Automatic Transmission/transaxle Land Rover Range Rover Sport L320

SPECIFICATIONS

MAINTENANCE

CAPACITIES

LUBRICANTS, FLUIDS, SEALERS AND ADHESIVES

Note. A = refer to the procedure for correct torque sequence

TORQUE SPECIFICATIONS

INTRODUCTION

The ZF 6HP28 transmission is an electronically controlled, hydraulically operated, six speed automatic unit. The hydraulic and electronic control elements of the transmission, including the transmission control module (TCM), are incorporated in a single unit located inside the transmission and is known as 'Mechatronic'.

5.0L supercharger (SC) and 3.0L diesel models use an uprated derivative of the ZF 6HP28 transmission used in the 5.0L naturally aspirated models.

The ZF 6HP28 transmission has the following features

1. Designed to be maintenance free
2. Transmission fluid is 'fill for life'
3. The torque converter features a controlled slip feature with electronically regulated control of lock-up, creating a smooth transition to the fully locked condition
4. Shift programs controlled by the transmission control module (TCM)
5. ASIS (adaptive shift strategy), to provide continuous adaptation of shift changes to suit the driving style of the driver, which can vary from sporting to economical
6. Connected to the engine control module (ECM) via the high speed controller area network (CAN) bus for communications
7. Default mode if major faults occur
8. Diagnostics available from the transmission control module (TCM) via the high speed controller area network (CAN) bus.

The transmission selections are made using the selector lever in the floor console and two paddle switches on the steering wheel. Refer to External Controls .

The transmission comprises the main casing which houses all of the transmission components. The main casing also incorporates an integral bell housing.

A fluid pan is attached to the lower face of the main casing and is secured with bolts. The fluid pan is sealed to the main casing with a gasket. Removal of the fluid pan allows access to the Mechatronic valve block. The fluid pan has a magnet located around the drain plug which collects any metallic particles present in the transmission fluid.

A fluid filter is located inside the fluid pan. If the transmission fluid becomes contaminated or after any service work, the fluid pan with integral filter must be replaced.

On the right-hand (RH) side of the transmission, a gear change lever is installed on the end of a selector shaft. The selector shaft operates a selector spool valve and a selector switch in the transmission. A selector cable, connected between the gear change lever and the selector lever in the floor console, controls the position of the selector shaft.

The integral bell housing provides protection for the torque converter assembly and also provides the attachment for the gearbox to the engine. The torque converter is a non-serviceable assembly which also contains the lock-up clutch mechanism. The torque converter drives a crescent type pump via drive tangs. The fluid pump is located in the main casing, behind the torque converter.

The main casing contains the following major components

1. Input shaft
2. Output shaft
3. Mechatronic valve block which contains the solenoids, speed sensors and the transmission control module (TCM)
4. Three rotating multiplate drive clutches
5. Two fixed multiplate brake clutches
6. A single planetary gear train and a double planetary gear train.

TORQUE CONVERTER

The torque converter is the coupling element between the engine and the transmission and is located in the bell housing, on the engine side of the transmission. The driven power from the engine crankshaft is transmitted hydraulically and mechanically through the torque converter to the transmission. The torque converter is connected to the engine by a drive plate attached to the rear of the crankshaft.

The torque converter comprises an impeller, a stator and a turbine. The torque converter is a sealed unit with all components located between the converter housing cover and the impeller. The two components are welded together to form a sealed, fluid filled housing. With the impeller welded to the converter housing cover, the impeller is therefore driven at engine crankshaft speed.

The converter housing cover has four threaded bosses, which provide for attachment of the engine drive plate. The threaded bosses also provide for location of special tools which are required to remove the torque converter from the bell housing.

IMPELLER

When the engine is running the rotating impeller acts as a centrifugal pump, picking up fluid at its center and discharging it at high velocity through the blades on its outer rim. The design and shape of the blades and the curve of the impeller body cause the fluid to rotate in a clockwise direction as it leaves the impeller. This rotation improves the efficiency of the fluid as it contacts the outer row of blades on the turbine.

The centrifugal force of the fluid leaving the blades of the impeller is passed to the curved inner surface of the turbine via the tip of the blades. The velocity and clockwise rotation of the fluid causes the turbine to rotate.

TURBINE

The turbine is similar in design to the impeller with a continuous row of blades. Fluid from the impeller enters the turbine through the tip of the blades and is directed around the curved body of the turbine to the root of the blades. The curved surface redirects the fluid back in the opposite direction to which it entered the turbine, effectively increasing the turning force applied to the turbine from the impeller. This principle is known as torque multiplication.

When engine speed increases, turbine speed also increases. The fluid leaving the inner row of the turbine blades is rotated in a counter-clockwise direction due to the curve of the turbine and the shape of the blades. The fluid is now flowing in the opposite direction to the engine rotation and therefore the impeller. If the fluid was allowed to hit the impeller in this condition, it would have the effect of applying a brake to the impeller, eliminating the torque multiplication effect. To prevent this, the stator is located between the impeller and the turbine.

STATOR

The stator is located on the splined transmission input shaft via a freewheel clutch. The stator comprises a number of blades which are aligned in an opposite direction to those of the impeller and turbine. The main function of the stator is to redirect the returning fluid from the turbine, changing its direction to that of the impeller.

