EXTREMEspec MT82 Solid Output Shaft Kit

The Ultimate Fix for Defender 2.4 / 2.2 TDCi Worn Output Shafts

On Defender 2.4 and 2.2 TDCi models, one failure is almost guaranteed sooner or later:
the splined coupling shaft between the MT82 gearbox and the LT230 transfer case wearing out and destroying drive.

From factory, Land Rover assembled the coupling 100% dry, with no grease at all — and that decision causes premature spline wear and eventual spline failure.

Common symptoms include:

• Clunking when taking up drive

• Clunking on deceleration

• Intermittent or sudden loss of drive

• In advanced cases: complete drivetrain failure

For years, LOF supplied the updated genuine kit (now supplied with EP grease). After moving more than 500 units, it became clear: there was room to engineer a better, permanent fix.

Introducing the LOF EXTREMEspec MT82 Solid Output Shaft Kit

Developed over 2 years with industry specialists, this is the definitive, engineered-for-life solution to the MT82 coupling problem.

Why this design is superior

Simple:
We’ve removed the failing coupling entirely.

Instead of a two-piece arrangement with a separate coupling that wears out, the EXTREMEspec kit uses a one-piece solid shaft, following the proven layout of earlier Land Rover drivetrains.

The shaft is secured using a central M12 draw bolt, ensuring a positive, constant clamping load against the back of the MT82 gearbox.
No movement.
No fretting.
No spline wear.
No weak points.

This is the fix the Defender should have had from factory.

---

What’s included in the LOF EXTREMEspec Kit?

• 1 × LOF EXTREMEspec Solid Output Shaft

• 1 × M12 Long Cap-Head Draw Bolt

• 1 × Nord-Lock Washer Set (M12)

• 1 × Special Retaining-Bolt Adapter

• 1 × Genuine MT82 Rear Drive Shaft Seal (LR0058800)

• 1 × Genuine Corteco Transfer Box Seal (ICV100000)

• 1 × M22 Grub-Screw Slide-Hammer Adapter

  • (Important: This tool is supplied for removal only — do NOT install it with the shaft. Keep it in your toolbox for future use.)

INFO ON THE FITTING KIT OPTION CAN BE FOUND HERE

A little background on the LT230 centre diff. The centre diff is there to allow the props to turn at different speeds when cornering to stop drivetrain wind up. The speed difference is quite small and the centre diff gears are only designed to cope with these low speeds. If you are Off Road on snow or ice and you get wheelspin from one front wheel, what will happen is the rear prop will not be moving, the front will thus be going double speed, this means the small centre diff gears will be spinning like fury and after a matter of only a few seconds the planet gears will friction weld to the cross pins and the gears will fail etc. Of course in this situation the centre diff should be locked to avoid failure.

There are instances when it’s not convenient to keep the diff locked or to constantly lock and unlock the diff as the available traction dictates, EG. when racing fast on a low traction surface, the vehicle will not handle well when locked but is likely to wheel spin when unlocked.

Another example of where the ATB would help would be when rapidly changing from high to low traction surfaces, i.e. when driving on snow or ice,

In both of these examples the ATB will limit the amount the difference in prop shaft speed and transfer torque to the axle with traction.

The two big advantages are increased traction when unlocked and eliminating the weakness of the stock unlocked centre diff.

Note the ATB centre can still be locked like the stock unit when required, locking the diff is still advised when prolonged wheel spin is anticipated.

Note : Due to the nature of the ATB diff we do not recommend the vehicle is brake tested on rollers, ask for a decelerometer to be used instead.

We recommend using a Mineral based EP80/90 oil

Ashcroft LT230 High-Capacity Sump

Finned aluminium LT230 sump designed to increase oil capacity while retaining standard ground clearance.

Key features

• Approximately 0.5L additional oil capacity
• Finned aluminium construction to assist heat dissipation
• Retains the standard drain-plug arrangement
• Includes a boss that can be drilled and tapped for a temperature sensor if required

Fitment notes

Does not fit V8 Defender applications where the exhaust fouls the sump. Check clearance before ordering.

For Puma/TDCi fitment, the sump is installed with the short edge downward and the supplied M10 hardware is used for exhaust-clamp clearance.

Non-TDCi versions do not include the additional bolt, washers and half nut used for the Puma installation.

