Thread: Transmission rough changes under light/no throttle

did they or the landy workshop reset adaptive values?, you will need a functioning maf (vdo) , you can reset values with nanocom

I think 'they' did, can you let me know how, I have a Nanocom but not the expertise!

Cheers

Mike

Originally Posted by nismine01

I think 'they' did, can you let me know how, I have a Nanocom but not the expertise!

Cheers

Mike

Obviously get into the TD5 pages.
Once in the main TD5 page, go to the next page(page 2) past the Valeo BCU page.
You'll see the page entry for the D2AUTOGEARBOX button there.
Hit that, and in that page, there's a utility button. Once in there, it's the only option you can use.

So: Discovery II -> TD5 -> go to page 2, past ValeoBCU -> D2AUTOGEARBOX -> Utility -> [reset adaptive values].

As for the MAF.
(I'll only recommend this as a way to spend about $30 needlessly, but not for a long term fix).
For about $30 you can get a cheap MAF clone.
Brother did this(he's a total cheapskate), and I nagged in his ear for ages to convince him to get a proper one.
His issue back then tho wasn't the surging it has now .. the issue was more a stuttering type. It didn't have clean smooth power delivery.
So his reasoning back then, for $30 it was worth a shot.
I had to eat my words too tho, as when fitted it fixed his issue on the day.
But he did get a correct VDO MAF as well, once the cheapo one confirmed and cured the issue he had.

So at least we know that the cheap $30 copy does work, but he ripped it out and has used the VDO one once he got that too.
The $30 copy is safely stored as a backup now, and confirmation tool if the TD5 does strange things and he suspects the VDO one fails.

Doesn't sound like an electronics issue to me. Yes adaptive values must be reset and the maf must be putting out correct numbers for the trans to perform correctly however has anyone yet checked line pressures???. The main pressure solenoid needs to be the correct one AND be functioning correctly.
Its quite possible that you're going to be looking at a clutch clearance issue .

Jc

Tonight I reset the transmission adaptive whatever.

Yes, Justinc they have checked the line pressures, just my thinking about the MAF, if it is reading low it would make for softer gear changes rather than harsh ones as it would be reading less air = less acceleration = less need to get that gear in quickly but as I point out further down it (or something) seems to be causing a fluctuating boost problem.

The whole story, I replaced the head gasket, head refaced to get rid of fire ring grooves, valves and seats cut then I had the transmission o/hauled and a Torque Converter Technologies low stall large lock up clutch converter fitted.

I towed my caravan 400 kilometres then had to return to Adelaide without it, cruising at 110 and it sounded like a bigend rattle. I shut the motor straight down, restarted, no noise but missing. Stopped and checked the oil, very distinct smell of diesel and higher level that it should be. In the middle of nowhere I felt I had no option than to carry on.

Pressed on more gently and then the exhaust temps spiked to 900 and the motor was cactus.

Replaces the engine with SH unit, head gasket done while engine out to be sure to be sure. Just couldn't resist that!!

I cannot state what the gear changes were like before I replaced the motor but certainly since then they have been harsh.

I had cranked up the wastegate rod and had fuel/boost shut down problems. I have run the car without MAF fitted which overcame the fuel shut down problem. I have now backed the wastegate right off, further than original, now only getting 16lb boost but still getting fluctuating boost showing (I suspect) that the MAF is still shutting the fuel down, boost going between 14 and 16lb under load.

I was getting 'driver input error' message, in fact I had total loss of performance, luckilly I could direct my co-pilot to clear the fault and the power came straight back and we could keep going no problem. I purchased another TPS from a member on here, while waiting for it to arrive I pulled out and disconnected the old one then put it back in to keep mobile and it has not faulted once since.

I never have any fault codes in Nanocom now, today I had everything checked by the proper LR tool, nothing to be seen, the voltage for the TPS was good.

I have to agree with Justin that it does seem like a basic transmission problem. I have it booked in with the auto trans people again next Thursday.

The only disturbing thing is, it only happens under light throttle, give it a squirt and there seems to be no problem and it is all changes not just 1-2.

I am expected to replace the TPS and XYZ switch ('cause I can) before I take it back.

Ah the joys of motoring!!!

Cheers again and thanks for the input so far.

Mike

Sounds like you have several problems to deal with and they will be influencing the shifting shift parameters. I had/have a similar issue with a 2006 D3/LR3 4.4 V8. I found a forum which described driving using the manual/sport shift for two consecutive trips to reset and re-teach the adaptive control. I manually shifted for actually three trips totaling about 30 miles and the issue has significantly improved. Try searching “Cali Stop” on some of the US forums, for LR3’s it seems to happen when you don’t completely stop and then lightly accelerate, the auto transmission stays in 2nd for too long then bumps into 1st gear.

Ah. Was going to ask if the torque converter was a low stall one.... there lies one of the reasons why the low speed shifts are harder. Have experienced exactly that with a td5 d2 and was unresolved until std converter was refitted due to several other factors.

Jc

Justin, how does this affect down shifts, engine is at idle and TC should have no bearing on downshift.

Regards

Mike

Just another thought, they said under light throttle it tends to 'hang on' to a gear too long.