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The P1884 shown is an invalid Engine Torque message from the Engine ECU.Quote:
Originally Posted by LOVEMYRANGIE
I've attached some of the possible Diagnostic Flows for this fault code.There are 7 variants of the P1884 fault, so the full message is required to identify which one you have.
The diagnostic flows are sourced from TOPIx - TOPIx
Unfortunately this is pay for view - 1 hour access for single model and specific year to the diagnostics area is £4.00.
Two additional diagnostic flows for P1884 fault codes. The files attached to previous post plus the two attached to this post should cover all the possible variants of the P1884 fault that will register in the EAT ECU.
I think I nabbed this from a US Landy web site at some point. This covers the diagnostics of the Bosch GS8.87 EAT ECU.
I've attached the remaining EAT related diagnostic flows which I have on my computer.
There are also diagnostic flows for P07xx faults on Topix:
- P0748 - Pressure regulator check (S/C to +12V).
- P0743 - Solenoid valve lockup clutch monitoring (S/C to Ground or O/C).
- P0734 - Gear ratio monitoring (4th gear).
- P0733 - Gear ratio monitoring (3rd gear).
- P0731 - Gear ratio monitoring (1st gear).
- P0722 - Stall speed monitoring.
- P0721 - Downshift safety monitoring.
- P0705 - Position switch monitoring.
- P0703 - Solenoid valve lockup clutch check (S/C to +12V).
Might be right foot related as I'm running a stage 2 map!Quote:
Originally Posted by OffTrack
Using Capitals, the difference between helping your Uncle Jack off a horse or helping your uncle jack off a horse...
I doubt it. If you don't have a fault in the Engine ECU which is:Quote:
Originally Posted by LOVEMYRANGIE
then I think we need consider that it his highly probably there is a bug (or at very least an anomaly) in the Nanocom Autobox module.Quote:
ikely to cause problems with torque measurement (e.g. Airflow, Load, Engine speed, temperature).
I'm running a Nanocom One which shares basic core code with the Evolution. I currently have an unclearable "Fault 005 Lock-up clutch monitoring P0000" when I check codes in standalone mode. However if I hook up the Nanocom to the PC interface in remote mode and check faults I get "No Error found in ECU". Unplug from the computer and reboot into standalone - the error is reported.
Just checked both ECU and tranny codes.
I reset the earlier code after I took the pic but went for a drive at lunch.
No codes in engine ECU before or after the drive but the P0097 came back after I got back.
Using Capitals, the difference between helping your Uncle Jack off a horse or helping your uncle jack off a horse...
I get the same lock up clutch monitoring fault on my 99 td5 auto and clear it regularly only to have it pop back up at random, I'm convinced its a bug as no other faults show up and there is no reference to that particular fault anywhere other than the air inlet temp sensor which is unrelated to the autobox AFAIK.
My Disco 2a, TD5 sometimes has what I think is torque convertor lock up clutch slip. The engine revs flair in first when you give it aboot full up a steep hill, generally above 2500 RPM and stops flaring just before it grabs second. This has been there since new, the dealer confirmed that another TD5 Disco did the same thing. Ashcroft Transmissions believe the Torque Convertor is too small and often the lock up clutch will slip when locked under heavy load.
I tend to not give it a boot full under these conditions as I am sure it is niot good for the clutch.
Regards Gordo
It didn't happen without fault codes!Quote:
Originally Posted by Gaudough
This is really better discussed in the D2 section but why are you expecting the Torque Convertor to lock up in 1st with full throttle?
RAVE is probably the best source of information on what behaviour to expect:
andQuote:
Increased load/reduced torque compensation
To aid performance and driveability in the high range economy mode, the EAT ECU has three adaptive shift and lock-up
maps. These maps delay upshifts and torque converter lock-up similar to the sport mode if the inputs from the
engine indicate:
- A sustained high load on the engine, such as occurs when the vehicle is ascending a steep gradient or towing a trailer.
- A lower than normal engine torque, such as occurs at altitude or high ambient temperatures.
The EAT ECU monitors the engine inputs and selects the most appropriate adaptive map for the prevailing conditions.
This would suggest your are unlikely to have TC lock up in the situation you describe. If you are talking about high range, it seems likely that the Auto is hanging on to first for longer than what you'd experience under more normal conditions. In low range you will not get TC lock up if there is any throttle input.Quote:
Low range
To enhance off road control, particularly when manoeuvring at low speeds, torque converter lock-up does not occur
when there is any degree of throttle opening. When the throttle is closed above a preset engine speed, the lock-up
clutch engages to provide maximum engine braking.