Reading an article recently about the above. A common problem is the total loss of ATF instantaneously. It can emanate from a couple of things, a totally blocked breather/vent tube, an oil cooler pipe breaking and/or disintegrating or the TQ oil seal being defective.

Well worth a check on the first 2 items as the third requires the autobox and LT230 removal.

 

If you have a bore scope (mini camera & LCD Monitor) kcan remove the lower round inspection plate on the transmission & position the camera to look up at the seal.

HP24 is slightly more robust as it had to deal with the 4.6L. Most everyone with an HP22 that dies from a drive shaft or no fluid normally slap in the HP24. The mounts will have to be notched as it's a little longer, but it will bolt up without much fuss.

 

Hi you guys

A WARNING TO ALL YOU GUYS.

The cooler connections to the oil pump behind the bell housing have a nasty habit of coming loose and undone due to the O ring perishing. It's not a problem if you are in a town or going slowly around a town but it could be catastrophic on an autoroute at 80mph and a very expensive tow in and fix. So do check your connections are secure and tight and preferably replace the O rings. Notwithstanding this you'll lose all of your expensive ATF Dexron 3 over the underside of your D2 and roadway.

 

Thanks, I will probably replace mine before I get it back on the road. On the plus side that sounds corrosion(rust) prevention

 

Does this mean this was the cause of your transmission going kaput?

 

Hi Min01, yes I'm afraid so, all the oil, or nearly all, finally dumped on the highway in a small town and on investigation in my garage it appears the pipe union and O ring finally let go. I am replacing the oil cooler pipes and O rings, maybe the oil cooler or maybe just flush the existing and the autobox filter and gasket. Thankfully it's not the autobox at fault because they cost around $1300 exchange plus freight and all the necessary parts to fit them.

 

Thanks for the post sounds like checking those connections and maybe replacing the O rings during a transmission service in a good idea. Particularly as I have no idea if they are original and 13 years old.

 

An update on the transmission oil pipe problems to the oil cooler.

It would appear on many, many forums that these oil cooler pipes regularly fail at the place where the rubber hose is crimped onto the metal pipe. There are too many reports to mention here but they have occurred in the US, UK, South Africa and Australia both to the TD5 and V8 D2's. There are even reports on this forum of failures of transmission oil cooler pipes which are now being treated by LR as an 'service' item as they fail so regularly. It has to be worth a careful check for oil leaks particularly at the rubber to metal crimped connection. Replacing the transmission oil pipes is a real PITA as they require so much removal of other items from around the engine and accessing the 'top' connection on the transmission is very difficult. If anyone is inclined to replace these oil pipes ensure the connection is fully pushed onto the oil cooler as in one case it wasn't and blew off spectacularly.

This is a typical case in point:

http://www.discovery2.co.uk/Oil_cooler_pipes.html

 

Next week hopefully I should have the D2 back on the road and rolling along. It has been rather painful getting to this stage.

 

Geeze, another thing to worry about and add to the list! We might as well have airplanes. Gotta put those little red "remove before flight" tags on every nut and bolt before we get in for a ride.. I wish I got paid for my 2nd job known as "the Rover". I guess it's better than the "honeydew" list at home tho..