Automatic Transmission/transaxle (4.2l) Land Rover Range Rover L322

SPECIFICATIONS

LUBRICANTS

CAPACITY

GENERAL SPECIFICATION

TORQUE SPECIFICATION

Scheme 1

INTRODUCTION

The ZF 6HP26 transmission is an electronically controlled, six speed unit. The transmission is manufactured by ZF Transmissions GmbH in Saarbrucken, Germany. This transmission represents the latest in automatic transmission technology and incorporates new features to enhance the transmission functionality

1. The hydraulic and electronic control elements of the transmission are now incorporated in a single unit located inside the transmission and is known as 'Mechatronic'
2. Another new strategy is Adaptive Shift Strategy (ASIS). ASIS represents the continuous adaptation of shift changes to suit the driving style of the driver which can vary from sporting to economical. Further details of the ASIS function are contained in the 'Driving Modes' section.

The transmission used in the 4.2L V8 Supercharged Range Rover is an uprated derivative of the 6HP26 transmission used in the 4.4L V8 model. The uprated transmission includes an additional pinion gear in the planetary gear train and additional clutch plates to enable the transmission to manage the additional power output of the supercharged engine.

The transmission is controlled by a transmission control module (TCM) which contains software to provide operation as a semi-automatic 'CommandShift™' transmission. The transmission control module (TCM) allows the transmission to be operated as a conventional automatic unit by selecting P, R, N, D on the selector lever. Movement of the selector lever across the gate to the 'M/S' position puts the transmission into electronic 'Sport' mode. Further movement of the lever in a lateral direction to the + or - position puts the transmission into electronic manual 'CommandShift™' mode.

The 6HP26 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. Connected to the engine control module (ECM) via the High Speed controller area network (CAN) bus for communications
6. Default mode if major faults occur
7. Diagnostics available from the transmission control module (TCM) via the controller area network (CAN) bus.

Scheme 2

Note. The transmission shown is exploded to the extent of the serviceable items

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

A fluid pan is bolted to the lower face of the main case and is secured with bolts. The fluid pan is sealed to the main case 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.

The integral bell housing provides protection for the torque converter assembly and also provides the attachment for the gearbox to the engine cylinder block. 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 case, behind the torque converter.

The main case 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 gearbox and is located in the transmission 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.

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 threaded bosses which provide for attachment of the engine drive plate which is connected to the engine crankshaft. The threaded bosses also provide for location of special tools which are required to remove the torque converter from the bell housing.

IMPELLER

Note. Typical torque converter shown

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 an anti-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. Typical stator shown

Refer to the 'Stator Functions' illustration

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 6HP26 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 electronic pressure regulating solenoid (EPRS6) 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 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 TCC spool valves are actuated by the electronic pressure regulating solenoid (EPRS6). 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 6HP26 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 16cm 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 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 (EPRS)

Six Electronic Pressure Regulator Solenoids (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 pulse width modulation (PWM) signals. The transmission control module (TCM) monitors engine load and clutch slip and varies the solenoid duty cycle accordingly. The solenoids have a 12V 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 transmission control module (TCM) operates the solenoids using a pulse width modulation (PWM) ground proportional to the required increasing or decreasing clutch pressures. The solenoids have a 12V operating voltage and a pressure range of 4.6 - 0 bar (67 - 0 lbf.in 2 ).

The resistance of the coil winding for the EPRS solenoids is 5.05 ohms at 20°C (68°F).

CONTROL SOLENOID

A shift control Solenoid Valve (SV) 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 ground. 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 within the solenoid valve 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 one 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 twenty one 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 (unprescribed) 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, one 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 6HP26 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.

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 6HP26 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. One sunwheel
2. Four planetary gears
3. One planetary gear carrier (spider)
4. One ring gear or annulus

Scheme 3

DOUBLE WEB PLANETARY GEAR TRAIN

The double planetary gear train comprises

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

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 module 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 two planetary gear trains. Both gear trains are controlled by reactionary inputs from brake clutches to produce the six forward gears and one reverse gear. The ratios are as follows

The following table shows which solenoids are activated to produce the required torque output from the transmission.