The redirected fluid from the stator is directed at the inner row of blades of the impeller, assisting the engine in turning the impeller. This sequence increases the force of the fluid emitted from the impeller and thereby increases the torque multiplication effect of the torque converter.

Note. The following illustration shows a typical stator

Fluid emitted from the impeller acts on the turbine. If the turbine is rotating at a slower speed than the fluid from the impeller, the fluid will be deflected by the turbine blades in the path 'A' . The fluid is directed at and deflected by the stator blades from path 'B' to path 'C' . This ensures that the fluid is directed back to the pump in the optimum direction. In this condition the sprag clutch is engaged and the force of the fluid on the stator blades assists the engine in rotating the impeller.

As the rotational speed of the engine and therefore the turbine increases, the direction of the fluid leaving the turbine changes to path 'D' . The fluid is now directed from the turbine to the opposite side of the stator blades, rotating the stator in the opposite direction. To prevent the stator from resisting the smooth flow of the fluid from the turbine, the sprag clutch releases, allowing the stator to rotate freely on its shaft.

When the stator becomes inactive, the torque converter no longer multiplies the engine torque. When the torque converter reaches this operational condition it ceases to multiply the engine torque and acts solely as a fluid coupling, with the impeller and the turbine rotating at approximately the same speed.

The stator uses a sprag type, one way, freewheel clutch. When the stator is rotated in a clockwise direction the sprags twist and are wedged between the inner and outer races. In this condition the sprags transfer the rotation of the outer race to the inner race which rotates at the same speed.

ONE WAY FREE WHEEL CLUTCH - TYPICAL

The free wheel clutch can perform three functions; hold the stator stationary, drive the stator and free wheel allowing the stator to rotate without a drive output. The free wheel clutch used in the ZF 6HP28 transmission is of the sprag type and comprises an inner and outer race and a sprag and cage assembly. The inner and outer races are pressed into their related components with which they rotate. The sprag and cage assembly is located between the inner and outer races.

The sprags are located in a cage which is a spring which holds the sprags in the 'wedge' direction and maintains them in contact with the inner and outer races.

Referring to the illustration, the sprags are designed so that the dimension 'B' is larger than the distance between the inner and outer race bearing surfaces. When the outer race rotates in a clockwise direction, the sprags twist and the edges across the dimension 'B' wedge between the races, providing a positive drive through each sprag to the inner race. The dimension 'A' is smaller than the distance between the inner and outer race bearing surfaces. When the outer race rotates in an anti-clockwise direction, the dimension 'A' is too small to allow the sprags to wedge between the races, allowing the outer race to rotate freely.

On the illustration shown, when the outer race is rotated in a clockwise direction, the sprags twist and are 'wedged' between the inner and outer races. The sprags then transfer the rotation of the outer race to the inner race, which rotates at the same speed.

LOCK-UP CLUTCH MECHANISM

The torque converter clutch (TCC) is hydraulically controlled by an EPRS (electronic pressure regulating solenoid), which is controlled by the transmission control module (TCM). This allows the torque converter to have three states of operation as follows

1. Fully engaged
2. Controlled slip variable engagement
3. Fully disengaged.

The torque converter clutch (TCC) is controlled by two hydraulic spool valves located in the valve block. These valves are actuated by pilot pressure supplied via a solenoid valve which is also located in the valve block. The solenoid valve is operated by pulse width modulation (PWM) signals from the transmission control module (TCM) to give full, partial or no lock-up of the torque converter.

The lock-up clutch is a hydro-mechanical device which eliminates torque converter slip, improving fuel consumption. The engagement and disengagement is controlled by the transmission control module (TCM) to allow a certain amount of controlled 'slip'. This allows a small difference in the rotational speeds of the impeller and the turbine which results in improved shift quality. The lock-up clutch comprises a piston and a clutch friction plate.

In the unlocked condition, the oil pressure supplied to the piston chamber and the turbine chamber is equal. Pressurized fluid flows through a drilling in the turbine shaft and through the piston chamber to the turbine chamber. In this condition the clutch plate is held away from the torque converter body and torque converter slip is permitted.

In the locked condition, the torque converter clutch (TCC) spool valves are actuated by the EPRS. The fluid flow in the unlocked condition is reversed and the piston chamber is vented. Pressurized fluid is directed into the turbine chamber and is applied to the clutch piston. The piston moves with the pressure and pushes the clutch plate against the torque converter body. As the pressure increases, the friction between the clutch plate and the body increases, finally resulting in full lock-up of the clutch plate with the body. In this condition there is direct mechanical drive from the engine crankshaft to the transmission planetary gear train.

FLUID PUMP

The fluid pump is an integral part of the transmission. The fluid pump is used to supply hydraulic pressure for the operation of the control valves and clutches, to pass the fluid through the transmission cooler and to lubricate the gears and shafts.

The ZF 6HP28 fluid pump is a crescent type pump and is located between the intermediate plate and the torque converter. The pump has a delivery rate of 16 cm 3 per revolution.

The pump comprises a housing, a crescent spacer, an impeller and a ring gear. The housing has inlet and outlet ports to direct flow and is located in the intermediate plate by a centering pin. The pump action is achieved by the impeller, ring gear and crescent spacer.

The crescent spacer is fixed in its position by a pin and is located between the ring gear and the impeller. The impeller is driven by drive from the torque converter hub which is located on a needle roller bearing in the pump housing. The impeller teeth mesh with those of the ring gear. When the impeller is rotated, the motion is transferred to the ring gear which rotates in the same direction.

