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Gearbox and transfer box parts for Land Rover and Range Rover, covering ZF automatic units, manual gearboxes, transfer cases, and the seals, bearings, and fluids that keep them running. Stocked across our Dutch warehouse network for EU dispatch, with brands including SKF, Corteco, and Timken.
Output Shaft Oil Seal seals the output shaft of the LT95 four-speed gearbox and integral transfer box, retaining gear oil where the shaft passes th...
View full detailsGearbox Bearing is the ball bearing that supports the primary pinion, or first motion shaft, in the main gearbox. Located at the front of the gear...
View full detailsBolt for the LT76 gearbox assembly, with a 5/16" BSF (British Standard Fine) thread. Used as a threaded fastener within the gearbox casing.
Mounting Rubber is a round rubber isolator that supports the powertrain on its chassis crossmember. It serves as the rear engine block mounting an...
View full detailsJoint Washer for the gearbox output shaft housing. This gasket seals the mating face between the output shaft housing and the gearbox casing, prev...
View full detailsLayshaft Bearing for the Series manual gearbox. It supports the layshaft (countershaft) within the gearbox casing, allowing the constant-mesh gear ...
View full detailsFilter Kit - 2.2 & 2.4 TDCi for the Land Rover Defender with the Puma TDCi diesel engine. This kit consolidates the main filter and sealing it...
View full detailsFlange Bolt - M8 x 85mm hex bolt with an integrated flange beneath the head. The flange spreads the clamping load across a wider bearing surface a...
View full detailsDrive Shaft Oil Seal seals the driveshaft output where it passes through the manual transmission casing, retaining gearbox oil at the output interf...
View full detailsGear Lever Knob fits to the top of the manual gear lever within the gearchange assembly, providing the hand grip and carrying the gearshift pattern...
View full detailsOil Cooler Hose carries automatic transmission fluid between the gearbox and the transmission oil cooler, forming the left-hand line of the cooler ...
View full detailsGearbox Gasket Set for the LT95 four-speed gearbox fitted behind the V8 petrol engine. The LT95 is a combined main gearbox and transfer unit. The ...
View full detailsGear Knob - LT95 is the hand grip fitted to the main gear lever of the LT95 4-speed gearbox. It threads onto the top of the gear lever and provide...
View full detailsLevel plug R380
Clip
Speedometer Drive Housing is the pinion (spindle) housing that fits to the rear flange of the LT230 transfer box. It carries the speedometer drive ...
View full detailsInlet manifold stud
Synchro Cone – LT76 is a synchroniser ring from the synchromesh assembly of the LT76 manual gearbox. It is the friction component that brings the g...
View full detailsO-Ring for the speedometer drive spindle on the LT230 transfer gearbox. Seals the spindle housing where the speedometer drive take-off enters the ...
View full detailsGearbox Thrust Washer for the intermediate gear (laygear) in the main gearbox, used on 4-cylinder applications. It locates against the intermediat...
View full detailsGear Lever Locating Pin locates and retains the main gear lever within the manual gearbox. It holds the lever against its pivot so that shift move...
View full detailsRear Output Shaft Flange for the LT230 two-speed transfer case. The LT230 distributes drive to the front and rear propshafts. This flange mounts o...
View full detailsGasket Sealant – a flexible sealing compound (100ml) for forming and dressing gaskets on engine and driveline flanges. It suits joints in permanen...
View full detailsFlange Bolt, M12 - a hexagon-head bolt with an integral flange beneath the head. The flange spreads the clamping load over a wider bearing area an...
View full detailsFlywheel Housing Stud secures the flywheel housing to the rear of the cylinder block on the 2.0L petrol engine. The stud provides a threaded fixin...
View full detailsCountersunk Screw - a machine screw with a flat, cone-shaped head that seats flush with the surface it fixes, leaving no proud edge. Metric M6 thr...
View full detailsTransfer Box Casing Seal for the transfer box (transfer case) assembly within the drivetrain. It seals the joint between the transfer box casing s...
View full detailsTransfer Box Hi/Lo Switch is a position switch fitted to the LT230 transfer box. It belongs to the transfer box and four-wheel-drive control circui...
View full detailsTransfer Gear Knob - High/Low - LT95 is the hand grip fitted to the high/low range transfer lever on the LT95 gearbox. It threads onto the top of ...
View full detailsPrimary Pinion Bearing for the manual gearbox, supporting the primary pinion (gearbox input shaft). The primary pinion transmits drive from the cl...
View full detailsGasket for the front cover of the LT67 gearbox. Seals the front cover plate against the front face of the gearbox housing, preventing transmission...
View full detailsTransfer Box Intermediate Shaft Shim, 0.005in thick, used in the transfer box to set the end float of the intermediate gear on its shaft. Selectiv...
View full detailsGearbox Front Layshaft Bearing for the LT76 main gearbox, supporting the front end of the layshaft (cluster gear) within the gearbox casing. It ca...