The following table shows which clutches are operating for selected gear ratios to produce the required torque output from the transmission.

The shift elements are three rotating multiplate clutches (A, B and E) and two fixed multiplate brakes (C 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.

POWER FLOW 1ST GEAR

The gear selector lever and the manual 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.

Scheme 4

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW 2ND GEAR

The gear selector lever and the manual 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.

Scheme 5

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW 3RD GEAR

The gear selector lever and the manual 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 transmit drive to the locked double web planetary gear train carrier in the direction of engine rotation.

Scheme 6

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW 4TH GEAR

The gear selector lever and the manual 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.

Scheme 7

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW 5TH GEAR

The gear selector lever and the manual 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.

Scheme 8

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW 6TH GEAR

The gear selector lever and the manual 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.

Scheme 9

Note. Refer to 'Shift Elements' illustration for key

POWER FLOW REVERSE GEAR

The gear selector lever and the manual 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.

Scheme 10

Note. Refer to 'Shift Elements' illustration for key

Scheme 11

Note. A = Hardwired; D = High Speed CAN Bus

SELECTOR POSITION SWITCH

The Mechatronic valve block contains a position switch which is mechanically connected to the selector spool valve. The selector spool valve is connected by a selector shaft to the selector lever via a 'Bowden' selector cable.

The signals from the position switch are used by the transmission control module (TCM) to determine the P, R, N or D selection made by the driver.

Scheme 12

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

MALFUNCTION INDICATOR LAMP (MIL)

The malfunction indicator lamp (MIL) is located in the lower left hand corner of the instrument cluster, below the fuel gage. Transmission related faults which may affect the vehicle emissions output 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 controller area network (CAN) bus. The nature of the fault can be diagnosed using an approved Land Rover diagnostic system which reads fault codes stored in the transmission control module (TCM) memory.

TRANSMISSION STATUS DISPLAY

The transmission status display is located on the right hand side of the message center. The display shows the selector lever position and in the case of manual (CommandShift) mode, the selected gear.

MESSAGE CENTER DISPLAY

The message center is located below the speedometer and the tachometer at the bottom of the instrument cluster. The message center is a liquid crystal display (LCD) to relay vehicle status information to the driver, refer to Information and Message Center section for message details. Refer to Information and Message Center .

TRANSMISSION CONTROL MODULE (TCM)

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 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.

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

The engine control module (ECM) supplies the engine management data on the high speed controller area network (CAN) bus system. 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 etc.

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 system. 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.

The selector lever is connected to the automatic transmission and the position switch in the transmission by a Bowden cable. Movement of the selector lever moves the position switch via the Bowden cable and the switch position informs the transmission control module (TCM) of the selected position. The sport/manual +/- CommandShift switch passes manual/sport selections to the transmission control module (TCM). An additional switch provides a selector lever in park position signal. Once the selector lever position is confirmed, the transmission control module (TCM) outputs appropriate information which is received by the instrument cluster to display the gear selection information in the message center.

The Mechatronic valve block also contains the speed and temperature sensors. These are integral with the Mechatronic valve block and cannot be serviced individually. The speed sensors measure the transmission input and output speeds and pass signals to the transmission control module (TCM). The fluid temperature sensor is also located in the valve block and measures the fluid temperature of the transmission fluid in the fluid pan.

The transmission control module (TCM) is connected to the starter relay coil. When the selector lever is in PARK or NEUTRAL, the module provides a ground for the coil allowing the starter relay to be energized and allow starter motor operation. If the selector lever is in any other position, the module will not provide the ground preventing starter motor operation.

DIAGNOSTICS

The diagnostic socket is located in the instrument panel, in the driver's side stowage tray. The socket is secured in the instrument panel and protected by a hinged cover.