The rotational motion of the ring gear and the impeller collects fluid from the intake port in the spaces between the teeth. When the teeth reach the crescent spacer, the oil is trapped in the spaces between the teeth and is carried with the rotation of the gears. The spacer tapers near the outlet port. This reduces the space between the gear teeth causing a build up of fluid pressure as the oil reaches the outlet port. When the teeth pass the end of the spacer the pressurized fluid is released into the outlet port.

The fluid emerging from the outlet port is passed through the fluid pressure control valve. At high operating speeds the pressure control valve maintains the output pressure to the gearbox at a predetermined maximum level. Excess fluid is relieved from the pressure control valve and is directed, via the main pressure valve in the valve block, back to the pump inlet port. This provides a pressurized feed to the pump inlet which prevents cavitation and reduces pump noise.

MECHATRONIC VALVE BLOCK

The Mechatronic valve block is located in the bottom of the transmission and is covered by the fluid pan. The valve block houses the transmission control module (TCM), electrical actuators, speed sensors and control valves which provide all electro-hydraulic control for all transmission functions. The Mechatronic valve block comprises the following components

1. transmission control module (TCM)
2. Six pressure regulator solenoids
3. One shift control solenoid
4. One damper
5. Twenty one hydraulic spool valves
6. Manually operated selector valve
7. Temperature sensor
8. Turbine speed sensor
9. Output shaft speed sensor.

ELECTRONIC PRESSURE REGULATOR SOLENOIDS

Six EPRS are located in the valve block. The solenoids are controlled by pulse width modulation (PWM) signals from the transmission control module (TCM). The solenoids convert the electrical signals into hydraulic control pressure proportional to the signal to actuate the spool valves for precise transmission operation.

The following table shows EPRS and their associated functions

Solenoids EPRS 1, 3 and 6 supply a lower control pressure as the signal amperage increases and can be identified by a black connector cap. The transmission control module (TCM) operates the solenoids using PWM signals. The TCM monitors engine load and clutch slip and varies the solenoid duty cycle accordingly. The solenoids have a 12 V operating voltage and a pressure range of 0 - 4.6 bar (0 - 67 lbf.in 2 ).

Solenoids EPRS 2, 4 and 5 supply a higher control pressure as the signal amperage increases and can be identified by a green connector cap. The solenoids are normally open, regulating flow solenoid valves. The operates the solenoids using a pulse width modulation (PWM) earth proportional to the required increasing or decreasing clutch pressures. The solenoids have a 12 V operating voltage and a pressure range of 4.6 - 0 bar (67 - 0 lbf.in 2 ).

The resistance of the solenoid coil winding for solenoid is between 26 to 30.4 ohms at 20 °C (68 °F).

CONTROL SOLENOID

A shift control SV (solenoid valve) is located in the valve block. The solenoid is controlled by the transmission control module (TCM) and converts electrical signals into hydraulic control signals to control clutch application.

The shift control solenoid is an open/closed, on/off solenoid which is controlled by the transmission control module (TCM) switching the solenoid to earth. The transmission control module (TCM) also supplies power to the solenoid. The transmission control module (TCM) energizes the solenoid in a programmed sequence for clutch application for gear ratio changes and shift control.

The resistance of the solenoid coil winding for solenoid is between 26 to 30.4 ohms at 20 °C (68 °F).

SENSORS

Speed Sensors

The turbine speed sensor and the output shaft speed sensor are Hall effect type sensors located in the Mechatronic valve block and are not serviceable items. The transmission control module (TCM) monitors the signals from each sensor to determine the input (turbine) speed and the output shaft speed.

The turbine speed is monitored by the transmission control module (TCM) to calculate the slip of the torque converter clutch and internal clutch slip. This signal allows the transmission control module (TCM) to accurately control the slip timing during shifts and adjust clutch application or release pressure for overlap shift control.

The output shaft speed is monitored by the transmission control module (TCM) and compared to engine speed signals received on the controller area network (CAN) bus from the engine control module (ECM). Using a comparison of the two signals the transmission control module (TCM) calculates the transmission slip ratio for plausibility and maintains adaptive pressure control.

Temperature Sensor

The temperature sensor is also located in the Mechatronic valve block. The transmission control module (TCM) uses the temperature sensor signals to determine the temperature of the transmission fluid. These signals are used by the transmission control module (TCM) to control the transmission operation to promote faster warm-up in cold conditions or to assist with fluid cooling by controlling the transmission operation when high fluid temperatures are experienced. If the sensor fails, the transmission control module (TCM) will use a default value and a fault code will be stored in the transmission control module (TCM).

Damper

There is 1 damper located in the valve housing. The damper is used to regulate and dampen the regulated pressure supplied via EPRS 5. The damper is load dependent through modulation of the damper against return spring pressure.

The damper comprises a piston, a housing bore and a spring. The piston is subject to the pressure applied by the spring. The bore has a connecting port to the function to which it applies. Fluid pressure applied to the applicable component (i.e. a clutch) is also subjected to the full area of the piston, which moves against the opposing force applied by the spring. The movement of the piston creates an action similar to a shock absorber, momentarily delaying the build up of pressure in the circuit. This results in a more gradual application of clutches improving shift quality.

Spool Valves

The valve block contains 21 spool valves which control various functions of the transmission. The spool valves are of conventional design and are operated by fluid pressure.

