As Datatek says, the GM Valve block was made from very soft materials....the constant modulation of the Valves inside there bores wears the bores away depositing the 'crap' into the box, this then acts like a cutting paste expediting the wear exponentially.
The Main culprit is the Torque Converter Lock Up Clutch modulation valve...as this wears, the hydraulic pressure to the LUC drops, so the system tries to compensate and modulates the valve more which in turn not only wears the valve bore more but also the LUC is put into action more than it was designed for causing premature wear to the LUC friction material...which gets dumped into the gearbox oil...again acting like a cutting paste wearing out the LUC material..the valves and the valve bores...and the cycle starts again....
Regular Oil and Filter changes can help prolong the life of the box, but it will eventually fail and oftentimes without warning too...!!!
The Main culprit is the Torque Converter Lock Up Clutch modulation valve...as this wears, the hydraulic pressure to the LUC drops, so the system tries to compensate and modulates the valve more which in turn not only wears the valve bore more but also the LUC is put into action more than it was designed for causing premature wear to the LUC friction material...which gets dumped into the gearbox oil...again acting like a cutting paste wearing out the LUC material..the valves and the valve bores...and the cycle starts again....
Regular Oil and Filter changes can help prolong the life of the box, but it will eventually fail and oftentimes without warning too...!!!
Datatek
Well-Known Member
Others seem to have suceeded in prolonging the life of the box with regular changes at 24/30K miles.
busakaz
Active Member
+2 like mine+1 for the silver wheels.
:welcome2:
Im a fan of the silver parts nice contrast, that's how it left the factory according to the original sale invoice
Datatek
Well-Known Member
I thought the engine and box was the same as at least the early X5
2.0_hippo
Well-Known Member
I thought the engine and box was the same as at least the early X5
Engine and gearbox are the same as long as I know
Just the x5 engine is the M57N version which has a higher output than the standard M57 in the L322's
Datatek
Well-Known Member
That's what I thought.
blackstrat
Well-Known Member
L322s are too new for me to know much about but didn't I read somewhere that the front diffs on pre '06 cars fail after only 40k miles and cost about four grand to fix or something daft??
L322s are too new for me to know much about but didn't I read somewhere that the front diffs on pre '06 cars fail after only 40k miles and cost about four grand to fix or something daft??
Mine must on diff No 6 by now then.
The problem there was the alignment of the Front Prop and the Diff, they used a solid sleeve type arrangement....during fitment, they could never get them properly aligned and this caused premature wear of the splines on the Diff input collar....
There was a recall done and the unit was changed to a UJ type joint....as per the following linky... Front Differential Recall (Range Rover Mk III)
There was a recall done and the unit was changed to a UJ type joint....as per the following linky... Front Differential Recall (Range Rover Mk III)
blackstrat
Well-Known Member
ifloochies
Well-Known Member
L322s are too new for me to know much about but didn't I read somewhere that the front diffs on pre '06 cars fail after only 40k miles and cost about four grand to fix or something daft??
This issue had a lot of owners in the US trading in their L322s for MLs and explorers, especially after it failed a second time. Initially LR did not identify this as a problem and replaced failed parts with the same kind that failed again after extended use.
I would assume they would all have been retrofitted with the improved prop shaft under warranty by now and it would be safe to buy one now without having to worry about that.