Scheme 13

The diagnostic socket allows the exchange of information between the various modules on the bus systems and an approved Land Rover diagnostic system or a generic scan tool. The information is communicated to the socket via the high speed controller area network (CAN) bus from the transmission control module (TCM). This allows the retrieval of diagnostic information and programming of certain functions using an approved Land Rover diagnostic system.

The transmission control module (TCM) uses a P code strategy which stores industry standard diagnostic trouble code (DTC) relating to faults.

CONTROLLER AREA NETWORK (CAN)

The high speed controller area network (CAN) broadcast bus network is used to connect the powertrain modules. The controller area network (CAN) bus is connected between the following electronic units

HIGH SPEED CONTROLLER AREA NETWORK (CAN) BUS

1. transmission control module (TCM)
2. Instrument cluster
3. Air suspension control module
4. Steering angle sensor
5. Center console switch pack
6. Restraints control module
7. engine control module (ECM)
8. anti-lock brake system (ABS) module
9. Adaptive front lighting control module
10. Transfer box control module
11. Diagnostic socket.

The controller area network (CAN) bus allows a fast exchange of data between modules. The controller area network (CAN) bus comprises two wires which are identified as controller area network (CAN) high (H) and controller area network (CAN) low (L). The two wires are colored yellow/black (H) and yellow/brown (L) and are twisted together to minimize electromagnetic interference (noise) produced by the controller area network (CAN) bus messages. Refer to Communications Network .

In the event of controller area network (CAN) bus failure, the following symptoms may be observed

1. Transmission operates in default mode
2. Torque converter lock-up clutch control is disabled
3. Gear position indication in instrument cluster message center inoperative (this will also occur with any transmission fault).

DRIVING MODES

There are a number of different driving modes of operation. Some can be selected by the driver and some are automatically initiated by the transmission control module (TCM) during driving

1. Normal mode
2. Sport mode
3. Manual (CommandShift™) mode
4. Adaptive Shift Strategy (ASIS)
5. Hill Descent Control (HDC) mode
6. Cruise mode
7. Hill mode
8. Default (Limp home) mode
9. Reverse lock-out mode
10. Cooling strategy.
11. Curve recognition mode
12. Fast off recognition

NORMAL MODE

Normal mode is automatically selected by the transmission control module (TCM) on power up. In this mode all automatic and adaptive modes are active. Normal mode uses gear shift and lock-up maps to allow for vehicle operation which offers fuel consumption and emissions or driveability depending on the driving style. If the transmission is operated in sport or manual mode and the selector lever is moved to the 'D' position, normal mode is automatically resumed.

SPORT MODE

Sport mode operates in high range only and provides enhanced acceleration and responsiveness. In sport mode the transmission control module (TCM) uses shift maps which allow the transmission to downshift more readily, hold gears for longer at higher engine speeds, and limits the transmission to the first five gears (6th gear is not used).

Sport mode is selected by moving the selector lever to the left into the 'M/S' position. When the sport mode is first selected, if 6th gear is currently engaged, the transmission control module (TCM) downshifts to 5th.

MANUAL (COMMANDSHIFT™) MODE

Manual mode allows the transmission to operate as a semi-automatic 'CommandShift™' unit. The driver can change up and down the six forward gears with the freedom of a manual transmission.

Shift maps are provided for manual mode to protect the engine at high engine speeds. The transmission control module (TCM) will automatically change up to a higher gear ratio to prevent engine overspeed and change down to a lower gear ratio to avoid engine laboring and stalling.

When kickdown is requested the transmission control module (TCM) downshifts at least 2 gears.

When the vehicle is stationary, to drive off the driver can select 1st, 2nd or 3rd gear in low and high range. Any other gear selection will be rejected by the transmission control module (TCM).

When driving off, upshifts can be pre-selected by making + selections with the selector lever for the number of upshifts required. The transmission control module (TCM) then automatically performs a corresponding number of upshifts when the appropriate shift points are reached. So, for example, when starting off in 1st gear, if three + selections are made in quick succession, the transmission control module (TCM) will automatically change up through the box to 4th gear as the vehicle accelerates, without any further selections being made.