Each spool valve is located in its spool bore and held in a default (unpressurized) position by a spring. The spool bore has a number of ports which allow fluid to flow to other valves and clutches to enable transmission operation. Each spool has a piston which is waisted to allow fluid to be diverted into the applicable ports when the valve is operated.

When fluid pressure moves a spool, 1 or more ports in the spool bore are covered or uncovered. Fluid is prevented from flowing or is allowed to flow around the applicable waisted area of the spool and into another uncovered port. The fluid is either passed through galleries to actuate another spool, operate a clutch or is returned to the fluid pan.

DRIVE CLUTCHES

There are three drive clutches and two brake clutches used in the ZF 6HP28 transmission. Each clutch comprises one or more friction plates dependent on the output controlled. A typical clutch consists of a number of steel outer plates and inner plates with friction material bonded to each face.

On 5.0L supercharger (SC) and 3.0L diesel models, the uprated transmission includes additional clutch plates to enable the transmission to manage the additional power output from these engines.

The clutch plates are held apart mechanically by a diaphragm spring and hydraulically by dynamic pressure. The pressure is derived from a lubrication channel which supplies fluid to the bearings etc. The fluid is passed via a drilling in the output shaft into the chamber between the baffle plate and the piston. To prevent inadvertent clutch application due to pressure build up produced by centrifugal force, the fluid in the dynamic pressure equalization chamber overcomes any pressure in the piston chamber and holds the piston off the clutch plate assembly.

When clutch application is required, main pressure from the fluid pump is applied to the piston chamber from the supply port. This main pressure overcomes the low pressure fluid present in the dynamic pressure equalization chamber. The piston moves, against the pressure applied by the diaphragm spring, and compresses the clutch plate assembly. When the main pressure falls, the diaphragm spring pushes the piston away from the clutch plate assembly, disengaging the clutch.

PLANETARY GEAR TRAINS

The planetary gear trains used on the ZF 6HP28 transmission comprise a single web planetary gear train and a double web planetary gear train. These gear trains are known as Lepelletier type gear trains and together produce the six forward gears and the one reverse gear.

SINGLE WEB PLANETARY GEAR TRAIN

The single web planetary gear train comprises

1. Sunwheel
2. Four planetary gears
3. Planetary gear carrier (spider)
4. Ring gear or annulus.

The double planetary gear train comprises

1. Two sunwheels
2. Three short planetary gears
3. Three long planetary gears
4. Planetary gear carrier
5. Ring gear or annulus

TRANSMISSION CONTROL MODULE

The transmission control module (TCM) is an integral part of the Mechatronic valve block which is located at the bottom of the transmission, within the fluid pan. The transmission control module (TCM) is the main controlling component of the transmission.

The transmission control module (TCM) processes signals from the transmission speed and temperature sensors, engine control module (ECM) and other vehicle systems. From the received signal inputs and pre-programmed data, the module calculates the correct gear, torque converter clutch setting and optimum pressure settings for gear shift and lock-up clutch control.

CONTROL DIAGRAM

Note. A = Hardwired; B = K bus; D = High speed controller area network (CAN) bus O = local interconnect network (LIN) bus.

POWER FLOWS

Operation of the transmission is controlled by the transmission control module (TCM), which electrically activates various solenoids to control the transmission gear selection. The sequence of solenoid activation is based on programmed information in the transmission control module (TCM) memory and physical transmission operating conditions such as vehicle speed, throttle position, engine load and selector lever position.

Engine torque is transferred, via operation of single or combinations of clutches to the 2 planetary gear trains. Both gear trains are controlled by reactionary inputs from brake clutches to produce the 6 forward gears and 1 reverse gear. The ratios are as follows

The shift elements are three rotating multiplate clutches (A, B and E) and two fixed multiplate brakes © and D). All shifts from 1st to 6th gears are power-on overlapping shifts. Overlapping shifts can be described as one of the clutches continuing to transmit drive at a lower main pressure until the next required clutch is able to accept the input torque.

The shift elements, clutches and brakes are actuated hydraulically. Fluid pressure is applied to the required clutch and/or brake, pressing the plates together and allowing drive to be transmitted through the plates. The purpose of the shift elements is to perform power-on shifts with no interruption to traction and smooth transition between gear ratios.

The selector lever and the selector valve spool are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to the ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1 and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the short planetary gears.

The double web planetary gear train is locked against the transmission housing by brake 'D'. This allows ring gear 2 (output shaft) to be driven in the same direction as the engine via the long planetary gears.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to the ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1 and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the short planetary gears.

Sunwheel 2 is locked to the transmission housing by brake clutch 'C'. The long planetary gears, which are also meshed with the short planetary gears, roll around the fixed sunwheel 2 and transmit drive to the double web planetary gear train carrier and ring gear 2 in the direction of engine rotation.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to the ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1 and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the short planetary gears.

Sunwheel 2 is driven via clutch 'B' which is engaged. The long planetary gears, which are also meshed with the short planetary gears, cannot roll around the fixed sunwheel 2 and therefore transmit drive to the locked double web planetary gear train carrier in the direction of engine rotation.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1 and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the short planetary gears.

