Member Since: 18 Aug 2013
Location: Aberdeenish
Posts: 1691
Very informative thread Waterbuoy
My D4 is a 2010 with 44k on it now so need to look at getting a flush done soon Stew,
2010 D4 gone but I really loved it
Went back to Merc - C350 AMG
8th Mar 2014 10:21 am
Robbie
Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932
DG wrote:
I thought the reason that they use defined VIN ranges is because they can identify a material change in manufacturing at which point the issue may manifest ....rather than just guessing ...no
Rich, it could be and I did post both options along with my opinion; but LR and ZF are commercial companies first and foremost.
Now if LR honoured their position regarding the oil-change milage with an actual warranty then I would be more trusting. As we stand, LR publish a service interval way beyond what the OEM publishes. Any failure within this period is at the cost of the customer and not LR. I think this is wrong but rather than crossing fingers or fighting LR I suggest people start investing in their gearboxes and service them every 30k with a single flush. If you are already beyond this point then you should consider a more major change of oil, depending on your milage and driving conditions.
Land Rover - Turning Drivers into Mechanics Since 1948
Member Since: 12 Dec 2005
Location: The Gaff
Posts: 50934
Fair play Rob When did ZF change their stance from SFL to a service interval ?21 year LR veteran > D2 GS 2003 > D3 S 2006 > D3 HSE 2009 > D4 HSE 2013 > D4 HSE 2015 > D5 HSE 2018 > DS HSE R-Dynamic P300e 2021
8th Mar 2014 11:00 am
waterbuoy
Member Since: 26 Oct 2013
Location: Argyll
Posts: 2862
Firstly, apologies for not replying sooner, and thanks for the positive feedback.
An addendum to the above is that SWMBO tried to use the car yesterday to take the wee man to school; got to the bottom of the drive only to find that it had no brakes and nearly ended up in the loch thankfully it was low tide Vehicle now back at dealership. Suspect damage occured whilst in transport (webbing strap?) but time will tell. Also had no broadband for last 10 hours.
Anyway, I think 'Blue Peter badges' should be sent out to NoDo$sh, Robbie and DG for comments thus far. In the original post I managed to omit the following from the LR Technical Bulletin:
MARKETS: All (Except Russia)
This would support the comments made by NoDo$h.
I also agree with what both Robbie and DG seem to be saying (although, on the surface, it could be argued that they have differing views). I suspect that the restricted VIN range is either agreed between ZF and LR, or relates to when there was a change in the spec/makeup of the stator bush. However, discussions with Geoff and comments elsewhere on the forum indicate that older units have also failed. This may simply be down to wear and tear over an extended period, but may also be because it takes longer for a 'harder' stator bush to wear. As I said in the original post, the purpose of the stator is to redirect the flow of the transmission fluid as it is pumped around the unit. If this begins to wear then the flow paths of the fluid will alter with knock on effects.Currently 2009 Disco 3 SE, 2013 MY D4 HSE and 2016 D4 SE
Previously:
TD5 Defender 110 CSW (230k miles)
300TDi Disco 1 (289k)
4 RR Classics (300-350k each, 2 manual, 2 auto)
110 V8 CSW (220k)
S3 109 hi cap pickup (ex RN)
S2A 88 Safari SW with lpg conversion (bloody lethal)
Ehrmagerd! Never had a blue peter badge before! I know it's not considered "kind" to say no these days, but no. Just no, ok? And if it's not ok, still no.
8th Mar 2014 12:02 pm
Robbie
Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932
Thank-you, me neither!
Click image to enlarge
Land Rover - Turning Drivers into Mechanics Since 1948
Mine is a 06 plate SE and I had the box megaflushed by Gordon at about 80K or so and then at about 125K it was effectively double flushed when it had the sump replaced. (Last year)
I'm now on 153K.
For a long time I've felt there is something not right with my gearbox as described below:
When cold all is well - changes all fine.
When it warms up, and I give it some stick, from a standing start in particular, it will accelerate but the revs tend to stay around 3000rpm even when the box changes gear - from the IID live values I can see that it doesn't lock up or even partially lock. Back off the throttle (Or wait essentially) and the box will lock up. Accelerating at this time and the box changes gear as you would expect.
Using sport and the changes are much more definite with the revs dropping between changes.
I've also had a couple of times of transmission fault, but has never stored any codes - I think temperature as it has been with the caravan on the back or booting up a steep hill in Austria, 6 up.
I'm not sure if it is this issue or just that with a remap, offroad IC and a decat it is all just adding to the pot.
Or even that it is the latest firmware that is on the box (For the last 12months or so at least.)Mark.
2006, D3 SE Auto - gone but not forgotten.