View full detailsSelector Detent Spring is part of the gearbox gear-selection detent for the forward-gear selector shafts (1st/2nd and 3rd/4th). It loads the deten...
View full detailsWasher used at multiple points within the manual gearbox assembly, including the main casing, extension housing, oil pump and speedometer drive hou...
View full detailsDouble-Grooved Ball Bearing for the manual gearbox and transfer box. It supports and locates a rotating shaft within the casing, carrying the radia...
View full detailsIn/out member
Reverse Light Switch for the R380 5-speed manual gearbox, completing the reverse lamp circuit when reverse gear is engaged. This switch threads in...
View full detailsSplit Pin - a 1.5mm x 12mm cotter pin used to lock a slotted (castle) nut or to retain a clevis pin. Passed through a drilled cross-hole in the sh...
View full detailsGear Change Selector Shaft Spring A spring for the gearbox gear-change selector mechanism. It acts on the selector shaft to provide the spring loa...
View full detailsHex-head bolt, 7/16" UNF thread, 1-1/4" long. Unified Fine (UNF) thread form with a hexagonal head for use with standard imperial spanners and soc...
View full detailsSteel ball 1/4"
Gearbox Tunnel Insulation Pad - heat and sound insulation pad fitted to the gearbox tunnel around the gear lever. For manual transmission applicat...
View full detailsPlug Washer for the drain and filler/level plugs on the LT95 gearbox and differential. The washer seats between the threaded plug and the casing t...
View full detailsGearbox Mounting - right-hand transmission rubber mounting for the 2.5L 300 TDi diesel. This rubber-to-metal mounting supports the gearbox on the ...
View full detailsCollapsible spacer transfer box
Gear Lever Grommet for the 5-speed manual gearchange assembly. It seals around the gear lever where it passes through the housing, sealing out dra...
View full detailsDifferential Thrust Washer for the LT230 transfer box centre differential. It bears against the differential gears within the centre differential,...
View full detailsCategory Overview
Every Land Rover and Range Rover uses a two-part driveline: a main gearbox that handles gear ratios and torque delivery, and a transfer box that splits drive between the front and rear axles for the brand's 4x4 traction. Both are serviceable assemblies and both are made up of parts that wear, leak, or fail individually long before the unit itself needs replacing. This collection covers the seals, bearings, synchros, gaskets, fluids, and rebuild components for the gearboxes and transfer cases fitted across the Defender, Discovery, Range Rover, Freelander, and Series ranges.
For most owners the right approach is component replacement, not unit replacement. A leaking output seal, a worn bearing, or contaminated fluid are repairable faults. Knowing which fault you have, and which part fits your specific gearbox or transfer case, is the difference between a straightforward fix and an expensive misdiagnosis.
ZF Automatic GearboxesModern Land Rover and Range Rover models run almost exclusively on ZF automatic transmissions. The ZF 6HP26 sits in the Range Rover L322, Range Rover Sport L320, and Discovery 3 and 4. The ZF 8HP series followed it across the Range Rover L405, Range Rover Sport L494, Range Rover L460, Range Rover Sport L461, and Discovery 5.
These gearboxes are precision hydraulic-mechatronic units. The valve body, torque converter, and electronic control module are the most common failure points, usually triggered by degraded fluid rather than mechanical wear. Symptoms such as delayed engagement, gear hunting, or harsh shifting on a warm gearbox typically point to valve body or fluid condition, not to a failing transmission.
For service work on these units, ZF specifies ZF Lifeguard Fluid 6 (6HP series) or ZF Lifeguard Fluid 8 (8HP series). The two fluids are not interchangeable. ZF's official position on 8HP service intervals is "fill for life", but independent transmission specialists across Europe recommend a precautionary fluid and pan-filter service at around 80,000 to 120,000 km on vehicles used for towing, urban driving, or high-mileage motorway work. For the technical detail on fluid specifications and service requirements, ZF Aftermarket publishes its own transmission oil reference guide.
Confirm the ZF gearbox code on your vehicle before ordering fluid or service kits. ZF Lifeguard Fluid 6 and Lifeguard Fluid 8 are different specifications, and using the wrong grade is the most common cause of valve body wear after a DIY service.
Manual gearboxes are less common on current production but are still the dominant powertrain across the Classic Defender, early Discovery, Freelander 1, and the Series range. The R380 was the long-running five-speed unit fitted to the Discovery 1 (post-200Tdi production), Discovery 2, and Classic Defender from the 300Tdi through to early Td5. The MT82 six-speed replaced it on the Defender 2.4 and 2.2 TDCi Puma. Earlier production used the LT77 (Discovery 1 200Tdi era) and the LT76 and LT95 on Series 2/3 vehicles.
