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Discussion Starter · #1 ·
Good morning all. My first post here.

I have a 2012 RR SC Autobiography. 111k miles.

No crank condition. The dash says “gearbox fault” and “gearbox not in park”. So I’m assuming that’s why it won’t crank.

I can’t shift it out of park, either. When I put my foot on the brake, the shift lock does not release the gear selector. I was going to try to start it in neutral. So I pulled up the leather flap around the shifter to look for a manual override button on lever in there and see nothing. Is there a way to override the shift lock manually?

The battery tests fine.

I have a pretty good scan tool (Autel MK808TS) and scanned all the modules

The codes are as follows:
P0915-01 (Gearshift position - circuit range/performance)
U0402-68 (Invalid data received from transmission control module)
U2002-01 (Switch general electrical failure)
U0402-00 (Invalid data received from transmission control module)
U0439-68 (Invalid data received from all terrain control module)

If I clear the transmission control module code, it comes back on instantly.

Any ideas?

Thanks in advance.
Matt
 

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I went through that with my 2010. There is a lever underneath the shifter that you raise up (with a screw driver or similar) that lets you shift. I thought my shifter was bad, but it wasn't. It turned out to be the TCM which is mounted inside of the transmission. It is attached to the mechatronic unic which houses all of the solenoids. After speaking to Erricson directly who builds these, he said some had issues with solder on one of the ribbons in the TCM which is why the lost connection, It doesn't know what gear it's in. I sourced a used TCM and had it programmed to my vehicle. Many will tell you you can only use the original as it's set via VIN or to get a virgin one. False. I put 10k trouble free miles on mine with a used one before selling the vehicle. Not saying you have the exact same issue, but it sure sounds like it. You can call Erricson in OLd Saybrook, CT. Ask for Nate. He was very educating. Where are you located? I know of a few independent LR specialists that can help you if you hit a wall.
 

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Discussion Starter · #4 ·
Thanks for the detailed reply. I’ll check out the shifter first and see if I can get it into neutral. Hard to get it towed anywhere if I can’t do that first.

Is the mechatronic unit also called the valve body? I did have a tech suggest that might be the cause too.

Would it be best to remove the unit in the transmission and send it out to be rebuilt and bench tested?

thanks.
 

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I
Thanks for the detailed reply. I’ll check out the shifter first and see if I can get it into neutral. Hard to get it towed anywhere if I can’t do that first.

Is the mechatronic unit also called the valve body? I did have a tech suggest that might be the cause too.

Would it be best to remove the unit in the transmission and send it out to be rebuilt and bench tested?

thanks.
Yes, it’s attached to the valve body. I would recommend sending it out, provided it’s a facility tgat can do the repair. Again, I’d make that call to Ericsson and pick their brains a bit. They may even do the repair or can advise who can. Keep us posted with how this plays out. It happens once in a while. Most don’t report back with solutions. Best of luck. Feel free to post more questions. Again, I’m not saying you have the condition I had, but it has all of the earmarks.
 

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This is the “computer” or TCM that is attached to the valve body. If you remove it for rebuild, you may consider replacing solenoids as well. Be sure to use the specified fluid and that it’s topped off properly. Also change the bridge seal that fits between the valve body and the actual transmission. Along with the 2 cylindrical seals. The seal kit is inexpensive.
283729
 

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I forgot, before anything, make sure the harness plug is pressed into the transmission sufficiently. After my repair, I got the gearbox fault once. My heart sank after all I had done. I turned out that the plug wasn't set sufficiently. Small chance, but hoping that's all it is.
 

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Discussion Starter · #8 ·
I guess my only remaining question is why the shift lock mechanism isn’t working? Could that related to the tcm output signal? (PRND does not illuminate on dash) I was able to shift out of park manually by moving that lever with a flat head screwdriver.

After going into the tcm module through my scan tool, it showed the gear selector position correctly when I shifted P thru D. However the one failure inside the tcm was “tcm external digital signal output - park or neutral signal for starter inhibit”. It read as “0” or “inactive” So that’s why the truck will not crank and start.

Thanks again for all the info. I think I’ll probably pull the pan and start this project later in the week.
 

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2012 Range Rover 5.0 S/S
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any update on this? I have the same issue. very invested in the outcome.....Stay frosty out there
 

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2006-2009 Range Rover MkIII / L322
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Indicator on the dash is driven by the TCM, indicator on the console is controlled by the shifter. If there are no indications on the dash its an electrical problem with the TCM or wiring harness. Sometimes very infrequently the shift rod on the side of the transmission where it connects to the shift rod gets out of adjustment. It doesn't happen out of the blue, usually somebody has been working in the vicinity of the shift rod, or was doing some pretty serious off road excursions. Has any work been done on the transmission, fluid change, or some other reason to take the pan down?
 

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Discussion Starter · #11 ·
I have not yet done anything on this issue yet. This RR sits in my garage on a battery tender.

From all the research I’ve done, I’m leaving towards ribbon failure in the tcm conductor plate, as pictured above.

A pan drop and removal of the tcm and mechatronic unit will need to occur. Calling the guys at Ericsson in CT was helpful and they said they would test the unit if I sent it to them, along with the code on the outside of the transmission body.

When/if I get to this, I will definitely share my outcome.


2012 RRSC AB
111k
Westport, Massachusetts
 

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I have not yet done anything on this issue yet. This RR sits in my garage on a battery tender.

From all the research I’ve done, I’m leaving towards ribbon failure in the tcm conductor plate, as pictured above.

A pan drop and removal of the tcm and mechatronic unit will need to occur. Calling the guys at Ericsson in CT was helpful and they said they would test the unit if I sent it to them, along with the code on the outside of the transmission body.

When/if I get to this, I will definitely share my outcome.


2012 RRSC AB
111k
Westport, Massachusetts
Hi. I was wondering if you have any feedback on this problem? I have the same problem with exactly the same error codes. Any feedback is more than welcome.
 

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The thread is pretty clear. The TCM has a hardware fault (ribbon connection) that requires a new module. Drop the trans pan and remove the mechatronics unit.to service.
Depending on your E-Clutch adaptation pressure, it might be wise just to a full gearbox refresh at this time.
 

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I concur with your comments. After a series of email exchanges with the technicians at Eriksson, it seems that the best alternative is to change the mechatronics. No comments have been made regarding the full change of the gearbox and I fail to understand your comment on the E-Clutch adaption pressure. I do not know what that means. Can you elaborate?
 

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Sure - I would use a ZF compatible scan tool to see where your A,B,C,D and E clutch pressure compensations, also know as "adaptations", are at. The E-clutch is the most problematic if it is now at its maximum value. That means there are pressure losses in the E- circuit, which point to stator bushing wear. My pressure (which is maxed-out I think) was at 300 KPA, or about a 45 PSI boost.

The transmission starts to show symptoms like delayed engagement and push/clunking as that E circuit degrades.

I really wanted to give an additive a go but I knew it wouldn't be reliable long-term, plus could create other issues.
 
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