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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.
Gearbox Mainshaft Oil Seal, fitted where the mainshaft passes through the gearbox casing on the 5-speed manual transmission. It runs against the r...
View full detailsPTO Selector Cover Plate - a blanking plate for the power take-off (PTO) selector aperture on the transfer box. It covers and seals the selector o...
View full detailsTransfer Box Flange (Front) is the front output driving flange of the LT230 transfer box - the splined flange onto which the front propshaft bolts....
View full detailsNut FQA
Swivel Housing Repair Kit for the front axle swivel assembly, non-ABS specification. Supplied for one side. The swivel housing sits at the outer e...
View full detailsNeedle Roller Bearing - 3rd Gear Mainshaft is installed within the LT77 5-speed manual gearbox mainshaft gear assembly, supporting the 3rd gear on ...
View full detailsOil Cooler - Heat Exchanger for the Intermediate Reduction Drive (IRD) transfer unit on the Freelander 1. This oil-to-coolant heat exchanger manag...
View full detailsNeedle Roller Bearing for the R380 manual gearbox. It carries the reverse idler on the layshaft, allowing the gear to rotate with minimal friction ...
View full detailsSnap Ring used within the LT95 4-speed gearbox to retain the inner member to the mainshaft. The LT95 is the 4-speed gearbox with integral transfer ...
View full detailsLayshaft Bearing is the layshaft taper roller bearing for the LT77 and R380 5-speed manual gearbox. Located in the gearbox centre plate, it suppor...
View full detailsGearbox Mainshaft is the central output shaft of the LT77 5-speed manual gearbox, running the full length of the transmission from the input end to...
View full detailsTransfer Box Sump Cover is a finned billet aluminium cover plate that replaces the pressed-steel sump cover on the underside of the transfer case. ...
View full detailsGearbox Stud is a 1 3/4" threaded stud used in the gearbox and transfer box assembly. It provides a fixed threaded anchor for clamping casing join...
View full detailsTransfer Box to Gearbox Mounting Stud, 2" length, used to fasten the transfer case to the rear of the main gearbox casing. This stud forms part of...
View full detailsBaulk Ring for the LT77 5-speed manual gearbox synchromesh assembly. The baulk ring is the friction cone element of the synchromesh unit. It conta...
View full details5th Gear - LT77 is the mainshaft-mounted overdrive gear for the LT77 5-speed manual gearbox, located at the rear of the transmission in the 5th-gea...
View full detailsGearbox Breather for the gearbox and transfer case assembly. This breather is located on the gearbox or transfer case casing and vents internal pr...
View full detailsGear Lever Boot - a flexible gaiter that seals around the base of the gear-change lever where it passes through the transmission tunnel. It closes...
View full detailsBolt - M8 x 40mm standard metric hex-head fastener for use across engine, gearbox, body, and chassis assembly applications.
Clutch Withdrawal Tube fitted in the clutch cross-shaft withdrawal mechanism on Series II, IIA, and III Land Rovers. This tube forms the connectin...
View full details3rd Speed Mainshaft Gear - LT95 4-Speed Gearbox This is the 3rd speed driven gear on the mainshaft of the LT95 unit-construction 4-speed gearbox. ...
View full detailsCirclip is a split retaining ring that locates on the reverse shaft of the LT95 gearbox. It seats into a machined groove to axially retain the rev...
View full detailsGearbox Selector Circlip - a retaining circlip within the manual transmission gear selector mechanism. The circlip locates on its shaft to secure ...
View full detailsGearbox Reconditioned Exchange - R380 68a-l
Output Shaft Washer - LT230 Transfer Box for the Defender Puma drivetrain assembly. This washer seats behind the output shaft flange at both the f...
View full detailsTransmission Oil Cooler Hose - Diesel ZF Automatic is a hydraulic hose forming part of the automatic transmission cooling circuit on the Range Rove...
View full detailsVacuum Actuator O-Ring for the LT95 4-speed gearbox. This O-ring seals the vacuum actuator fitted to the LT95 transfer case mechanism, used on V8-p...
View full detailsReverse Gate Bracket is the fixed section of the reverse-gate stop within the gear-lever mounting on the Series four-speed gearbox. It forms the g...
View full detailsScrew - 2BA x 1" is a round head screw in British Association (BA) thread form, 2BA size, 1 inch in length. Used throughout the Series Land Rover ...
View full detailsScrew - M8 x 25mm is a fastener used in the assembly of the LT230 transfer gearbox. The LT230 is a two-speed transfer box fitted to Defender, Disc...
View full detailsInterlock Retainer for the LT77 five-speed manual gearbox gearchange. It holds the selector interlock components within the selector and yoke assem...
View full detailsGearchange Spring
Gearbox Input/Output Member fitted to the Series III main gearbox, suffix A only. This component forms part of the synchromesh assembly within the...
View full detailsNeedle Bearing - LT77 supports a mainshaft gear on the LT77 5-speed manual gearbox mainshaft, allowing the gear to rotate freely on the shaft. It ...
View full detailsO-Ring for the oil strainer in the ZF 4-speed automatic transmission. This seal fits the oil strainer (the automatic transmission fluid pickup fil...
View full detailsSpeedometer Drive Gear - 21 Teeth - Green is the drive pinion in the speedometer drive assembly located on the LT230 transfer box output housing. ...
View full detailsTransmission Sleeve for the ZF 6HP26 and 6HP28 six-speed automatic transmission. It is fitted within the main control valve body, where it forms th...
View full detailsOil Pump for the R380 manual gearbox. Mounted at the rear of the gearbox and driven from the output shaft, the pump circulates gearbox oil to lubr...
View full detailsseal oil diff front Freel.1 Replacement 5 Speed-Manual-TD4 Diesel
Third-Speed Mainshaft Gear for the manual gearbox. It is the 3rd-speed gear carried on the gearbox mainshaft, meshing with its layshaft gear to pr...
View full detailsDowel is a precision locating pin that aligns mating components during assembly, setting their position accurately and relieving the securing bolts...
View full detailsTransfer Box Ball Bearing for the Borg Warner transfer gearbox, supporting the front output flange and viscous coupling and the rear output shaft. ...
View full detailsGear Lever Spring for the manual gearbox gear change mechanism, providing the 1st/2nd selector bias. It works within the gear lever remote housing,...
View full detailsGear Lever Bias Plate for the manual gearbox gear change mechanism. It sits in the gear lever remote housing and works with the bias spring to load...
View full detailsGear Lever Spring for the manual gearbox gear change mechanism, providing the 5th gear selector bias. It works within the gear lever remote housing...
View full detailsSealing Washer - sump plug sealing washer for the ZF four-speed automatic gearbox. Fitted under the head of the transmission sump drain plug, the ...
View full detailsGearbox Cover Plate Gasket for the LT76 gearbox. This rubber gasket seals the cover plate to the gearbox casing, sealing the joint against oil lea...
View full detailsReverse Gear for the LT76 four-speed gearbox, Suffix A only. The reverse idler gear is brought into mesh when reverse is selected, reversing the di...
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.