Thread: D4 CV Joint Failure ????

Originally Posted by BMKal

At the moment, I'm sitting here going through the seven and a half thousand odd pages of the manual I bought from Dave's shop, looking for any reference to that error code and other relevant information. While it is a very detailed manual, it is a real bugger to find anything in. So I have got a spreadsheet open alongside it on the same screen, and while I'm going through the manual, I'm developing a more user friendly "index". Once I've got that working as I'm hoping for, happy to send anyone who is interested a copy.

Brian, for future reference, "Ctrl"+ "F" is your friend to search the PDF's for the code

If you have the same disk I got from AULRO, in the document titled: "Discovery 4 _ LR4 2009-2012_Sec_1 & 2.pdf" Page 579/1329 has your error code.

P2789-00

Description:
Clutch Adaptive Learning at Limit -No sub type information

Possible Causes
Transfer case clutch not calibrated
Transfer case motor position sensor circuit short circuit to ground, short circuit to power, open circuit, high resistance
Transfer case solenoid circuit short circuit to ground, short circuit to power, open circuit, high resistance
Transfer case fluid contaminated with water
Transfer case clutch worn/burnt
Transfer case control module internal failure

Actions:
NOTES:

If additional transfer case circuit fault related DTCs are also set, perform the relevant corrective action(s) first and retest.

Transfer case motor position sensor voltage (sensor supply to sensor ground) should be 8V to 11V, resistance (signal A circuit to ground circuit) should be 16.0k ohms to 20.0k ohms and resistance (signal B circuit to ground circuit) should be 16.0k ohms to 20.0k ohms.

Transfer case solenoid resistance should be 0.2 ohms to 10.0 ohms.

Using the manufacturer approved diagnostic system, perform routine - Transfer Case Replacement

Refer to the electrical circuit diagrams and check the transfer case motor position sensor circuit for short circuit to ground, short circuit to power, open circuit, high resistance

Refer to the electrical circuit diagrams and check the transfer case solenoid circuit for short circuit to ground, short circuit to power, open circuit, high resistance

Refer to the relevant section of the workshop manual and check the transfer case fluid level/condition. If water is present in the fluid, check the integrity of the transfer case breather and install a new transfer case and perform routine - Transfer Case Replacement

Check the integrity of the driveshafts, differentials and half shafts. Rectify as necessary and install a new transfer case and perform routine - Transfer Case Replacement

Using the manufacturer approved diagnostic system, perform routine - Transfer Case Replacement. Clear the DTCs and retest. If the fault persists, install a new transfer case control module and perform routine - Transfer Case Replacement


Sorry for the crap formatting of the Actions - but check that page on the original...

Possible cause of Water in transfer case fluid stood out to me after your initial description.

Possibly water got into connector at the TC or even the control unit near the brake master cylinder.

I doubt Brian would paddle that deep Greame.How well is the transfercase breathed on these????? Is it possible water was sucked into the breather???
The D2s were way up high cant say Ive spotted any on my D4.
Andrew

Thanks Mark. I had given up looking for tonight.

I must have a different version of the disc than you. My workshop manual is a single file, with 7,422 pages.

Certainly covers everything that there is to be covered - it's just a matter of finding it. I'll try that Ctrl + F later on. I've never been a big user of keyboard shortcuts, so not familiar with them. Only just starting to use Ctrl C and Ctrl V in some other stuff I'm doing at the moment.

Originally Posted by Graeme

Possibly water got into connector at the TC or even the control unit near the brake master cylinder.

Water wouldn't have been any deeper than 18 inches or so at the worst Graeme, and all on bitumen streets. The streets of Kalgoorlie turn into a series of fast running creeks when we get heavy rain. Admittedly, this was probably the heaviest downpour and the most water on the streets we've seen in our 20 odd years here.

At our young bloke's place, it was running down his driveway off the intersection of two streets (he is facing a "T" junction) - through his carport and out into his backyard, where it was at least a couple of feet deep across the entire yard until I could cut the chain and open his back gate to let it flow out onto the racecourse land behind him.

The deepest water I drove through was in front of his place to get into / out of his driveway, and it might have been a couple of feet deep there - but I had the suspension in "off road" height when I drove through this and when it was left parked in his driveway.

Fortunately for him, I took quite a few photos and a couple of video clips with my hand held camera, plus there is some very good video footage I've saved from the dash-cam. He may need it in his dealings with the council and his insurance company (his shed / workshop and games room out the back of the house were all flooded with about 18 inches of water throughout).

Originally Posted by LandyAndy

I doubt Brian would paddle that deep Greame.How well is the transfercase breathed on these????? Is it possible water was sucked into the breather???
The D2s were way up high cant say Ive spotted any on my D4.
Andrew

The breather is quite high at the back of the engine so unlikely to have contaminated the TC. However if the electrical connector on the TC isn't sealing then perhaps there has been some temporary short circuiting.

Travelling in deep water can cause water to get into the transfer case control unit because it's unsealed but if that occurs then often the TCCU fails which then causes loss of canbus to lots of ecus because the TCCU is a gateway on the HS canbus, which has not occurred in this instance.

Originally Posted by LandyAndy

So no re-calibration for clutches????

Only asking as when the shift gets harsh in my grader there is a transmission calibration I do with the onboard diagnostics.

Takes about 30 mins for the ecu to do(good excuse for a snooze),gearchange is like new after.

Andrew

Self adaptation- you can reset if you like and it will behave poorly until t quickly adapts.

Originally Posted by Tombie

Self adaptation- you can reset if you like and it will behave poorly until t quickly adapts.

As Mike said - it calibrates/learns whilst you drive.
If you find you are having a bit of lag on take off, clear the adaptations and it will be much better.