In manual mode a low gear can be selected to provide engine braking for descending a slope without HDC or continuous use of the brake pedal. The driver can prepare for the end of the descent by moving the selector lever to D. The transmission control module (TCM) will maintain the low gear and only revert to automatic shift control when the throttle is opened and vehicle speed increases.

ADAPTIVE SHIFT STRATEGY (ASIS)

The ASIS system is a new feature on automatic transmissions. With the transmission control module (TCM) linked via the controller area network (CAN) bus to other vehicle systems, signals are received which can allow the transmission control module (TCM) to calculate the way in which the vehicle is being driven. The type of signals include the following

1. Longitudinal and lateral acceleration
2. Engine speed
3. Engine torque
4. Oil temperature
5. Accelerator pedal position
6. Wheel speed.

Using these signals, additional transmission control can be obtained. The transmission control module (TCM) can calculate when the vehicle is cornering, all wheels are gripping, the driver is braking or if the driver is accelerating. This is the conventional 'Adaptive' transmission control. ASIS uses this system but adds the continuous adaptation of the gear changes to the individual driving style of the driver.

HDC MODE

The HDC mode assists the anti-lock brake system (ABS) module in controlling the downhill speed of the vehicle. When HDC is selected on, the anti-lock brake system (ABS) module selects the most appropriate gear for the descent, to maximize engine braking.

CRUISE MODE

When speed control is activated, the transmission control module (TCM) receives a cruise active message on the controller area network (CAN) bus. The transmission control module (TCM) activates a speed control map which prevents locking and unlocking of the torque converter clutch and minimizes up and down shifts.

HILL MODE

Hill mode is initiated by the transmission control module (TCM) when the engine torque, via engine control module (ECM) signals on the controller area network (CAN) bus, exceeds the theoretical load curve for normal operation. The transmission control module (TCM) monitors this signal to determine when the vehicle is travelling up or down a steep gradient.

In hill mode the transmission control module (TCM) adopts one of four shift maps, three uphill and one downhill. The shift map chosen depends on the severity of the slope as determined from the engine signals and the appropriate gear is selected to assist with the ascent or descent.

Hill mode can also be initiated when the vehicle is at very high altitudes or ambient temperatures, and also when the vehicle is towing.

DEFAULT (LIMP HOME) MODE

If a transmission fault is detected by the transmission control module (TCM), the transmission control module (TCM) adopts a limp home mode strategy. 'TRANS. FAILSAFE' is displayed in the message center and, if the fault has an effect on engine emissions, the malfunction indicator lamp (MIL) will also be illuminated.

In default mode, P, R and N functions operate normally (if the fault allows these selections) and the transmission control module (TCM) locks the transmission in 3rd or 5th gear to allow the driver to take the vehicle to the nearest dealer. The torque converter lock-up clutch is disabled and reverse lock-out will not function.

If the vehicle is stopped and subsequently restarted in the default mode condition, the transmission control module (TCM) operates normally until the fault which caused the condition is detected again.

When limp home mode is active, the gear position indicator will show one of the following letters which defines the fault type

1. 'F' - transmission is operating in limp home mode
2. 'H' - transmission has reached overheat threshold temperature and transmission is operating in limp home mode
3. 'E' - controller area network (CAN) bus is off and transmission is operating in limp home mode.

If electrical power is lost and the transmission is operating in mechanical limp home mode, the selector lever will not be locked in the 'N' position by the shift interlock solenoid. The lever will be locked in the 'P' position and can only be released by using the interlock emergency release lever or by correcting the electrical fault.

REVERSE LOCK-OUT MODE

When the vehicle is travelling forwards, selecting reverse could cause transmission damage. To protect against this, reverse gear is prohibited if the vehicle is travelling forwards at a road speed of 5 mph (8 km/h) or higher.

