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Discussion Starter · #161 ·
I've got 2 out of the 6 out and rescued the threads :)

I'm hoping my Dad might have done the rest today whilst I'm working so I can crack on this evening! He needs something to keep him occupied during retirement :D
 
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Have I ever seen an alloy bolt? (Rhetorical). Do they exist? (Actual question)
A bolt, by definition, is a tensile fastener and I don't think you could make a "bolt" out of an alloy. It would seem so obvious a solution to mixed-metal corrosion that I'm sure even Jaguar would have thought of it.
A nerd, or rather a pedant, would be saying that steel is an alloy.
 

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Discussion Starter · #163 ·
Made a good start on getting the box out tonight.

Other then the bolts securing the cradle under the box and the bell housing bolts it’s pretty much ready to drop.

Got the final 2 bolts drilled out of the gearbox tonight too. Getting pretty good at that now :D

David.
 

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Discussion Starter · #164 ·
First step for this evening was to remove the exhaust. It’s one piece and weighs a ton!

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Perfect opportunity to give it a proper clean and polish the tips too :)

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Thankfully, there’s tons of room under this one to get the bell housing bolts out. The older Range Rover’s were a nightmare for that!

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New box sat on the toolbox with the old box next to it. With the transfer box attached the old one weighs around 150kg so it was quite a lump to man handle off the transmission jack onto the tool box. Thankfully Dad was around as there was no way I could have done that on my own.

The torque converters are different between the 2 boxes. The one from my car is bigger and looks chunkier. Normally I’d swap them over but I’m concerned that mine is full of crap from the box packing in so I’m going to see about the cost of having mine rebuilt tomorrow.

New
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Old
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New
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Old
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Hopefully I can get some clarification on the torque converters tomorrow so I can get it reassembled. Shouldn’t take long to put back together as it all came apart very easily.

David.
 

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Nicely done David, would be interesting to know the difference and why of the torque converters wouldn't it.
 
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Discussion Starter · #166 ·
It certainly would.

I don't want to fit and find out it lasts 5 minutes after all the work to remove the gearbox.

I don't want to fit my old one either as it'll be full of crap from the last gearbox failing.

I can have mine rebuilt for £300 locally which is an option but if it's just a newer version (New one is 7 years newer) there's no point spending the money either.

I can't find anything online so I'm going to try and call a ZF agent shortly I think.

David.
 

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Discussion Starter · #167 ·
One of the members on the Range Rover forum is a gearbox specialist. He's just posted this:

The Disco 3 (220kW/427Nm) 069 transmission has a lower torque/power capacity than the RRS (287kW/550Nm) 070 unit.

As you discovered, the 069 transmission only has a 260mm D85 torque converter whereas the 070 has a 280mm B84 unit.

Each of the 5 clutch packs in the 069 transmission has fewer plates than the 070. Also, the 070 has a 4-planet front epicyclic rather than the weaker 3-planet one used in the 069.
I don't drive the car flat out and chances are on a 14 year old car with 130k on the clock it's not making the power it did when new anyway. The Discovery was also heavier than the Range Rover is too so I reckon I'll fit this box to get the car going again and will keep the one I've removed to have rebuilt and refitted should I have any problems in the future.

David.
 
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Ah, that explains it perfectly, well done that man from the RR forum!
 

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One of the members on the Range Rover forum is a gearbox specialist. He's just posted this:



I don't drive the car flat out and chances are on a 14 year old car with 130k on the clock it's not making the power it did when new anyway. The Discovery was also heavier than the Range Rover is too so I reckon I'll fit this box to get the car going again and will keep the one I've removed to have rebuilt and refitted should I have any problems in the future.

David.
Plenty of Disco 3's will be running with tuning boxes & putting out similar power/torque to your RR without destroying the transmission.
 
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Discussion Starter · #170 ·
The Diesel Disco 3's were around 190bhp from the 2.7.

This box is from the 4.4 NA Petrol. They were 300bhp and 314lbft. The 4.2 SC Range Rover was 395bhp (often quoted as 400bhp) and 405lbft.

I don't think it's going to cause any issues so am not overly worried. I'll just keep the old box I've got so that if the worst happens it can be rebuilt so the car isn't in bits in the workshop for longer then necessary I reckon.

David.
 

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Discussion Starter · #171 · (Edited)
Over the weekend in between cutting and baling the hay and avoiding the heat I swapped the transfer box onto the new gearbox, replacing the o-ring on the transfer box, coating the shaft in the special grease and then replacing the bridge seal, 4 oil seals and the mechatronics seal in the new gearbox.

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It was then sitting waiting to be refitted.

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I started last night by flushing the oil cooler and lines on the Range Rover. Glad I did as the shit that came out was horrible. I rigged up an oil pump with a bit of old hose pipe and used a 12v battery to power it. I flushed 2 litres through the cooler in both directions so 4 in total. Hopefully that'll suffice.

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I then replaced the o-rings on the oil cooler pipes and got on with refitting the gearbox. Everything went back together nicely. All the electrics, brackets, pipework, etc are now finished.

I ordered a new rear prop shaft as the intermediate bearing on mine was noisy and reports online of people replacing them haven't been very successful. That arrived yesterday so am hoping another evening in the workshop tonight once it's cooled down will see it all finished. Really hasn't been a bad job to do.

The back boxes on the Range Rover were always painted matt black so they're hidden under the car. Mine was starting to look a bit sketchy so whilst it was off the car I tidied that up with some heat proof paint too.

