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Depends which year your L322 is. The earlier New Venture Gear NV225 transfer box (used with the ZF 5HP24 and GM 5L40-E transmissions) uses Castrol BOT 26 FMB1 fluid (1.0 litre capacity). The later Magna Steyr DD295 transfer box (used with the 6-speed transmissions onwards) uses Shell TF 0753...

I'm not sure how easy the bushes are to source individually, but you can certainly get hold of a full transmission kit of OEM bushes for around £65 (for example : https://www.onestopgearboxshop.com/bmw-zf-oe-6hp26-automatic-transmission-gearbox-bush-kit-14-pieces) Phil

Does sound like a worn rear stator bush. You could remove the mechatronic unit and apply air pressure to the E clutch and see if it leaks badly. Phil

The Park/Neutral switch in the 6HP26 is part of the Mechatronic unit, not the gear lever assembly Might be worth checking the Mechatronic connector? Phil

L322 Towing Electric's Relay I.D. Phil

Is your L322 a 4.4 V8 or a 3.0 TD6 (they have different transmissions)? There are many faults which can cause the transmission to go into failsafe mode, including reasons that have nothing to do with the transmission e.g. low battery voltage, or a faulty transfer box shift motor potentiometer...

Yet another possibility – the inhibitor switch on the transmission prevents the starter motor cranking the engine unless it detects that the transmission shift lever is in Park or Neutral. These switches are frequently problematic because they’re exposed to the elements, underneath the vehicle...

Transmission fluid overheating (and the resulting selection of cooling strategy mode by the transmission ECU to inhibit upshifts) is generally caused by restricted flow in the radiator (which you have replaced) or the oil cooler. A faulty fluid temperature sensor is another possibility. You...

Is the message centre displaying ‘Trans Failsafe Prog’? This locks the transmission in 4th gear, which may be what you’re describing when you say “The vehicle will drive on a flat surface. The engine just revs and the transmission will not provide enough power.” The fact that it won’t engage...

Phil

When you engage 1st gear manually (I assume you mean Manual mode rather than Sport mode) it applies the Low/Reverse clutch, in addition to the Forward & Coast clutches. In ‘automatic’ mode (i.e. ‘D’) it relies on the Low Clutch sprag to hold 1st gear. Maybe the Low Clutch sprag has given up...

It lives in the big black plastic E-box under the bonnet, with the engine controller Phil

It’s never too late norseman! Stripping, cleaning, vacuum testing and Hydra-Testing the valve body assemblies is probably the most fun :) Phil

I've sent you a message :)

If you’re reasonably handy with a set of spanners there’s no reason that you can’t fix this yourself. Stripping, fixing and rebuilding the transmission is the easy bit. Getting the thing out of, and back into, the vehicle is by far the hardest part. People seem willing to tackle complex engine...

Well it’s certainly worth checking the fluid level, but I’m afraid it sounds like the axial needle roller bearing between the B-clutch hub & C-clutch drum has failed and allowed the input shaft to slide inside the B-clutch drum, splitting the O-ring which seals the A-clutch. When the fluid...

Does the transmission perform okay when it’s cold and then failsafe appears only once it has warmed up and then it reverts to working okay again once it has cooled down i.e. failsafe disappears? Or is the failsafe message there all the time? Is it definitely failing safe into 5th gear rather...

Early L322s used the New Venture Gear NV225 transfer box (i.e. petrol models to 2006MY and diesel models to 2007MY, both with 5-speed transmissions). This transfer box was unique to the Range Rover and wasn’t used in any other vehicle. Once the 6-speed transmission was introduced, all...

So this is a very early 6-speed model? I wonder if the output shaft spline has failed through fretting corrosion (they neglected to lubricate them at the factory). Does the park lock hold the vehicle with the handbrake off? Phil

This part of the connector stays attached to the metal bracket bolted to the top of the bellhousing so you will need to unbolt the bracket to access the pins for continuity testing. The half of the connector that is part of the vehicle wiring loom (shown in grey in the diagram below) twists...