A Comprehensive master rebuild kit for the LT230 Transfer Box.

SHIM KIT AND BOLT KIT PURCHASE OPTIONS INFO CAN BE FOUND BY CLICKING HERE

**Please note: this kit is for the LT230T, with serial number ending with 'B' or later. If you have an LT230R, serial number ending in 'A', please supply your serial number when ordering.

We can still supply the A suffix kit but this would be charged at an additional $95. If you require this please place an order for this kit and we will contact you after your order is placed to take the additional payment. We dont carry the A suffix kits in stock - so allow is 5-7 days to get in for you.

Kit comprises of:

• Bearing kit (taper roller bearings are Timken and Koyo brand)
• Seal & Gasket kit
• Centre Diff Domed Washers
• Centre Diff Side Gear Fibre Washers (FRC9845)
• Intermediate Pin O Rings
• Intermediate pin Stake nut
• Centre Diff Peen Nut
• Intermediate Pin Collapsible Spacer

WE CAN ALSO SUPPLY THE LT230 WORKSHOP OVERHAUL MANUAL ALSO WITHTIS KIT

Please note that our kit includes all the necessary gaskets but we recommend that a quality oil resistant RTV be used such as Permatex Ultra Black be used as a 'helper' to the gaskets.

This gear knob is designed to replace the oem gear knob that is prone to cracking. The design incorporates a lower profile that sits over/matches the existing gear lever shaft to prevent further cracking.

Modifications to the existing gear lever are required to fit our gear knob - see pic of modified gear lever for reference.

Machined from billet 6061 aluminium, then anodised black to protect from corrosion.

Proudly designed and manufactured in Brisbane, Australia!

This listing is for 1 gear knob, and includes grub screw to mount to existing modified gear knob assembly (allen key required for installation)

This LT230 Transfer knob is designed to replace the OEM  knob that is prone to cracking. The design incorporates a lower profile that sits over/matches the existing lever shaft to prevent further cracking.

Modifications to the existing gear lever are required to fit our LT230 knob - fitting sheet supplied

Machined from billet 6061 aluminium, then anodised black to protect from corrosion.

Proudly designed and manufactured in Brisbane, Australia!

This listing is for 1x LT230 knob, and includes grub screw to mount to existing modified gear knob assembly (allen key required for installation)

If you would like to sleeve your own casing we can supply the steel bush.

We would suggest an interference fit of 0.02mm and also use ‘bearing fit’ or similar.

The hole that supports the head of the intermediate pin in the LT230 casing is prone to wearing, and the pin elongates the hole so that it is out of round.

This can lead to a transfer case whine, and an oil leak.

These are a stepped bush, and machined from EN24T steel. 

This will now have a longer life than the original housing, as the pin is now supported in the steel bush.

Heavy Duty LT230 Cross Pin

The standard LT230’s have a two piece cross pin in the centre diff, this is two shafts with a cut out in the centre so they can overlap...in effect halving the thickness of the pin!

This one piece cross pin which is MUCH stronger!

This LT230 shim kit includes two ranges of shims for both the input and centre diff.

It would be very costly to include all shims in the LT230 range so we have selected 7 shims for each range which should enable you to obtain the required thickness.

The 7 shims in each range are in the following sizes:- 0.05mm, 0.1mm, 0.2 mm, 0.3mm, 0.5mm, 1.00mm, 1.5mm,

Always use as few shims as possible to reach the desired thickness.

LT230 Front Output Flange's

The Discovery II has a different flange, please use the option box to select either the standard flange, or the Disco 2 type

DISCO 2:

Front Output Flange Kit to suit Discovery 2 1999-2004. Kit includes Flange with This Kit can also be used to fit a Discovery 2 Double Cardon Shaft to a Discovery 1 Defender or Range Rover Classic with LT230 Transfer Case

DEFENDER 200/300tdi & DISCO 1/RRC:

This flange has a differnt PCD from the later TD% & Puma and is suited tothe earlier vehicles

DEFENDER TD5 & PUMA:

This is the flange you will need if your wanting to fit a Gwyn Lewis MEGA HD Double Cardan front shaft from us for your Discovery 2

These kits consists of EVERYTHING you need (unlike many kits):

• 1 x 4 Bolt Flange.
• 1 x Recessed mud shield ready pressed onto the flange.
• 1 x Oil Seal FTC4939.
• 4 x Propshaft Bolts & Nuts.
• 1 x Pinion Nut and Washer.
• 1 x Felt Seal.