The double web planetary gear carrier is driven via clutch 'E' which is engaged. The long planetary gears, which are also meshed with the short planetary gears and the double web planetary gear carrier, drive ring gear 2 in the direction of engine rotation.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears which rotate around sunwheel 1. This drives the planetary gear carrier 1 and also the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

When clutch 'A' is engaged, sunwheel 3 in the double web planetary gear train is driven and meshes with the short planetary gears.

The long planetary gears, which are also meshed with the short planetary gears and the double web planetary gear carrier, drive ring gear 2 in the direction of engine rotation.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'D' position. Engine torque is transmitted from the torque converter turbine shaft to ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Clutches 'A' and 'B' are released, removing the effect of the single web planetary gear train.

Clutch brake 'C' is applied which locks sunwheel 2 to the transmission housing.

Clutch 'E' is engaged and drives the double web planetary gear carrier. This causes the long planetary gears to rotate around the fixed sunwheel 2 and transmit drive to ring gear 2 which is driven in the direction of engine rotation.

Note. Refer to 'Shift Elements' illustration for key

The selector lever and the selector spool valve are in the 'R' position. Engine torque is transmitted from the torque converter turbine shaft to ring gear 1 of the single web planetary gear train and the outer plate carrier of clutch 'E'.

Ring gear 1 drives the planetary gears of the single web planetary gear train which rotate around the fixed sunwheel 1. This transmits the drive to the single web planetary gear carrier, the outer plate carrier of clutch 'A' and the inner plate carrier of clutch 'B'.

With clutch 'B' applied, sunwheel 2 in the double web planetary gear train is driven and meshes with the long planetary gears.

The double web planetary gear carrier is locked to the transmission housing by brake clutch 'D'. This allows ring gear 2 to be driven in the opposite direction to engine rotation by the long planetary gears.

Note. Refer to 'Shift Elements' illustration for key

INSTRUMENT CLUSTER

The instrument cluster is connected to the transmission control module (TCM) via the high speed controller area network (CAN) bus. Transmission status is transmitted by the transmission control module (TCM) and displayed to the driver in one of two displays in the instrument cluster. Refer to Instrument Cluster .

Malfunction Indicator Lamp

The malfunction indicator lamp (MIL) is located in the tachometer of the instrument cluster. Transmission related faults which may affect the vehicle emissions will illuminate the malfunction indicator lamp (MIL).

The malfunction indicator lamp (MIL) is illuminated by the engine control module (ECM) on receipt of a relevant fault message from the transmission control module (TCM) on the high speed controller area network (CAN). The nature of the fault can be diagnosed using Land Rover approved diagnostic equipment which reads the fault codes stored in the transmission control module (TCM) memory.

Transmission Status Display

The transmission status display is located in the tachometer of the instrument cluster. The display shows the selector lever position or the selected gear when in manual and sport modes.

The following table shows the displays and their descriptions.

Message Center

The message center is located in the center of the instrument cluster. The message center is a liquid crystal display (LCD) that relays vehicle status and operating information to the driver and can display messages relating to a number of vehicle systems. If a transmission fault occurs, the message GEARBOX FAULT is displayed in the message center. Refer to Information and Message Center .

The transmission control module (TCM) outputs signals to control the shift control solenoid valve and the EPRS to control the hydraulic operation of the transmission.

The transmission control module (TCM) processes signals from the transmission speed and temperature sensors, the selector lever, the engine control module (ECM) and other vehicle systems. From the received signal inputs and pre-programmed data, the transmission control module (TCM) calculates the correct gear, torque converter clutch setting and optimum pressure settings for gear shift and lock-up clutch control.

The engine control module (ECM) supplies the engine management data over the high speed controller area network (CAN) bus. The transmission control module (TCM) requires engine data to efficiently control the transmission operation, for example; flywheel torque, engine speed, accelerator pedal angle, engine temperature. The steering angle sensor and the anti-lock brake system (ABS) module also supply data to the transmission control module (TCM) on the high speed controller area network (CAN) bus. The transmission control module (TCM) uses data from these systems to suspend gear changes when the vehicle is cornering and/or the anti-lock brake system (ABS) module is controlling braking or traction control.

Using the signal inputs and the memorized data, the transmission control module (TCM) control program computes the correct gear and torque converter lock-up clutch setting and the optimum pressure settings for gear shift and lock-up clutch control. Special output-side modules (power output stages, current regulator circuits), allow the transmission control module (TCM) to control the solenoid valves and pressure regulators and consequently precisely control the hydraulics of the automatic transmission. In addition, the amount and duration of engine interventions are supplied to the engine management by way of the controller area network (CAN) bus.

The transmission control module (TCM) determines the position of the selector lever using signals from

1. The selector switch in the transmission.
2. The park lock and M/S (manual/sport) 'CommandShift' switches on the selector lever.

When the driver operates the steering wheel paddle switches the selections are sensed by the transmission control module (TCM), which then operates in the manual CommandShift mode. If the selector lever is in D, the CommandShift mode is temporary and will cancel after a time period or can be cancelled by pressing and holding the + paddle for approximately 2 seconds. If the selector lever is in the M/S position, the CommandShift mode is permanent and can only be cancelled by pressing and holding the + paddle for approximately 2 seconds or by moving the selector lever to the D position.

The transmission control module (TCM) transmits the position of the selector lever and the selected gear on the high speed controller area network (CAN) bus. This information is shown in the gear selector display in the instrument cluster.

Engine Stall

If the vehicle stalls it will coast down in gear, with the transmission providing drive to the engine. A restart can be attempted at this point and the engine may start and the driver can continue.