COOLING STRATEGY

The purpose of the cooling strategy is to reduce engine and transmission temperatures during high load conditions, when towing a trailer for example. Under these conditions the engine and transmission may generate excessive heat.

If the transmission fluid temperature increases to 125°C (257°F) or higher, the transmission control module (TCM) employs the cooling strategy. An applicable message is displayed in the message center to alert the driver. Refer to Information and Message Center .

The strategy uses a specific shift and torque converter lock-up clutch map. This map allows torque converter clutch lock-up and gear shifts to operate outside of their normal operation. This will reduce the engine speed and/or slip in the torque converter, therefore reducing heat generated by the engine and the transmission.

If the transmission fluid temperature increases to 137°C (278°F) or higher, the transmission will use the default (limp home mode). 'H' is displayed in the gear position indicator. If the temperature exceeds 140°C (284°F), controller area network (CAN) bus transmission is disabled and 'E' is displayed in the gear position indicator.

The cooling strategy is cancelled when the transmission fluid temperature decreases to less than 120°C (248°F) or below.

CURVE RECOGNITION

Curve recognition is activated when high levels of lateral acceleration and/or steering angle are detected via the anti-lock brake system (ABS) module and steering angle sensor signals on the controller area network (CAN) bus. When this condition is detected, the transmission control module (TCM) prevents the transmission from changing to a higher gear to assist with cornering. When the vehicle completes it maneuver, the transmission will shift to the correct ratio.

FAST OFF RECOGNITION

Fast off recognition is activated when the transmission control module (TCM) detects that the driver has backed off the accelerator pedal quickly in a 'change of mind' maneuver. This is detected by monitoring for a high level of negative pedal angle from the engine control module signal on the controller area network (CAN) bus. If this condition is detected, the transmission control module (TCM) holds the current gear ratio to allow the driver to complete his original action without the need for a downshift. The mode remains active for a predetermined time period or if the driving style remains passive.

TRANSMISSION FAULT STATUS

If the transmission control module (TCM) detects a fault with the transmission system, it will enter a default mode to prevent further damage to the transmission and allow the vehicle to be driven.

When a fault is detected a CAN message is sent from the transmission control module (TCM) and is received by the instrument cluster. The instrument cluster illuminates the malfunction indicator lamp (MIL) and displays an applicable message in the message center. Refer to Information and Message Center .

Some transmission faults may not illuminate the malfunction indicator lamp (MIL) or display a fault message, but the driver may notice a reduction in shift quality.

ENGINE SPEED AND TORQUE MONITORING

The engine control module (ECM) constantly supplies the transmission control module (TCM) with information on engine speed and torque through messages on the controller area network (CAN) bus. The transmission control module (TCM) uses this information to calculate the correct and appropriate timing of shift changes.

If the messages are not received by the engine control module (ECM), the transmission control module (TCM) will implement a back-up strategy to protect the transmission from damage and allow the vehicle to be driven.

In the event of an engine speed or torque signal failure, the transmission will adopt the electrical limp home mode with the transmission operating in a fixed gear.

TOWING FOR RECOVERY

The following procedure must be used to ensure that the vehicle is towed in a safe condition and damage to the vehicle transmission system is prevented.

1. Secure the towing attachment from the recovery vehicle to the towing eye of the vehicle to be recovered.
2. Make sure that the parking brake is on. Turn the ignition key to the ignition position II.
3. Apply the footbrake and move the automatic transmission selector lever to the neutral position. If electrical power is not available, use the manual interlock release tab on the selector lever to move the lever to the neutral (N) position.
4. Make sure that the ignition is in the auxiliary position I or, if the stop lamps and turn signal indicators are required, in the ignition position II.
5. Make sure that the parking brake is released before the vehicle is towed.
6. The vehicle can only be towed for a maximum of 30 miles (50 km) at a maximum speed of 30 mph (50 km/h). Towing the vehicle for longer distances and/or faster speeds will damage the transmission.