KINGPIN FAB LT230 CENTRE DIFF NUT TOOL - TRANSFER CASE

Tool to tighten the big nut with two flats (IYH000030) at the end of th LT230 centre diff

ASHCROFT IED500060 - MADE FROM 300m MATERIAL

The head of the shaft sometimes wear and leave a step that may not seal. This part may be required when rebuilding your unit especially if being used in high torque applications or on heavy vehicles.

We are able to offer this in 300M alloy steel, heat treated and ground to size. This is a direct replacement for the standard shaft in a far superior material.

Also known as S155, this is a vacuum-melted steel with outstanding strength. A through hardening alloy combining toughness, fatigue strength and good ductility.

HD Crank seal for 300tdi & 2.8TGV Made by MWM

Are you fed up with a leaking 300tdi crank seal? The best solution to the inferior design of the original 300tdi....this crank seal uses 2 extra fixing bolts at the bottom of the crank (6 o’clock position) to provide extra clamping load against the block forming a far better seal. These seals come from MWM in Brazil hence their cost, but they are known as the best upgrade to the 300tdi.

Please note this will require drilling and tapping of the 2 lower bolt holes to install onto a 300tdi- an easy job for an mechanic, if in doubt please seek help from a professional to install! (Not Essential, can be fitted without using the 2 bottom holes on a 300tdi)

Installation: For the 2 extra bolt holes to be used in the bottom of the 300tdi Block, if desired, you will need to drill and tap the holes for an M6x16mm cap head bolt. For Sealing the crank seal to the block, we recommend using Victor Reinz RTV silicone in 1 long bead around the bolt holes, Joining the bead around each hole.

We realised that although the OEM crank seals were ok, many factory cars fitted with the 300tdi were leaking from the gasket face between the crank seal and block, hence we found this solution from MWM in brazil. (the manufacturer of the 2.8TGV international engine)

This crank seal includes and addition dust seal too, increasing its reliability over the original LUF100430 Crank seal

NOTE: ERR6811  gasket no longer required, use the mentioned sealant instead.

Tags: 2.8 International rear main seal

LT230 rear output shaft made in HD 300M material

These rear output shafts can sometimes fail in high torque applications or on heavy vehicles.

We have this one made to the OEM drawing but from a very high grade aircraft spec steel super alloy called 300M.

Also known as S155, this is a vacuum-melted steel with outstanding strength. A through hardening alloy combining toughness, fatigue strength and good ductility.

Additional parts needed to fit the Ashcroft LT230 ATB, the kit includes:

• Collapsible spacer
• Intermediate pin nut
• Centre diff nut
• 2 x O rings
• 2 x Timken Bearings
• 8 x Shims
• Silicone sealant

 

-AUSTRALIAN MADE-

HD LT230 Reduction Gears - 30 & 49% reduction avail!

• Price is supply of the gear set, and modification to your intermediate gear to suit (You will need to send this up or supply this) - Can supply a NEW one modified to suit at extra cost to reduce down time (SEND US YOUR CASE SUFFIX NUMBER FOR A QUOTE ON A NEW ONE)

• Can supply SLEEVED LT230 casings on exchange our outright basis - cure that intermediate shaft to case oil leak permanently! See below

• Prices are indicative of a common 1.222 or 1.4 case. Other cases and configurations of these cases MAY require more components (extra cost)

***PLEASE SUPPLY YOUR CASE NUMBER FOR ORDERS/QUOTES***

Some additional pricing below for extras like the sleeved case - and some labour rates for building a case just to give you an idea. Please contact us if you need additional info or quoting!

• $245 - SLEEVED LT230 CASE
• $250 - LT230 CASE BOND (if you would like us to send a sleeved case ahead of you returning your case for bond refund upon receipt of your case)
• $475 - LT230 CASE BOND (PUMA/D2) (if you would like us to send a sleeved case ahead of you returning your case for bond refund upon receipt of your case)
• $2100-- LT230 ASSEMBLY (if you are sending your case to have gear-set to be fitted.
• $550 - Modification required to case to allow the gear-sets to fit (clearance)

***INTERNATIONAL CUSTOMERS*** - we will need the serial number and tooth count and if possible the part number stamped on the intermediate gear. IF this is not possible, we will need to supply an intermediate gear, transfer gear and high range gear. The reason being, we have had some issues where the gears fitted to the clients transfer case do not agree with the case serial number.