If the coast down speed reduces such that the speed of the engine is less than 600 rev/min, the transmission will go to neutral, D illumination will flash in the instrument cluster. The driver needs to select neutral or park and then press the brake pedal to restart the engine.

If the start/stop button is pressed when driving, the message ENGINE STOP BUTTON PRESSED is displayed in the message center but there will be no change to the ignition state. If the driver requires to switch off the engine, the start/stop button must be pressed for a second time. The engine will be stopped and will be back driven by the transmission as the vehicle coasts down.

PRINCIPLE OF OPERATION

For a detailed description of the automatic transmission/transaxle system and operation, refer to the relevant Description and Operation sections in the workshop manual. Refer to See TRANSMISSION DESCRIPTION .

FLUID LEVEL AND CONDITION CHECK

Note. The transmission fluid temperature must not be allowed to exceed 50°C (122°F) whilst checking level. Should the temperature rise above this figure, abort the check and allow the transmission fluid to cool to below 30°C (86°F).

This vehicle is not equipped with a fluid level indicator. An incorrect level may affect the transmission operation and could result in transmission damage. To correctly check and add fluid to the transmission. Refer to the relevant section in the workshop manual.

HIGH FLUID LEVEL

A fluid level that is too high may cause the fluid to become aerated due to the churning action of the rotating internal parts. This will cause erratic control pressure, foaming, loss of fluid from the vent tube and possible transmission damage. If an overfill condition is identified, with the engine at idle ensure the fluid temperature is within the specified range and allow the excess fluid to drain until a small thread of fluid runs from the filler/level plug hole.

LOW FLUID LEVEL

A low fluid level could result in poor transmission engagement, slipping, or damage. This could also indicate a leak in one of the transmission seals or gaskets.

ADDING FLUID

If fluid needs to be added, add fluid in 0.50 liter increments through the fill hole opening. Do not overfill the fluid. For fluid type, refer to the Specification section in the workshop manual.

FLUID CONDITION CHECK

1. Check the fluid level.
2. Observe the color and the odor of the fluid. The color under normal circumstances should be like honey, not dark brown or black.
3. Allow the fluid to drip onto a facial tissue and examine the stain.
4. If evidence of solid material is found, the transmission fluid pan should be removed for further inspection.

Note. In the event of a transmission unit replacement for internal failure, the oil cooler and pipes must also be replaced.

INSPECTION AND VERIFICATION

1. Verify the customer concern.
2. Visually inspect for obvious signs of damage and system integrity. VISUAL INSPECTION Mechanical Electrical Hydraulic Damaged/stuck shift mechanism Damaged automatic transmission casing Blown fuse(s) Damaged, loose or corroded connectors Wiring harness Fluid level too high/low Poor condition of fluid Fluid leak
3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before proceeding to the next step.
4. If the cause is not visually evident check for Diagnostic Trouble Codes (DTCs) and refer to the DTC Index.

DTC INDEX

For a list of Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer Diagnostic Trouble Code (DTC) Index - DTC: Transmission Control Module (TCM) - Siemens .

TRANSMISSION FLUID LEVEL CHECK

SPECIAL TOOL(S) 307-452 Wrench, Transmission Filler Plug

CHECK

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Scheme 1

Scheme 2

1. The following steps must be observed before starting the transmission fluid level check. The vehicle must be on a horizontal ramp. The parking brake must be applied. The engine must be running for 2 minutes with the transmission control switch (TCS) in the "P" position.
2. Connect the diagnostic tool to the vehicle.
3. Start the engine. Apply, and hold, the footbrake. Move the selector lever from 'P' through all gear positions, pausing in each gear position for 2-3 seconds and return to the 'P' position.
4. Raise and support the vehicle.
5. Torque: 9 Nm
6. Torque: 9 Nm
7. Place a suitable container under the transmission fluid fill plug.
8. Special Tool(s): 307-452 Clean the area around the transmission fluid level plug.

ADJUSTMENT

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Scheme 3

Scheme 4

1. If the transmission fluid does not come out of the transmission fluid fill plug hole the transmission fluid level is insufficient. If this is the case add the transmission fluid in 0.5 liter units into the transmission fluid fill plug hole until fluid comes out.
2. Allow the transmission fluid to drain from the transmission fluid filler plug hole until the flow almost stops.
3. Using the special tool, install the new transmission fluid fill plug.
4. To make sure the transmission fill plug is torqued to the correct specification. Using the special tool and torque wrench the following calculation steps must be followed. Step 1. Multiply 35 Nm by the effective length of the torque wrench (1). Step 2. Add the effective length of the special tool (2) to the effective length of the torque wrench (1). Step 3. Divide the total of step 1 by the total of step 2. Step 4. Set the torque wrench to the figure arrived at in step 3. Tighten the transmission fluid fill plug to the torque given by the calculation.
5. Remove the special tool.
6. Remove the container.
7. Torque: 9 Nm
8. Torque: 9 Nm
9. Lower the vehicle.
10. Disconnect the diagnostic tool to the vehicle.

TRANSMISSION FLUID DRAIN AND REFILL

SPECIAL TOOL(S) 307-452 Wrench, Transmission Filler Plug

DRAIN

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Scheme 5

1. Raise and support the vehicle.
2. Torque: 9 Nm
3. Torque: 9 Nm
4. Place a container under the transmission.
5. Special Tool(s): 307-452
6. Allow the fluid to drain. Discard the component.