TRANSMISSION FLUID DRAIN AND REFILL

Scheme 14

Scheme 15

1. Raise and support the vehicle.
2. Clean the area around the transmission fluid drain and filler plugs.
3. Place a container under the transmission.
4. Remove the transmission fluid filler/level plug. Remove and discard the sealing washer.
5. Remove the transmission fluid drain plug. Remove and discard the sealing washer. Allow the fluid to drain.
6. Install the transmission fluid drain plug and tighten to 9 Nm (7 lb.ft). Install a new sealing washer.
7. Add 3.5 to 4 liters of the correct transmission fluid, or until a small thread of fluid runs from the filler/level hole.
8. Check and top-up the transmission fluid level. See «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l__transmission-fluid-level-check) .

TRANSMISSION FLUID LEVEL CHECK

Scheme 16

1. The following steps must be observed before starting the transmission fluid level check and top-up. The vehicle must be on a horizontal ramp. The parking brake must be applied. The wheels must be chocked.
2. Connect T4 to the on-board diagnostic connector to monitor the transmission fluid temperature.
3. Start the engine. 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. Place a container under the transmission.
6. Remove the transmission fluid filler/level plug. Clean the area around the filler/level plug. Remove and discard the sealing washer.
7. If no fluid loss is apparent when the filler/level plug is removed, with the engine at idle, continue to fill the transmission until a small thread of oil runs from oil filler/level hole.
8. Install the transmission fluid filler/level plug and tighten to 35 Nm (26 lb.ft). Install a new sealing washer. Remove the container.
9. Disconnect T4 from the vehicle.

SELECTOR SHAFT SEAL

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Seal extractor (LRT-44-033/1) 307-509-1 Seal extractor (LRT-44-033/2) 307-509-2 Seal installer (LRT-44-033/3) 307-509-3

Scheme 17

1. Raise and support the vehicle.
2. RH side only: Release the selector cable and lever. Remove the 2 bolts. Remove the nut.
3. Remove the selector shaft seal. Install 307-509-1 to the seal. Install 307-509-2 to 307-509-1 and extract the seal.

INSTALLATION

1. Using 307-509-3, install the selector shaft seal. Clean the components.
2. RH side only: Install the selector cable and lever. Tighten the nut to 12 Nm (9 lb.ft). Tighten the bolts to 10 Nm (7 lb.ft).

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Seal extractor 307-492 (LRT-44-005)

Scheme 18

REMOVAL

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

Scheme 19

Scheme 20

Scheme 21

Scheme 22

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Raise and support the vehicle.
3. Remove the fluid pan. See «FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l) .
4. Disconnect the electrical connector.
5. Remove and discard the electrical connector sleeve. Release the retainer.
6. Remove the main control valve body. Position a container to collect spillage. Remove the 10 Torx screws.
7. Using the special tool, remove the 4 seals.
8. Remove the seal block.

Scheme 23

1. Install the main control valve body. Clean the component mating faces. Install new seals. Install a new seal block. Tighten the Torx screws to 8 Nm (6 lb.ft).
2. Install a new electrical connector sleeve. Secure with retainer.
3. Connect the electrical connector.
4. Install the fluid pan. See «FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l) .
5. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
6. Calibrate a new main control valve body using T4.

OUTPUT SHAFT SEAL

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Oil seal remover (LRT-12-092) 303-903 Oil seal installer 307-520

Scheme 24

Scheme 25

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Raise and support the vehicle.
3. Remove the transfer case. Refer to «Transfer Case - 4.2L»(/land-rover/range-rover/l322-2005-2009/remont/transfer-case/#transfer-case) .
4. Remove the transmission output shaft oil seal. Use the special tool.

Scheme 26

1. Install a new transmission output shaft oil seal. Clean the seal register. Use the special tool.
2. Install the transfer case. Refer to «Transfer Case - 4.2L»(/land-rover/range-rover/l322-2005-2009/remont/transfer-case/#transfer-case) .
3. Check and top-up the transmission fluid level. See «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l__transmission-fluid-level-check) .
4. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .

