Gentlemen, the wifey had some issues today and couldn't get the lr3 out of park. It's a 2008 and I kind of feel like the tranny slips a little. I'm now sure of the service history and I know some manufacturers like to say that tranny fluid is good for life. Not so much in my Audi. I had an auto tranny and swapped it to a manual so I'm no spring chicken. I scanned the car and got the code P0613 transmission Control module processor. Any tips? Im not really into changing the fluid not knowing the service history and I'm not going to pull the tranny and replace it. The truck has 110k on it. Help!

 

I just did a trans swap in my wife's 2005.

The one thing I could not swap was the trans control module/megatronics. Once a module has been coded to a vehicle it is mated for life.

If you need to swap the module, you can do it with the trans still in the vehicle. You will have to follow the steps to change the filter/fluid(remove exhaust, t case support, etc). Once the pan is off you need to remove the valve body, then you can remove the control module.

You have to buy a new one from Land Rover then have a capable tool mate it to your vehicle, assuming that it's your control module that is faulty.

If you actually tackle the job, I have some photos that may help.

 

If you cannot get it out of Park, I would first check the brake light switch and bulbs. Can you hear the click in the console when you put your foot on the brake.. Replace The switch and see if that works..

Fluid Changes every 60k or so would be prudent.

 

Off topic but are you saying that if he DOES hear the click that he should replace the switch or that it's what it SHOULD sound like?

 

If you carefully listen, the gear shift interlock "clicks" when you put your foot on the brake. That unlocks it, so you can get it out of park. If the brake light switch fails, it will not detect your foot on the brake, and consequently not release the interlock..

 

A ZF6HP (26?) is one of the most reliable and advanced transmissions of this generation - and is found on most of the top luxury / performance vehicles of this period. Zeh Germahns have tested it extensively

Seriously though - this thing is bullet-proof. 200k tests proved the fluid intervals. A seal leak or data-connection leak may prove otherwise but that's on you... if it's full and up to spec there should be zero reason to change it.

Fluid fill amount is a confirmed via complete drain/refill unfortunately. And most of the fluid is over $13/qt xALOT. No dipstick.

LR also went through many TCM and ECM updates over the years, fixing thunks, bangs, hesitation, etc which i've personally experienced with many un-updated LR's of this generation.


For such seemingly simple indications I'd definitely check the shift interlock solenoid or the brake light switch - much more common failure points than the transmission!!!

The core mechanical components are almost always unaffected by these conditions and symptoms - fluid or programming fixes things 99% of the time.

As far as "slip" is concerned - this vehicle weighs in excess of 6,000lbs and is one of the heaviest SUV's ever produced. Slip is relative to many sensor inputs into the transmission. As quoted from them Jag. desc. of the ZF 6HP26 - "Lock-up is possible in all forward gears, but usually it is restricted to fourth, fifth and sixth gears. To make use of the comfort enhancing effect of the torque converter, the TCC can be disengaged prior to a downshift or upshift. The TCC is always modulated to allow controlled slip, to further improve the shift quality."

IE in any lower gears you will feel significant slip, especially in the heavier LR3 and RRS applications of the 6HP trans in order to smooth shifting and take advantage of torque multiplication. Once locked up (almost always over 55MPH, etc.. ) any press of accelerator should not move the tachometer visibly - indicating torque converter lockup.

 

You definitely are well educated with these vehicles. And I have followed your posts.

I have an LR3 that was well maintenanced, but with 208k miles, and it had a bad trans. Upon removing it, I realized the trans had already been rebuilt once.

An acquaintance had one with 120k and it needs a trans.

I almost bought one with 142k miles and it needs a trans.

I am looking at an 06' with 112k miles and it needs a trans.

I see a pattern.

I'm a novice to LR3s, and I'm learning everyday. I have to say based on my observations, the trans is the Achilles heal.

 

I was recently conversing with a man who owns an LR3 with less than 90k on the odometer. He is experiencing slipping in 2nd gear and is convinced that the transmission needs to be repaired. I suggested he try topping of the transmission fluid, even draining and refilling. He was incredulous at the idea, wondering how that would help a slipping transmission. I tried to reason with him that $200 in fluids was a better starting point than $3500 in repairs. In this case the diagnosis was made by an indie shop that doesn't specialize in Land Rovers. I suppose they could be correct in their analysis, but I feel it is dubious.

 

I would try shaking a dead chicken leg over the trans first before jumping to a rebuild. But in the end, I think the weight of these vehicles and the dealer's philosophy that they don't need maintenance is leading to failure.

 

Trans is the achilles heel = total bull****.