FILLING

1. Torque: 8 Nm
2. Refill the transmission with fluid. Use transmission fluid meeting Land Rover specification.
3. Allow the transmission fluid to drain from the transmission fluid filler plug hole until the flow almost stops.
4. Loosely install the transmission fluid fill plug.
5. To make sure the transmission fill plug is torqued to the correct specification. Using the special tool and torque wrench the following calculation steps must be followed. Step 1. Multiply 35 Nm by the effective length of the torque wrench (1). Step 2. Add the effective length of the special tool (2) to the effective length of the torque wrench (1). Step 3. Divide the total of step 1 by the total of step 2. Step 4. Set the torque wrench to the figure arrived at in step 3. Tighten the transmission fluid fill plug to the torque given by the calculation.
6. Carry out a transmission fluid level check. Transmission Fluid Level Check. Refer to «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle__transmission-fluid-level-check)
7. Torque: 9 Nm
8. Torque: 9 Nm
9. Lower the vehicle.

INPUT SHAFT SEAL

SPECIAL TOOL(S) 100-012 Slide Hammer 100-012-01 Slide Hammer Adapter 307-613 Holding Pins, Torque Converter 308-246 Installer, Front Seal 308-375 Remover, Input and Output Seal

Scheme 6

Scheme 7

Scheme 8

Scheme 9

Scheme 10

1. Raise and support the vehicle.
2. See «TRANSMISSION - 3.0L DIESEL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle) . and Transmission - 5.0L «TRANSMISSION V8 5.0L PETROL/V8 S/C 5.0L PETROL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle)
3. Special Tool(s): 307-613
4. Special Tool(s): 100-012, 100-012-01, 308-375

Scheme 11

Scheme 12

Scheme 13

1. Special Tool(s): 308-246
2. Special Tool(s): 307-613
3. Transmission - 5.0L. Refer to «TRANSMISSION V8 5.0L PETROL/V8 S/C 5.0L PETROL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle) See «TRANSMISSION - 3.0L DIESEL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle) . .

EXTENSION HOUSING SEAL

SPECIAL TOOL(S) 303-903 Remover, Input Shaft Seal 307-520 Installer, Output Shaft Seal

Scheme 14

Scheme 15

1. Raise and support the vehicle.
2. Remove the transfer case. Refer to Transfer Case V8 5.0L Petrol
3. Remove the transmission output shaft oil seal. Use the special tool. Special Tool(s): 303-903

Scheme 16

1. Install a new transmission output shaft oil seal. Clean the seal register. Use the special tool. Special Tool(s): 307-520
2. Install the transfer case. Refer to Transfer Case V8 5.0L Petrol or Transfer Case Tdv6 3.0L Diesel
3. Check and top-up the transmission fluid level. Refer to «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle__transmission-fluid-level-check)

REMOVAL

Note. The transmission control module (TCM) is part of the main control valve body and cannot be serviced separately.

Scheme 17

Scheme 18

Scheme 19

1. Raise and support the vehicle.
2. See «TRANSMISSION FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle) .

Scheme 20

1. Install a new seal block.
2. Torque: 8 Nm
3. Torque: 8
4. See «TRANSMISSION FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle) .
5. If a new component has been installed, configure using Jaguar approved diagnostic equipment.

Note. Removal steps in this procedure may contain installation details.

Scheme 21

Scheme 22

Scheme 23

Scheme 24

Scheme 25

Scheme 26

1. Raise and support the vehicle.
2. Transmission Fluid Drain and Refill. Refer to «TRANSMISSION FLUID DRAIN AND REFILL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle__transmission-fluid-drain-and-refill)
3. Refer to «Transmission Support Crossmember - 5.0L»(/land-rover/range-rover-sport/l320-2009-2013/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) .
4. Detach the transmission fluid pan from the transmission.
5. Remove the transmission control module and the transmission fluid pan.
6. Remove the transmission fluid pan and the transmission control module.
7. Remove and discard the gasket.

Scheme 27

1. Install a new seal block.
2. Install the new gasket.
3. Install the transmission fluid pan and the transmission control module.
4. Tighten to 8 Nm.
5. Tighten to 8 Nm.
6. Tighten to 22 Nm.
7. Tighten to 22 Nm.
8. Refer to «Transmission Support Crossmember - 5.0L»(/land-rover/range-rover-sport/l320-2009-2013/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) .
9. Transmission Fluid Drain and Refill. Refer to «TRANSMISSION FLUID DRAIN AND REFILL»(/land-rover/range-rover-sport/l320-2009-2013/remont/automatic-trans/#automatic-transmissiontransaxle__transmission-fluid-drain-and-refill)
10. Lower the vehicle.

1. Raise and support the vehicle.
2. Remove the transmission crossmember. Refer to «Transmission Support Crossmember - 5.0L»(/land-rover/range-rover-sport/l320-2009-2013/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) and «Transmission Support Crossmember - 3.0L Diesel»(/land-rover/range-rover-sport/l320-2009-2013/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) .
3. Remove the transmission support insulator. Remove the 4 bolts.

INSTALLATION

1. To install, reverse the removal procedure. Clean the component mating faces. Tighten the bolts to 60 Nm (44 lb.ft).

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Note. Some illustrations may show the transmission removed for clarity.

Note. Some illustrations may show the engine removed for clarity.

