[JMS001]

Can anyone identify the Solenoid associated with “TCM Transmission - Pressure Line Solenoid 4 : General Fault” Fault Code?.
My TD6 has recently experienced the “Trans. Failsafe Prog.” Limp home mode and when I read the stored Transmission faults using the GAP IID BT tool, I see the Pressure Line Solenoid 4 General Fault.
I have contacted GAP for furthe4 clarification, and received the following response....
Unfortunately, there is no correlation between the shop manual solenoid letters and the solenoid numbers from LR database. Since documentation is very limited.

Suggest contacting a transmission specialist for advice on these earlier GM units.
We cannot reverse engineer the transmission ECU to see which solenoid links with the fault. Our data is taken directly from Land Rover database and this is what the T4 would display. We have no way of finding out additional info except if documentation from LR or GM exist and so far, I haven't been able to find it on LR tech website.
They have suggested that these may have been used in BMWs
Has anyone else experienced this Fault? and managed to identify which Solenoid is associated with the Fault?.

 

[RRPhil]

The three (identical) shift solenoids are identified both by GM & Land Rover (in RAVE) as solenoids A, B & C (you may be able to see the letters cast into the valve block in the photo) so my guess would be that solenoid 4 is the torque converter control solenoid. It is only a guess, though.

Phil

 

[JMS001]

Hi Phil, Many thanks for the feedback and information.
As my gearbox appears to function ok in gears 1,2 and 3 and only when in 4th appears to trip the Failsafe mode for whatever reason?, I would be inclined to drop the sump and change out the 4-5 shift Solenoid C, as well as the Torque Convertor that you suggest and possibly the Main Pressure Control Solenoid just to be certain. Looking at your photos it would appear that the shift solenoids ABC are fairly accessible and could be changed without too much difficulty, however the TCC and the Pressure Control Solenoids look like they may be a little less accessible, unless the valve bodies are dropped slightly?, do you know if this Is possible without having to remove the entire transmission from the vehicle?. Also do you by any chance have the LR part numbers for the 4-5 shift Solenoid (C), TCC Solenoid and the Main Pressure Control Solenoid?, so that I can order from UK and ship to Norway.

 

[RRPhil]

As my gearbox appears to function ok in gears 1,2 and 3 and only when in 4th appears to trip the Failsafe mode for whatever reason?

I guess that could also be that the lock-up clutch in the torque converter isn't being applied until 4th gear?

As you suggested, you just need to remove the valve body assembly to replace the TCC and main pressure solenoids. Refreshing my memory by looking at my old post from 6 years ago, you just remove 8-off Torx T8 screws and a single 10mm A/F bolt : http://www.rangerovers.net/forum/6-...-5l40-e-transmission-teardown.html#post303123

The Land Rover part numbers for the solenoids are :

Shift solenoid (A, B & C) = LNN000020 (cost approx. £80 each) - might also be worth checking BMW part no. 24337504753 in case it's cheaper?

TCC solenoid = THC500050 (previously TJD000040) (cost approx. £130) - BMW part no. 24327532013

Main pressure solenoid = TJD000050 (cost aprrox. £210, yikes!) - BMW part no. 24321423988

Phil

 

[JMS001]

Ok once again many thanks Phil, as I was experiencing some difficulty tracking down the LR part numbers for the Solenoids. I knew that when the LR prefix was added to the Solenoids part numbers they would be expensive, and I will probably have to pursue that route as don’t know enough about them to gamble on BMW.
For information purposes only. When searching GM 5L40E Transmission Solenoid Kit GM & BMW Shift TCC EPC, I found this website at spare parts in the US that does the complete BMW Solenoid replacement kit of AC-Delco Bosch, comprising of 3 x AC Delco Shift Solenoids, 1x Bosch EPC Solenoid and 1 x TCC/ Lockup Solenoid for US$ 90 for complete kit. However this is obviously for BMW car variant 2004 onwards, as they also have a similar kit of AC Delco-Holley for 1999-2003 for US$ 95. Although no doubt they are slightly different to Range Rover, which is a great pity, but just goes to show the markup for Land Rover!
http://www.atspareparts.com/items/[email protected]/10235.html

 

[JMS001]

One last question Phil, are the BMW part numbers you have provided above, fully compatible with the Range Rover GM 5L40E gearbox?, as I have recently completed some further internet searching and found that I can obtain all of the BMW part numbers (provided above) for less than half the price of the equivalent LR part numbers shown above from:-
http://www.emiauto.eu/en/all-produc...23988.html?search_query=24321423988&results=1

 

[JMS001]

