solent Blue. 9.35cr Range Rover V8, Holley 390cfm, JWR Dual Port, 214 Cam, Lumention, Tubular Manifolds, Single Pipe Exh, 3.08 Rear, 200lb Spax & Solid Bushes, Anti- Dive, Granada Vented Discs & Calipers, AllyCat 5 Spokes. No Door Stickers.

[Workshop Help]

With all due respect to the Pennsoil/GM MTF crowd, I can't help but wonder what the Rover SD-1 gearbox ATF maintenance interval was? Or, was there one?

We have decided to carefully analyze the ATF from this newly overhauled gearbox in a few weeks, now that we are approaching the five thousand mile mark. We had originally carved in stone that the oil should be changed at each engine oil change interval due to the limited amount of lubricant involved, the new bearings and parts, and the general wearing in process.

We are very pleased by the increased quietness the gearbox is exhibiting. At first we were concerned by the high amount of gear whine and seriously considered pulling the gear box out to recheck the clearances. Now, thankfully, the whine has subsided and all the usual traits of the design are manifesting themselves. The longish warm-up period in cold weather, the baulkyness when cold, i.e. the light scratch of the first to second, and sometimes, the second to third shift. But, once it warms itself, all that disappears. Once warmed-up, the strength and fluidity of the gear box is really something to experience, especially compared to the original four speed.

We are very happy with this conversion as it has transformed the car to what it should have been some 32 years ago. We will keep you posted as the results of the gearbox oil analysis.

Mildred Hargis

[FI Spyder]

As usual a most intersting post Mildred. You are in a unique position to add some missing pieces to the LT77 puzzle. Keep us informed of the progress.

TR7 Spider - 1978 Spifire - 1976 Spitfire - 1988 Tercel 4X4 - Kali on Integra - 1991 Integra