Scheme 28

Scheme 29

Scheme 30

Scheme 31

Scheme 32

Scheme 33

Scheme 34

Scheme 35

Scheme 36

Scheme 37

Scheme 38

Scheme 39

Scheme 40

Scheme 41

Scheme 42

Scheme 43

Scheme 44

Scheme 45

Scheme 46

Scheme 47

1. Remove the battery. Refer to: Battery
2. Raise and support the vehicle.
3. Refer to: Rear Driveshaft
4. Refer to: Exhaust System
5. Refer to: Front Driveshaft (5.0L)
6. Remove and discard the 2 O-ring seals.
7. Make sure that the alignment mark is visible through the inspection hole on removal of the last torque converter bolt
8. Lower the rear of the transmission for access.
9. Using a suitable hydraulic jack, support the transmission. Do not disassemble further if removed for access only Install the torque converter retainer.

TRANSMISSION TDV6 3.0L DIESEL

SPECIAL TOOL(S) 303-1069 Adapter, Wrench

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Note. Some illustrations may show the transmission removed for clarity.

Note. Some illustrations may show the engine removed for clarity.

Scheme 48

Scheme 49

Scheme 50

Scheme 51

Scheme 52

Scheme 53

Scheme 54

Scheme 55

Scheme 56

Scheme 57

Scheme 58

Scheme 59

Scheme 60

Scheme 61

Scheme 62

Scheme 63

Scheme 64

Scheme 65

Scheme 66

Scheme 67

Scheme 68

Scheme 69

1. Disconnect the battery ground cable. Refer to: Specifications
2. Raise and support the vehicle.
3. Refer to: Catalytic Converter Lh and Catalytic Converter Rh
4. Refer to: Rear Driveshaft
5. Using a suitable tie strap, secure the driveshaft
6. Remove and discard the O-ring seals.
7. Lower the rear of the transmission for access
8. Refer to: Starter Motor
9. Carefully tie the harness aside.
10. Special Tool(s): 303-1069

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Note. Some illustrations may show the transmission removed for clarity.

Note. Some illustrations may show the engine removed for clarity.

Scheme 70

1. With assistance, install the transmission.
2. Torque: 40 Nm
3. Torque: 10 Nm
4. Torque: 10 Nm
5. Torque: 3 Nm
6. Torque: 9 Nm
7. Torque: 9 Nm
8. Install new O-ring seals. Torque: 12 Nm
9. Torque: 10 Nm
10. Torque: 10 Nm
11. Torque: 10 Nm
12. Torque: 9 Nm
13. Torque: M6 Bolt 10 Nm M6 Nut 12 Nm
14. Torque: 8 Nm
15. Make sure that the alignment mark is visible through the inspection hole on install of the first torque converter bolt. Torque: 63 Nm
16. Refer to: Front Driveshaft (5.0L)
17. Refer to: Exhaust System
18. Refer to: Rear Driveshaft
19. Lower the vehicle.
20. Install the battery. Refer to: Battery

SPECIAL TOOL(S) 303-1069 Adapter, Wrench

Note. Some variation in the illustrations may occur, but the essential information is always correct.

Note. Some illustrations may show the transmission removed for clarity.

Note. Some illustrations may show the engine removed for clarity.

Scheme 71

Scheme 72

Scheme 73

Scheme 74

1. Clean the component mating faces. Lubricate input shaft splines with 'Weicon TL7391' grease. Special Tool(s): 303-1069 Torque: 45 Nm
2. Cut the cable ties securing the harness.
3. Torque: 40 Nm
4. Torque: 63 Nm
5. Refer to: Starter Motor
6. Torque: 23 Nm
7. Torque: 23 Nm
8. Torque: 23 Nm
9. Torque: 23 Nm
10. Torque: 23 Nm
11. Torque: M6 9 Nm M10 40 Nm
12. Torque: 9 Nm
13. Torque: 9 Nm
14. Torque: 9 Nm
15. Torque: 9 Nm
16. Torque: 12 Nm
17. Torque: 12 Nm
18. Using a suitable tie strap, secure the driveshaft.
19. Torque: Stage 1: 45 Nm Stage 2: 90°
20. Torque: Stage 1: 45 Nm Stage 2: 90°
21. Refer to: Catalytic Converter Lh and Catalytic Converter Rh
22. Remove the securing straps. Remove the jack supporting the transmission
23. Refer to: Rear Driveshaft
24. Connect the battery ground cable. Refer to: Specifications
25. Carry out a transmission fluid level check. To make sure the transmission fill plug is torqued to the correct specification. Using the special tool and torque wrench the following calculation steps must be followed. Step 1. Multiply 35 Nm by the effective length of the torque wrench (1). Step 2. Add the effective length of the special tool (2) to the effective length of the torque wrench (1). Step 3. Divide the total of step 1 by the total of step 2. Step 4. Set the torque wrench to the figure arrived at in step 3. Tighten the transmission fluid fill plug to the torque given by the calculation.

See also:
• External Controls
• Instrument Cluster
• Information and Message Center
• Diagnostic Trouble Code (DTC) Index - DTC: Transmission Control Module (TCM) - Siemens
• Transmission Support Crossmember - 5.0L
• TRANSMISSION DESCRIPTION
• TRANSMISSION FLUID LEVEL CHECK
• TRANSMISSION FLUID DRAIN AND REFILL