TCM Pressure Line Solenoid 4 - General Fault Cleared.
In order to update on this posting from last year, I am happy to report that my GM5L-40E Transmission is running smoothly back as normal.
I also found out that the error code TCM Pressure Line Solenoid 4 - General Fault, is a legacy BMW DTC Code and not LR, hence why GAP IID were not able to confirm the error source.
Due to winter weather conditions in Norway and me having to undertake the repairs on the ground in my back yard in Norway and also having to source parts from the UK, I deferred repairing the vehicle until Spring this year.
After much deliberation and research, I also purchased a new OEM Stepper Motor for £867 and three replacement Solenoids for gearbox. The TCC (Torque Convertor Clutch Control Solenoid), a PCC (Pressure Control Solenoid) and a spare Shift Solenoid from LR. (Approx. £400 for three solenoids).
When I removed the sump, I immediately noticed a loose connection on the rogue PCC Solenoid, in fact the snap fit connnector was almost hanging off, aha!. However I can not explain how this had happened?, apart from not connecting properly during manufacture?, as I am only the second owner of this L322 and I bought it with only 28k km and It has now only done 116k km.
Also when I originally changed the transmission oil, I am certain I did not interfere with this PCC connector in any way, so it is a real mystery as to how this connector was able to pull looose?.
Anyway I removed the valve block, replaced all three solenoids and replaced filter and gasket and filled with Texamatic 7045E ATF and filled using the RAVE fill procedure. Went for a test drive and gearbox is back shifting smoothly and absolutely no further Trans. Failsafe issues. Incidentally on both ATF fluid drains there was no evidence of any metal glitter in the sump or on the magnet.
I also changed out the Stepper Motor (5 min job) as a precaution and although my Original Stepper Motor was the original factory fitted (with 2003 date stamp on casing), when I checked variable load resistances (Ohms) whilst running the Stepper Motor from a 12v power supply, the Stepper Motor was within all the Ohms specs as outlined in the RAVE manual. Therefore my 15 year old Stepper Motor is still fully functional.

 

[RRPhil]

....the Stepper Motor was within all the Ohms specs as outlined in the RAVE manual

Would it be possible to point me in the direction of the section of the RAVE manual that gives these readings, please? I've never been able to find any reference to the correct potentiometer resistance values, and ended up resorting to measuring them myself.

Glad to hear that your transmission is running fine again.

Phil

 

[JMS001]

Hi Phil,
This is my second attempt to respond to you today, as unfortunately I did not realise that the RR.net forum timed out after a short while, hence when I tried to submit earlier it simply dropped out and prompted me to sign in again and all of my previous response was lost.
Anyway I have gone back through and scanned through many of the documents that I had previously downloaded and printed out, prior to commencing the gearbox repairs on my L322.
It would appear that I was initially mistaken when I referred to RAVE procedures for testing my Stepper motor, as I have quickly scanned through my printed documents and also scanned through the various versions on my RAVE repair manual CD and also pdf copies on my PC and I can only find reference to the removal and refitting procedure for transfer Box / Actuator / Ratio Control (41.30.03).
However over a period of time I had downloaded and compiled various extracts from several media sources, including RAVE, Manual – GM5L40E and other email sources and video clips etc.
I am certain that I had one document that had a small printed table that referred to the variable resistance threshold values for the Stepper Motor, which I initially believed to have been form RAVE but it would appear that I was mistaken.
Anyway I followed the same test procedure as shown in the attached video link:-
https://www.youtube.com/watch?v=OJqd3oTsh1w
I placed 12v power supply across pins 9 and 10 to drive the motor and then simultaneously using a multimeter measured the variable resistance load readings (K Ohms) between pins 2 and 4 which are supposed to vary between a threshold of 0.6 k Ohms and 4.1 k ohms depending upon shaft rotation position.
My Stepper Motor measured similar variable load resistance values and had plenty of kick in the motor when attached to a power source. Also I only changed my Stepper Motor, as a precaution due to initially advised that it is quite often the source of "Trans. Failsafe" error codes and that mine was the original factory fitted motor nearly 15 years old. So I figured I had received a good service life from this motor.
I also changed the Stepper Motor prior to starting the work on the gearbox, where I then discovered the real culprit, the disconnected snap connector on the Pressure Control Solenoid. In my case this turned out to be a relatively simple fix, although I did change out the TCC, PCC And 4[SUP]th[/SUP] to 5[SUP]th[/SUP] Shift Solenoids, seeing as I had already invested in new replacement parts.
It is still a mystery why the locked snap fit connector could have disconnected from the Solenoid?, as when I removed the same type of connector from both the TCC solenoid and the Shift Solenoid, a certain amount of force needed to be applied to overcome the little plastic trigger like lock. Is it possible that this connector somehow blew off after the initial ATF fluid change?. Could this of happened to several others with similar Trans. Failsafe error codes especially coinciding with the “0 x TCM Pressure Control Line Solenoid 4 – General Fault”?. Who knows?.
Incidentally I can also confirm that when cross referencing the BMW error codes with the DTC codes, the following information may be of use to others:- BMW code “0” correlates with DTC codes P1831 and P1832 (Pressure Control Solenoid circuit shorted to ground / shorted to voltage) and BMW Code “4” correlates to DTC codes P1866 and P1867 (TCC/PWM Solenoid circuit Open or shorted to ground / shorted to voltage). Therefore this has been somewhat of a learn as you go process for myself. But I am thankful that it has resulted in a happy ending.
Jon