2014 BMW 530d M Sport Tourer.
1977 Triumph Spitfire 1500
_________________________________________________
Disco Picture Website Here
8th Mar 2014 3:30 pm
waterbuoy
Member Since: 26 Oct 2013
Location: Argyll
Posts: 2862
Is it holding the gears when it eventually finds them? If so, I suspect it may be a different issue - possibly the torque convertor, as your symptoms seem to be when it is under greatest load? However, and as I said in the originalpost, I'm not a techie - certainly so far as the internals of a 6-sp auto box are concerned, although I know more now than I did a couple of weeks ago!Currently 2009 Disco 3 SE, 2013 MY D4 HSE and 2016 D4 SE
Previously:
TD5 Defender 110 CSW (230k miles)
300TDi Disco 1 (289k)
4 RR Classics (300-350k each, 2 manual, 2 auto)
110 V8 CSW (220k)
S3 109 hi cap pickup (ex RN)
S2A 88 Safari SW with lpg conversion (bloody lethal)
I was thinking when I was just out in it again - its not the same symptoms as yours.
TC is more likely - there is a place near here that does rebuild them - basically a strip and replacement of parts required on a fixed labour cost, plus parts. I keep thinking that it will have to go in sooner or later.Mark.
2006, D3 SE Auto - gone but not forgotten.
2014 BMW 530d M Sport Tourer.
1977 Triumph Spitfire 1500
_________________________________________________
Disco Picture Website Here
8th Mar 2014 4:08 pm
discoandrewoz
Member Since: 05 Feb 2014
Location: Sydney, New South Wales
Posts: 60
My D3 is currently with a LR auto gearbox specialist here in Sydney. Very similar issues to what Waterbuoy has mentioned. Fortunately I'm covered by a 3rd party warranty.
Mines is a 2006 with 183K on the clock. SO as Robbie mentioned, not so convinced its VIN selective.
The repairer mentioned the other day that the clutches were burnt and needed replacing, but once I get the full story I will report back2006 TDV6 D3. Completely stock except for the fluffy dice hanging from the mirrors.(Joking, no dice)
8th Mar 2014 8:08 pm
waterbuoy
Member Since: 26 Oct 2013
Location: Argyll
Posts: 2862
For what it is worth, the transmission fluid in mine was described as 'better than average' by the person who changed the fluid, and did not smell at all burnt.Currently 2009 Disco 3 SE, 2013 MY D4 HSE and 2016 D4 SE
Previously:
TD5 Defender 110 CSW (230k miles)
300TDi Disco 1 (289k)
4 RR Classics (300-350k each, 2 manual, 2 auto)
110 V8 CSW (220k)
S3 109 hi cap pickup (ex RN)
S2A 88 Safari SW with lpg conversion (bloody lethal)
8th Mar 2014 8:11 pm
Robbie
Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932
For reference, 7 is the E clutch:
Click image to enlarge
Land Rover - Turning Drivers into Mechanics Since 1948
Member Since: 26 Oct 2013
Location: Argyll
Posts: 2862
I was waiting for that to appear
Do you have the key for the other parts too? I have actually become quite interested in the structure/workings over the past 2 weeks - although having a brand new 'box should (hopefully) mean that I don't need to revisit this in the future.Currently 2009 Disco 3 SE, 2013 MY D4 HSE and 2016 D4 SE
Previously:
TD5 Defender 110 CSW (230k miles)
300TDi Disco 1 (289k)
4 RR Classics (300-350k each, 2 manual, 2 auto)
110 V8 CSW (220k)
S3 109 hi cap pickup (ex RN)
S2A 88 Safari SW with lpg conversion (bloody lethal)
8th Mar 2014 8:27 pm
Robbie
Member Since: 05 Feb 2006
Location: ¯\_(ツ)_/¯
Posts: 17932
Yes:
1 - Torque converter lock-up clutch
2 - Torque converter
3 - Fluid pump
4 - Single planetary gearset
5 - Clutch A
6 - Clutch B
7 - Clutch E
8 - Brake C
9 - Brake D
10 - Double planetary gearset
11 - Park lock gear
12 - Output shaft
13 - Park lock pawl
14 - Drain plug
15 - Magnet
16 - Pressure regulator
17 - Mechatronic valve block
18 - Fluid filter
19 - Fluid pan
20 - Input shaft
21 - Transmission casing
Member Since: 26 Oct 2013
Location: Argyll
Posts: 2862
Cheers Robbie
The 'linked' document actually makes a degree of sense given the research I have been doing - maybe one to read on (another) rainy day.Currently 2009 Disco 3 SE, 2013 MY D4 HSE and 2016 D4 SE
Previously:
TD5 Defender 110 CSW (230k miles)
300TDi Disco 1 (289k)
4 RR Classics (300-350k each, 2 manual, 2 auto)
110 V8 CSW (220k)
S3 109 hi cap pickup (ex RN)
S2A 88 Safari SW with lpg conversion (bloody lethal)
You cannot post new topics in this forum You cannot reply to topics in this forum You cannot edit your posts in this forum You cannot delete your posts in this forum You cannot vote in polls in this forum
Vehicle now back at dealership. Suspect damage occured whilst in transport (webbing strap?) but time will tell. Also had no broadband for last 10 hours.
