https://www.landyzone.co.uk/land-rover/2005-l322-gearbox-problem.342583/page-2#post-4494577 Phil

It could possibly be a torque converter lock-up clutch issue as this follows a different map depending on the range, manual/sports mode, etc. Best wait for the fault codes and then take it from there, I think. Phil

The problematic proportional solenoids used in the 6-speed i.e. 0501 213 959 (blue cap) and 0501 213 960 (yellow cap) are no longer used in the 8-speed, which instead uses 0501 218 796 (orange cap) and 0501 218 797 (white cap). It’s therefore possible that the design of these later solenoids has...

Resetting adaptions is unlikely to be problematic unless one or more of the solenoids is faulty. Unfortunately, solenoid issues with the 6HP26/28 are not uncommon, so there is an element of risk. Land Rover instruct their technicians not to reset the adaptions following a fluid change to avoid...

Unless it’s as simple as the selector cable adjustment being out, driving in Neutral is a pretty sure sign that one of your clutch packs is welded solid. Not that unusual with the GM 5L40-E transmission in the L322, I’m afraid. Phil

I think you’re right. The 8HP70 has a separate chain-driven oil pump in the sump (rather than a traditional type which is concentric with the input shaft). There is therefore no need for a tall suction tube on the filter like on the 6HP26, which is what caused the clearance problem during...

Does this include Reverse? If you let the handbrake off with Park selected, will the car roll? Phil

Unfortunately, with the 5L40-E transmission in the L322, that is the very first thing you should check Phil

Your P0500 error relates, as the code reader states, to a vehicle (i.e. wheel) speed sensor and not to either of the transmission speed sensors. The vibration when climbing gradients could possibly be caused by a worn torque converter lock-up clutch. The clutch slip codes for 5th & 6th gears...

Although solenoid resistance is an easy thing to measure, it unfortunately only tells you the condition of the solenoid windings. The issues with the 6HP26 solenoids generally relate to mechanical wear rather than to an electrical problem: The complete solenoid therefore needs to be tested...

The very first problem which came to light with the 6HP26, following its launch in 2001, was a thump during the 2-1 downshift as the vehicle came to rest. This was a very well-known issue with Jaguar and BMW owners, particularly in the USA (where they dubbed it the ‘tranny slam’ – which could...

Exactly The transmission ECU/controller (which is part of the Mechatronic unit) has a map in its software which tells the transmission to downshift into 1st as the vehicle comes to rest. The Mechatronic has its own input and output speed sensors to tell it when to do this. To achieve...

So the fault code says either your A-clutch or D-brake is slipping in 1st gear, yet the other gears which use the same clutch & brake are working fine. Certainly a tricky one to diagnose. The 6HP26 has around half-a-dozen common faults, but this isn’t one of them. I think I’d probably remove the...

The code is telling us that a clutch is slipping in 1st gear. The A-clutch and the D-brake are the friction elements used for 1st gear. The A-clutch is also used in 2nd, 3rd & 4th gears. The D-brake is also used in Reverse. Do you have an issue with Reverse, at all? So, unless you actually come...

If your front propshaft rotates in Drive and Reverse with the vehicle stationary (wheels not rotating) then your issue has nothing to do with your transfer box. As I said before, it’s either your front propshaft spline (which now seems unlikely, as you have the latest design) or one of your...

This is the visible difference between a vehicle that’s had the Q041 Service Action (which added a flexible joint at the final drive end to prevent spline misalignment) and the original design without the flexible joint Phil

If the front propshaft is rotating with the vehicle stationary then either the final drive/propshaft spline has failed (although the vehicle should have had the Q041 Service Action to prevent this) or one of the driveshafts has popped out Phil

Arto has a 2008 model, so he’s lucky enough to have the ZF 6HP26X transmission :) Phil

ZF Lifeguard Fluid 6 isn’t cheap stuff, but using it is the only way to guarantee you have the correct friction modifier pack for the optimum control of the clutches. On eBay you can buy it for around £15/litre. There are a lot of cheap(er) pattern sump pans/filters about, but the genuine OEM...

Have they sold you a drain plug rather than a filler plug? Do you mean the steel pan conversion? This is really for RRS/LR3/LR4 owners whose vehicles have a cross-member passing under the transmission sump which prevents it being removed without having to unbolt an engine mount and jacking up...