These units fail in predictable ways. Synchroniser rings on second and third gear wear first. Input shaft and lay shaft bearings degrade with age and oil contamination. Selector linkages and detent springs cause the symptoms most often misdiagnosed as a gearbox fault. Reverse idler gear chatter is common on R380 units past 240,000 km.
For most manual-gearbox owners, parts-level repair is straightforward and rebuild kits are available for the R380, LT77, and MT82. Specific Freelander 1 parts (IB5 manual) sit under the Freelander 1 collection. Series 2/3 gearbox parts have their own fitment requirements covered under the Series 2 and 3 collection.
Transfer BoxesThe transfer box carries as much load as the gearbox and is often the part that goes ignored until it fails. The LT230 is the dominant transfer case across the Classic Defender, Discovery 1, Discovery 2, Range Rover Classic, and P38. It uses gear-drive between input and output shafts and a chain-drive system to the front output. The Discovery 3 and Discovery 4 use a chain-drive Magna Steyr unit with an electronic shift system. Modern Range Rover and Range Rover Sport models on the L405, L494, L460, and L461 platforms use a ZF-integrated transfer case as part of the transmission assembly.
Common failures are output shaft seal leaks, chain stretch on chain-drive units (Magna Steyr and modern ZF), viscous coupling failure on units fitted to early Discovery 2 and Range Rover P38, and selector motor failure on electronic-shift cases.
Transfer box fluid is not the same specification as gearbox fluid on most Land Rover and Range Rover units. The LT230 takes EP90 (or the Land Rover-specified MTF94 on later units), and the Magna Steyr unit on Discovery 3 and 4 takes a specific ATF spec. Confirm before ordering.
Most gearbox parts returns are caused by ordering errors at the buying stage rather than parts faults. The following are the most common we see across the Land Rover and Range Rover range.
For parts that overlap with the clutch system on manual gearboxes, see the Land Rover clutch parts collection. For driveline parts forward and aft of the gearbox, see the driveshaft and propshaft parts collection.
Technical GuidesIn-depth diagnostic and component guides for the gearbox-adjacent failure modes that come up most often on Land Rover and Range Rover models.
Technical breakdown of the L494's 3.0 TDV6 timing chain issues, air suspension faults, and ZF 8HP wear patterns. Covers what fails, why it fails, and which parts the workshop will need.
Range Rover Sport L494 ZF 8HP guideHow to tell drivetrain noise apart from gearbox or transfer box noise, and which parts to inspect before ordering. Covers Discovery 4, Freelander 2, and Series 3 driveline symptoms.
Land Rover driveline diagnosis guideClutch faults are routinely misdiagnosed as gearbox faults due to overlapping symptoms. This guide explains how to identify the real fault before replacing parts.
Land Rover clutch diagnosis guideThe gearbox controls gear ratios and torque delivery from the engine; the transfer box splits drive between the front and rear axles for 4x4 traction and also provides the low-range gearing on Defender and Discovery models. Both are serviceable assemblies and both fail in distinct ways. Drivetrain symptoms can come from either, which is why most Land Rover gearbox parts returns are caused by mis-diagnosis rather than mis-fit.
ZF 6HP26 transmissions (fitted to Range Rover L322, Range Rover Sport L320, Discovery 3, and Discovery 4) take ZF Lifeguard Fluid 6. ZF 8HP transmissions (fitted to Range Rover L405, L460, Range Rover Sport L494 and L461, and Discovery 5) take ZF Lifeguard Fluid 8. The two fluids are not interchangeable. Confirm the gearbox code stamped on the casing before ordering.
ZF's official position on the 8HP series is fill-for-life. In practice, independent transmission specialists across Europe recommend a precautionary fluid and pan-filter service at around 80,000 to 120,000 km, particularly on vehicles used for towing, frequent urban driving, or high-mileage motorway work. The 6HP26 typically receives a service interval at 90,000 km. Manual gearboxes (R380, MT82, LT77) take a gear oil change at approximately 60,000 km.
The LT230, fitted to the Classic Defender, Discovery 1, Discovery 2, Range Rover Classic, and Range Rover P38, fails in three main ways: output shaft seal leaks (often caused by flange wear behind the seal), input gear bearing wear, and selector linkage faults that mimic gearbox symptoms. Most LT230 issues are repairable with component-level parts rather than a full transfer case replacement.
The R380 five-speed manual was fitted to the Discovery 1 (post-200Tdi), Discovery 2, and Classic Defender from the 300Tdi era through to early Td5 production. The LT77 preceded the R380 on the Discovery 1 200Tdi. The MT82 six-speed replaced the R380 on the Defender 2.4 and 2.2 TDCi Puma. Rebuild kits and individual components for all three are stocked in this collection.
Yes. Most Land Rover transmission service jobs touch both units, particularly fluid changes, seal replacements, and bearing kits. Ordering both at the same time reduces vehicle downtime and is the most common workshop order pattern.