Scheme 27

1. Raise and support the vehicle.
2. Drain the transmission. See «TRANSMISSION FLUID DRAIN AND REFILL»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l__transmission-fluid-drain-and-refill) .
3. Remove the fluid pan. Position a container to collect the fluid spillage. Remove the 21 Torx screws. Remove and if necessary, discard the seal. Discard the O-ring seal.

1. Install the fluid pan. Clean the components. Install the seal. Install a new O-ring seal. Tighten the Torx screws to 8 Nm (6 lb.ft).
2. Refill the transmission with fluid. See «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l__transmission-fluid-level-check) .

MAIN CONTROL VALVE BODY

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Seal extractor 307-492 (LRT-44-005)

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

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Raise and support the vehicle.
3. Remove the fluid pan. See «FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l) .
4. Disconnect the electrical connector.
5. Remove and discard the electrical connector sleeve. Release the retainer.
6. Remove the main control valve body. Position a container to collect spillage. Remove the 10 Torx screws.
7. Using the special tool, remove the 4 seals.
8. Remove the seal block.

1. Install the main control valve body. Clean the component mating faces. Install new seals. Install a new seal block. Tighten the Torx screws to 8 Nm (6 lb.ft).
2. Install a new electrical connector sleeve. Secure with retainer.
3. Connect the electrical connector.
4. Install the fluid pan. See «FLUID PAN, GASKET AND FILTER»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l) .
5. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
6. Calibrate a new main control valve body using T4.

Scheme 28

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Raise and support the vehicle.
3. Remove the transmission support crossmember. Refer to «Transmission Support Crossmember»(/land-rover/range-rover/l322-2005-2009/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) .
4. Remove the transmission support insulator. Remove the 5 bolts.

1. Install the transmission support insulator. Tighten the bolts to 45 Nm (33 lb.ft).
2. Install the transmission support crossmember. Refer to «Transmission Support Crossmember»(/land-rover/range-rover/l322-2005-2009/remont/frames-subframes-crossmembers/#full-frame-and-body-mounting) .
3. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .

SPECIAL TOOLS Tool Illustration Tool Name Tool Number Torque converter seal installer 308-246 Torque converter support handles (LRT-44-010) 307-497 Wrench adaptor 303-1069

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

1. Disconnect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
2. Raise and support the vehicle.
3. Remove the engine undershield. Refer to «Engine Undershield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
4. Remove the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
5. Remove the front driveshaft. Refer to «Front Driveshaft - 4.2L/4.4L»(/land-rover/range-rover/l322-2005-2009/remont/driveshaft-universal-joints/#driveshaft) .
6. Remove the rear driveshaft. Refer to «Rear Driveshaft - 4.2L/4.4L»(/land-rover/range-rover/l322-2005-2009/remont/driveshaft-universal-joints/#driveshaft) .
7. Disconnect the transfer case 3 electrical connectors.
8. Release the selector cable and lever. Remove the 2 bolts. Remove the nut.
9. Release the 2 heated oxygen sensor (HO2S) harness brackets. Remove the 2 bolts.
10. Release the wiring harness from the RH side of the transmission. Disconnect the electrical connector.
11. Release the wiring harness from the top of the transmission.
12. Release the transmission fluid lines. Remove the bolt. Remove and discard both O-ring seals.
13. Remove the CKP sensor. Disconnect the electrical connector. Remove the Torx screw.
14. Release the flexplate. Remove the access plugs. Rotate the crankshaft to access the retaining bolts. Remove the 3 bolts.
15. Release the starter motor heat shield. Remove the 2 bolts. Remove the bracket.
16. Release the front driveshaft joint heat shield from the transmission and carefully move aside. Remove the nut.
17. With assistance, remove the transmission. Using a transmission jack, support the transmission. Remove the 14 bolts.
18. Install the torque converter retainer.
19. Remove the transmission from the transmission jack.
20. Remove the torque converter retainer.
21. Using the special tools, remove the torque converter.
22. Carefully remove and discard the torque converter fluid seal.
23. Disconnect the transfer case breather line. Depress the locking ring.
24. Remove the transmission breather lines. Depress the locking ring. Remove the bolt.
25. Remove the transmission support insulator. Remove the 5 bolts.
26. Remove the transfer case. Remove the 8 bolts. Remove the O-ring seal.

