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emcm0034

Member
I have 2005/6 l322 4.2sc with 131k on it and having gearbox issues.

Problem is hard thump of a shift at times from 1st to 2nd, fine through the rest of the gears. Twice since start of the year has came up with restricted gears has driven well over 400 miles since last time it came up with the restricted gears fault.

Have had the gearbox into a auto transmissions dealer today they put it on diagnostics and said torque converter showed a fault and the mechatronic unit showed a fault, £1800 for the torque and £3000 for the mech unit as said its a new gearbox.

Gearbox oil was changed last year and with the lifeguard 6 oil and genuine pan.

Just looking to see what or any other advice can be offered before sell up.

Thanks
 
What were the codes?

The 6hp26 locks the converter in all forward gears so a lock up clutch issue would more than likely be apparent in all gears..

It has probably flagged a solenoid issue, NEED THE CODES!!
 
Wasnt given the codes just the information that was passed to me from the garage I put it into they sent it to the transmission place, and the reply was torque converter and mechatronic unit showed faults and the price for both. That's why looking for advice or tips as sounds all vague to me. Wishing didnt get rid of my p38 it was rock solid
 
Ideally need the codes, there might be something wrong with both, but guessing ain't gonna go anywhere..

Ring em up!!
 
Worst case scenario:

A re-manufactured torque converter from an official ZF parts centre like JPAT or Sussex AutoParts costs around £250-£300. It should take around 5 hours to get the transmission out and back in again. If an independent charges £65/hour, that’s around £600-£700 in total. A genuine IBS Filtran sump/filter and 9 litres of ZF Lifeguard Fluid 6 would cost you a further £250.

If you send your complete Mechatronic unit to Pete Stirrup at Valvebodies UK (https://www.valvebodyuk.co.uk/) he will test the unit on one of their £40k Hydra-Test machines and replace whatever is necessary (solenoids, dampers, etc.) to get it working at 100% again, for a few hundred quid.



Everything you’ve described should cost under £1,500 to fix, using all genuine parts and the very best technology available.

Phil
 
Thank you for the reply's, I will be sending emails to the company's mentioned on Monday. Had no luck in trying to get the codes just got told that was the faults, going to see if can get it booked into another place and go directly with it so can ask and get the codes.

It feels a bit much to have to ditch the car as touch wood everything else on it works some with quirks. Does it annoy anyone on here when you get told on a regular basis that Range Rovers are terrible rubbish that should only buy Toyota?
 
Where would we be without the quirks?
A pretty well recommended indy is in Cumnock or close
 
emcm0034 said:
Thank you for the reply's, I will be sending emails to the company's mentioned on Monday. Had no luck in trying to get the codes just got told that was the faults, going to see if can get it booked into another place and go directly with it so can ask and get the codes.

It feels a bit much to have to ditch the car as touch wood everything else on it works some with quirks. Does it annoy anyone on here when you get told on a regular basis that Range Rovers are terrible rubbish that should only buy Toyota?
Click to expand...
No harm in buying a Range Rover as a hobby as long as you have a reliable car for daily use:rolleyes:
 
Back again just a quick question. Someone suggested why not get a gearbox and torque converter from a breaker know this is frowned on but thought would ask anyway. Would a 4.2 sc RR sport gearbox fit in the l322 is there a difference?.


Thanks
 
emcm0034 said:
Back again just a quick question. Someone suggested why not get a gearbox and torque converter from a breaker know this is frowned on but thought would ask anyway. Would a 4.2 sc RR sport gearbox fit in the l322 is there a difference?.


Thanks
Click to expand...
G/box will be the same I'd wager, but if the sport uses a different transfer box to the L322 then the box may have a longer (or shorter) tailshaft...?
 
The L320 and L322 used identical 6HP26 transmissions. Both use the Magna Steyr DD295 transfer box. The transmission was updated through the years and you’ll see the transmission model number etched into the casing.

Nameplate_zpsf6c3d3ef.jpg


Earliest models were 1068 020 054 (TGD 500470) which was superseded by 1068 020 066 (TGD 500471) and then by 1068 020 070 (TGD 500600)

The transmission ECU is part of the Mechatronic unit, and is coded to the vehicle, so you’d either have to have the replacement transmission recoded or swap over the electronic module part of the Mechatronic.

Mechatronic_zpsamyeybgf.jpg


ECM_zpsa9f5da8a.jpg


Phil
 
Thats them thank you and I have heard a lot of good things and no bad ones
 
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