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Assuming 9.7 litres dry capacity & 6.0 litres refill, the proportion of new fluid in the transmission following each drain & refill is: 1. 61.9% 2. 85.5% 3. 94.5% 4. 97.9% So changing the fluid 3 times will give you 95% new fluid, but you’ve thrown away 8.8 litres of new fluid in the...

I’ve seen this P0705 error reported a few times on the 6HP26 but nothing conclusive yet seems to have emerged as to the cause. The earlier 5-speed ZF unit had an external inhibitor switch which used five metal fingers to wipe across contacts to generate the control logic signal. This...

These are the dry capacities for all 24 models of the 5HP24, according to ZF. The Range Rover is the ‘032’ model = 9.70 litres, although Land Rover specify a figure of 9.9 litres for the L322 in RAVE. The torque converter, valve body assembly and internal hydraulic galleries retain almost...

Your transmission came off the production line at Saarbrucken on 8th September 2002 so it was manufactured to the final specification, including all the modifications/upgrades. Hope all goes well tomorrow. I'm off to Malta tomorrow for a week so I may not be able to respond for a while. Phil

Did you take the resistance measurement with the connector removed from the ECU? Phil P.S. All 4.4 V8 M62-engined Range Rovers used the 1058 000 032 model of the 5HP24, but if you let me have the transmission's serial number I can let you know the date of manufacture and whether it had all the...

Might be worth testing its winding resistance at the 16-pin connector (between pins 4 & 16). Should be around 26-27 ̕Ω. The fault could also be with the internal wiring loom (solenoid faults are fairly unusual in the 5HP24). Or you may find it easier to check the winding resistance at the...

You should certainly eliminate low battery voltage and a faulty transfer box shift motor potentiometer as possible causes before moving on to consider possible transmission faults. You need to check that you’re getting 13.5V to 14V across the battery terminals at tickover and that you can...

Is your L322 a 5.0 V8 petrol (ZF 6HP28) or a 3.6 V8 diesel (ZF 6HP26)? You really need to get the P-codes read using a capable (Land Rover specific) diagnostic kit. A generic OBD code reader won’t read the transmission codes that you need. Phil

When the torque converter lock-up clutch friction plate is worn you get a characteristic vibration (a bit like driving over a cattle grid) when it goes from ‘off’ to ‘continuous slip’ mode (usually at around 30mph at light throttle up a slight incline) and sometimes when it goes from ‘continuous...

Not sure why the fault you’ve described makes you think there’s an issue with your torque converter but you can buy new units from places like JPAT (www.jpat.co.uk) & Sussex Auto Parts (www.sussexautos.co.uk). Tell them you need an F38 or A85 model for a ZF 5HP24. New converters aren’t cheap...

Have you tried starting it in Neutral as well as Park, just in case the transmission inhibitor switch is playing up? Phil

I would do it yourself and then you know all genuine parts have been used. A full set of new solenoids (1068 298 044) costs £260. A genuine IBS Filtran filter/sump + 7 litres Lifeguard Fluid 6 + new sump bolts + Mechatronic connector sleeve + bridge seal + 4 jump tubes adds a further £232...

There were five different transmissions used in the L322 during its 10 year production run. Which model/year is your mate’s? Phil P.S. Inserting a fuse in position 37 is only required in earlier models with the NV225 transfer box. For later models fitted with the Magna DD295 unit this isn’t...

Certainly faulty solenoids are by far the most common cause of issues with the 6HP26 and as full set new costs £260 (ZF part no. 1068 298 044) it’s almost worth just trying it. Didn’t you say though that the Mechatronic unit had been sent off for testing and came back with a clean bill of...

Problems with 2nd & 6th gears would seem to indicate an issue with the C-clutch although, as it’s a brake, there are no dynamic seals in its hydraulic feed path so it’s not one you would particularly expect to see leakage problems with. Presumably they’re testing the clutch circuits for leakage...

If it’s cherry then someone has put Dexron in you ZF transmission and its days are numbered as your torque converter lock-up clutch will be trashed. Only put Mobil ATF LT71141 in a 5HP24. Phil

Certainly no harm in trying a fluid/filter change as Dexron is fairly cheap, but I admire his optimism that this might fix your transmission. The GM 5L40-E transmission in your TD6 is infamous for its unreliability and I’m afraid that the cause of the failsafe is more likely to be down to a...

Your (ZF 5HP24) transmission is designed so that, even in the event of electrical failure, it has limp-home capability. It achieves this using the manual valve in the valve body assembly which directs full mains pressure to the A & B clutches (4th gear) if Drive is selected and the C & F...

A straight swap then. As you mentioned, if you don’t want to get the Mechatronic unit re-coded to the vehicle you’ll need to swap the Mechatronic units over – or at least the electronic/electrical module. Phil

Do you have access to the model number of both transmissions? It will be in the format 1068 020 XXX. The last three digits are the important ones. Phil