1. Install the transfer case. Clean the component mating faces. Lubricate input shaft splines with 'Weicon TL7391' grease. Install the O-ring seal. Align the fuel hose support bracket. Using the special tool, tighten the bolts to 45 Nm (33 lb.ft).
2. Install the transmission support insulator. Clean the component mating faces. Tighten the bolts to 60 Nm (44 lb.ft).
3. Attach the transmission and the transfer case breather lines. Tighten the bolt to 10 Nm (7 lb.ft).
4. Using the special tool, install a new torque converter fluid seal. Clean the seal register.
5. Install the torque converter. Clean the seal contact area. Remove the special tools.
6. Install the torque converter retainer.
7. Position the transmission to the transmission jack.
8. Remove the torque converter retainer.
9. With assistance, install the transmission. Clean the component mating faces. Tighten the bolts to 45 Nm (33 lb.ft).
10. Secure the front driveshaft joint heat shield. Tighten the nut to 10 Nm (7 lb.ft).
11. Secure the starter motor heat shield. Install the bracket. Tighten the M10 bolt to 45 Nm (33 lb.ft). Tighten the M6 bolt to 10 Nm (7 lb.ft).
12. Attach the flexplate to the torque converter. Rotate the crankshaft to access the retaining bolts. Tighten the bolts to 45 Nm (33 lb.ft). Install the access plugs.
13. Install the CKP sensor. Tighten the Torx screw to 8 Nm (6 lb.ft). Connect the electrical connector.
14. Attach the transmission fluid lines. Clean the components. Install the new O-ring seals. Tighten the bolt to 10 Nm (7 lb.ft).
15. Secure the wiring harness to the transmission.
16. Attach the HO2S harness brackets. Tighten the bolts to 10 Nm (7 lb.ft).
17. Install the selector cable and lever. Tighten the nut to 12 Nm (9 lb.ft). Tighten the bolts to 10 Nm (7 lb.ft).
18. Connect the transfer case electrical connectors
19. Install the rear driveshaft. Refer to «Rear Driveshaft - 4.2L/4.4L»(/land-rover/range-rover/l322-2005-2009/remont/driveshaft-universal-joints/#driveshaft) .
20. Install the front driveshaft. Refer to «Front Driveshaft - 4.2L/4.4L»(/land-rover/range-rover/l322-2005-2009/remont/driveshaft-universal-joints/#driveshaft) .
21. Install the radiator splash shield. Refer to «Radiator Splash Shield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
22. Install the engine undershield. Refer to «Engine Undershield»(/land-rover/range-rover/l322-2005-2009/remont/exterior-body-panels/#front-end-body-panels) .
23. Connect the battery ground cable. Refer to «Specifications»(/land-rover/range-rover/l322-2005-2009/remont/charging-system/#charging-system-general-information__specifications) .
24. Adjust the selector cable. Refer to «Selector Lever Cable Adjustment»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-external-controls-42l) .
25. Check and top-up the transmission fluid level. See «TRANSMISSION FLUID LEVEL CHECK»(/land-rover/range-rover/l322-2005-2009/remont/automatic-trans/#automatic-transmissiontransaxle-42l__transmission-fluid-level-check) .

See also:
• Instrument Cluster
• Information and Message Center
• Communications Network
• Specifications
• Transfer Case - 4.2L
• Transmission Support Crossmember
• Engine Undershield
• Front Driveshaft - 4.2L/4.4L
• Selector Lever Cable Adjustment
• TRANSMISSION FLUID LEVEL CHECK
• FLUID PAN, GASKET AND FILTER
• TRANSMISSION FLUID DRAIN AND REFILL