Contact us for more information...as there is quite alot! Alternatively we will be in contact with you within 24hrs of placing an order to walk you though the process if we haven't already.

Set of yellow zinc anodised bolts to smarten up your LT230 rebuild, the kit consists of:

10 x M8 x 25 Sump bolts
6 x M8 x 55 Hi/Lo bolts
7 x M8 x 25 Front housing bolts
1 x M8 x 90 Front housing bolt
5 x M10 x 30 Rear housing bolts
1 x M10 x 45 Rear housing bolt
3 x M8 x 25 Diff lock bolts
6 x M10 x 40 PTO bolts
7 x M8 x 25 Diff lock side cover bolts

The kit is very simple and consists of 2 parts to clamp the diff cross pins, held together with 4 cap head screws and a gear and thrust washers.

The part that clamps the cross pin is also splined and this engages with the rear output shaft so you always have drive to the rear axle.

The gear is fitted to the front side of the diff and shimmed with the supplied thrust washers to have approx. 0.5mm end float, this gear engages with the front output shaft but the gear transmits no drive, its sole purpose is to support the inner end of the front shaft.

When out of ‘diff lock’ you only have drive to the rear axle, the front is not driven by the transfer case but will be driven by the wheels if you don’t have free wheeling hubs.

When ‘diff lock’ is selected, the front shaft is locked to the centre diff so you then have drive to the front also.

ASHCROFT MT82 KIT

The MT82 6 speed gearbox fitted to the 2.2 and 2.4 TDCi is prone to the spline on the rear output shaft wearing which causes a total loss of drive, this spline 'frets' as it is dry in the same way the earlier LT77 and R380 mainshaft splines wear in the transfer case input gear, same thing, different spline.

The MT82 mainshaft comes out of the gearbox and a female/female coupling shaft (LR030054) is fitted to this with a large bolt.

A male/male coupling shaft (TUD500020) then fits into the LR030054 and the other end goes into the transfer case input gear.

The spline that wears is the one at the rear of LR030054 and the front of TUD500020.

Ashcroft have devised a method to make this splined interface wet with oil which stops the wear.

We make a new coupling (like LR030054) and spark erode two small slits in the front face where it fits to a bearing, also loose two teeth from the front spline at 180 degrees to eachother (to let the oil through), then spark erode another two small slits on the rear face under the clamping bolt, this now allows oil to 'leak' out of the mainbox to this spline. We then machine a thread on the outside diameter and also make two O ring grooves.

The new shaft (like TUD500020) has a ground diameter that the transfer case input seals runs on, we machine this diameter further up towards the gearbox for the O rings below) to seal on.

Note the new female/female LR030054 coupling does not have the 2 cut outs to fit the LandRover holding tool for fitment so you will have to either lock the shaft using 5th gear or use an impact gun to fit.

We then make a alloy new part which slides over the shaft, this has 2 'O' rings fitted to the inner diameter which seal on the new ground diameter of the shaft and has both a diameter to seal on the outer coupling O rings and a thread to fit it to the coupling.

A tube spanner is supplied to fit this part.

Control your LT230 transfer case range selection and centre differential lock with this pneumatic kit from MW Machines 4x4. It replaces the mechanical in-cab transfer lever, giving you more freedom when planning a conversion centre console.

Kit contents

• Pneumatic high, neutral and low range actuator assembly
• Replacement high/low selector lever
• Pneumatic centre diff lock actuator assembly
• Carling switches with pre-assembled wiring to the control block
• Mounting hardware
• Approximately 4 metres of 6 mm air pipe
• Fitting instructions

Air supply

An onboard compressed-air supply is required. Air compressor not included. MW Machines advises that an ARB compact air-locker compressor is sufficient; a high-output compressor is not necessary.

Fitment details

Designed for LT230 transfer case applications, including conversion projects requiring pneumatic range and centre diff lock controls.