Before:

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After:

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Should look ok when back underneath the car.

Hopefully she'll be driving out of the workshop later on this evening as I can at least then start tidying up the workshop as it currently looks like there's a bomb gone off in it.

David.
 

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@dhallworth
You should start your own YouTube channel! ;)
 

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Discussion Starter · #173 ·
There's not enough hours in the day!
 

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There's not enough hours in the day!
Can be very lucrative, David. When you're not doing a step-by-step guide on how to swap a Range Rover gearbox you could be showing all your followers the delights of hay-making. Then just chatting about the choices to be made in selecting an EV.
Believe me, there are bods on YouTube FAR less interesting than your channel could be, making a mint!
 
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Discussion Starter · #175 ·
Well, disaster has struck... kind of!

I finished fitting the new transmission on Tuesday evening and reconnected the battery. As expected there was a transmission fault telling me that only limited gears are available but when clearing the faults with the IID tool exactly the same faults reappear.

There’s a Gearshift Position Circuit Range/Performance fault (P0915-00 (2F) which is only showed on the Transfer Case ECU, not the main Transmission ECU.

I also noticed that the car won’t come out of park. When you put your foot on the brake, the release solenoid isn’t clicking so it won’t come out of park. I was hopeful that it was just because the gearbox ECU in the new gearbox wasn't paired with my car so I purchased a firmware flash from GAP Diagnostics and charged the battery over night on Tuesday night.

I flashed the gearbox ECU using the IID tool yesterday afternoon. The instructions on the update say to reset the adaptions which isn’t ideal but there’s not much I can do about that. Thankfully, the car is now coming out of park which is a big step forward.

Unfortunately, when clearing the fault codes I'm still getting the same plethora of fault codes that I was before.

VIN: -----------------
L322 - Range Rover 2007
Vehicle scanned on 21-07-2021 13:50
Using IIDTool BT V3.0 B2742

ATCM-Terrain Response

U0401-94 (2E) Invalid data received from engine control module/powertrain control module - Component failure - unexpected operation
( on 21-07-2021 13:49:22 at 215202 km )
U0402-94 (2E) Invalid data received from transmission control module - Component failure - unexpected operation
( on 21-07-2021 13:49:22 at 215202 km )
U0416-94 (2F) Invalid data received from vehicle dynamics control module - Component failure - unexpected operation
( on 21-07-2021 13:49:21 at 215202 km )
U0403-94 (2E) Invalid data received from transfer case control module - Component failure - unexpected operation
( on 21-07-2021 13:49:22 at 215202 km )
U0421-94 (2F) Invalid data received from ride level control module - Component failure - unexpected operation
( on 21-07-2021 13:49:21 at 215202 km )

TCCM-Transfer Case

P0915-00 (2F) Gearshift position - circuit range/performance
( on 21-07-2021 13:49:24 at 215202 km )

TMC-Traffic Message

B1A56-18 (2F) Antenna circuit - General electrical failure - circuit current below threshold
I’ve been doing some digging yesterday evening with the IID tool.

This is the High/Low Voltage Sensor on our 4.4 TDV8:

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The voltage on the 4.4 maintains a steady low voltage when in low range and a steady high voltage in high range with the occasional stutter when switching.

This is the High/Low Voltage Sensor on the SC:

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Later on last night I had the car running and filled the gearbox with gear oil. The dashboard was still lit up like a Christmas tree but the air suspension fault has cleared and the car lifted up nice and quickly.

Once the oil level in the box was set as best as I could I started to have a look a bit closer with the IID tool.

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The car didn't know if it was in High Range or Low Range.

I tried to calibrate the transfer box and nothing happened when using the IID tool.

I then removed the transfer motor from the transfer box and when putting 12v to the motor it spun in both directions without any problems.

I then refitted the transfer box motor to the transfer box and applied 12v to the pins on the motor and got nothing but a splash. I then reversed the polarity and the motor jumped a touch but nothing much at all. It's drawing some amount of current though as the leads I was using to give the motor power got hot very quickly.

I've surmised that the transfer box is stuck between High and Low range and this is likely why the voltage is oscillating when looking with the IID tool.

I don't think I've changed the gearbox without cause though as the fluid in my original box went from brand new to jet black and stinky in 2.5k miles which I wouldn't have thought to be normal so I'm quite happy with that. I just wish I'd had a closer look at the transfer box before refitting it all as it looks a sod to get to the top bolts now it's back in the car!

Anyway, I've ordered another transfer box which should arrive on Monday. I was hoping to see it tomorrow but so far everything is estimating Monday delivery :( At least I can have a lazy weekend!

David.
 

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Jeez David this is turning into a saga, not knowing the ins and outs of a RR I take it the transfer box is separate from the gearbox? Could this be your original problem and your GB is ok?
 

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Kudos, David. Your perseverance is admirable.
(All this would look great in a serialised YouTube channel. ;) )
 

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Kudos, David. Your perseverance is admirable.
(All this would look great in a serialised YouTube channel. ;) )
I'd subscribe!
 

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Discussion Starter · #179 ·
Yea, the transfer gearbox bolts to the rear of the main gearbox and is driven from a splined shaft coming out of the main gearbox.

I think this is probably the route cause of my issues, however, it doesn't explain why the fluid I put in the main gearbox came out black and burnt so I think there might have been something wrong inside the main gearbox too.

David.
 

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I thought there was always oil left in an auto box even with the most thorough flush and change. Maybe it is just remnants of the old stuff.
 
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