2002-2005 V8 ( BMW) = ZF 5 Speed auto
2002-2006 TD6 ( BMW) = GM 5L40E 5 Speed auto
2005- 2012 V8 ( Ford/ Jag) = ZF 6 Speed auto
2006 - 2012 TDV8 ( Ford/ Jag) = ZF 6 Speed auto
I'm with Laurie " early " being BMW models
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2002-2005 V8 ( BMW) = ZF 5 Speed auto
2002-2006 TD6 ( BMW) = GM 5L40E 5 Speed auto
2005- 2012 V8 ( Ford/ Jag) = ZF 6 Speed auto
2006 - 2012 TDV8 ( Ford/ Jag) = ZF 6 Speed auto
I'm with Laurie " early " being BMW models
even that's not entirely correct. In the diesels, the ZF 6HP26 was replaced with the ZF 8HP70 (8 speed) when the 3.6 TDV8 was replaced with the 4.4 (2010?). Since I have no interest in petrol models, I'm not sure what went on in the petrol side.Quote:
Originally Posted by 33chinacars
As interest the 6HP26 was replaced with the 6HP28 (higher rated) in the SDV6 Disco4 for a while before it got the 8 speed. For those that fixate on max torque ratings, the 6HP26 is rated to max of 600nm with means that the 3.6 at 640nm standard is going to destroy it - which is funny because when they remap the 3.6 to 800nm the box seems fine, it's the engine that self destructs...
Opps forgot about 8 speed auto's :wasntme:
Hi all,
so am I reading this correctly and assuming that 02-05 L322's have a ZF gearbox that are V8's?
If so will they be as good & reliable as their predecessor in the P38 and immune to the problems that we see in the diesel ones.
Thanks Steve
Yes, early V8s had the ZF but early on they were very unreliable due to the marginal cooling system.Quote:
Originally Posted by radste
The radiators had a habit of blocking up which would affect the transmission cooling too. Overheating transmissions didn't last long & the dealership I was in was doing a gearbox every week or so under LR warranty.
I guess most cooling systems have long been sorted out so it seems the transmissions are surviving.
When the cars were newish, the GM box behind the Td6 was unbreakable but it looks like the tables have turned now they're getting on in age.
I am seeing quite a few of the - shall we say - first series of the petrol L322s [02 to 05] - on Carsales which have traveled distances ranging from distances of 90,000 kms up to 130,00 kms.
Is it reasonable to say that these are still be vulnerable to the cooling/blocked radiator issues or are they at that stage when the problems would likely have already occurred and been rectified?
I have read somewhere that the BMW thermostat lowers the temp & pressure to an acceptable level, more in line with our conditions in Australia.
If this works is it helpful in the longevity of the transmissions?
Thanks Steve
I would like to say they've been sorted now (or died completely) but I'm sure there are plenty of LM (L322) Range Rovers out there suffering cooling system issues that just get fixed & soldier on.Quote:
Originally Posted by Grumbles
A couple of years ago, I did some background checks on around a dozen cars for a fellow AULROian who was keen on an early V8. Most of the cars had a history of cooling system problems. Some had 3 radiators replaced within 2 years, others had constant hose problems.
IMO, if you're looking at a car & it has a few nice new parts like a radiator or expansion tank, then it might be a problem car. The fact that it's still going might be down to it living an easy life (not towing or working hard).
Yes, our local dealers workshop refer to early as the BMW ones; late as those that share the Jag petrol and Jag (peugeot based) diesel engines.
In summation then it seems the 2005- 2012 V8 Ford/ Jag ZF 6 Speed automatic is a reliable buying proposition. Unlike Harlie I have no real interest in any diesel powered car -4WD or not. Strange old world isn't it.