Land Rover Lesson 2 Auto Trans Coolingine Rover Manual

							be initiated. In this position a spring will move the
selector lever back to the centre position when released.
To leave the CommandShift™ mode, return the lever
to the D position.
Selector Position LED Display
The P, R, N, D LED display is located on the right hand
side of the selector lever and the M/S
(MANUAL/SPORT) +/- LED display is located on the
left hand side of the selector lever. Each LED display
is connected via a separate harness to the selector lever
position switch. When the lever is moved to the required
position, the switch contact for that position is made
and the LED is illuminated.
P, R, N, D Position Switch
The P, R, N, D position switch is located within the
Mechatronic valve block in the transmission. The switch
is operated by movement of the selector lever to the P,
R, N or D positions via the Bowden cable which is
connected between the selector lever and the
transmission selector shaft.
The switch is electrically connected to the TCM which
outputs a common power supply to each of the four
switch contacts. This power supply is also used by the
two speed sensors and the fluid temperature sensor.
Each of the four switch contacts have a separate feed
input to the TCM which can detect which selector lever
position has been selected.
Shift Interlock Solenoid
The shift interlock solenoid is located on the side of the
selector lever assembly. The solenoid operates two
locking levers which engage in the lower lever and lock
it in the Park (P) and Neutral (N) positions. When the
ignition is on or the engine is running, the solenoid is
de-energised and prevents the lever from moving.
When energised, by the depression of the footbrake, the
solenoid is energised and the selector lever may be
moved from the P position. If the selector lever is left
in the N position for more than 800m/s the solenoid will
be energised and the selector lever will become locked
in the N position. To move the selector lever from the
N position in this condition the footbrake must be
applied. This prevents the selector lever from being
moved to the D or R position unintentionally and the
application of the brakes also prevents the vehicle
creeping when the gear is engaged.
Movement of the selector lever from the P or N
positions is also prevented if the TCM senses the engine
speed is above 2500 rev/min, even if the brake pedal is
depressed.
In the event of an electrical failure of the vehicle or
failure of the interlock solenoid or its associated wiring,
it is possible to move the selector lever from the Park
P position by removing the coin tray on left hand drive
vehicles or the trim panel behind the park brake switch
on right hand drive vehicles and lifting the white
coloured tab on the rear of the selector lever assembly.
Whilst holding the tab in this position move the selector
lever from the P position.
The selector lever will also be locked in the N position
during the transfer box changing range from high to low
or vice versa.
Selector Cable
A selector cable is used as a mechanical connection
between the selector lever and the transmission. The
cable is a Bowden type cable which is connected to the
selector lever. Movement of the lever in the P, R, N or
D positions moves the cable. Movement of the cable is
prevented when the selector lever is in the Manual/Sport
position.
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							The cable is passed through a sealing grommet in the
floorpan and is attached to a bracket on the transmission.
The inner cable is connected to a lever which is
positively attached to the transmission selector shaft.
Movement of the selector lever in the P, R, N or D
positions moves the inner cable which in turn moves
the lever. The lever transforms the linear movement of
the cable into rotary movement of the selector shaft.
The rotation of the shaft moves the position switch
located within the Mechatronic valve block and also
moves the manual spool valve to the applicable position.
Inputs and Outputs
Connector C2658
The following table shows the connector pin details for
the connector on the selector lever assembly.
Input/OutputDescriptionPin No.
-Ground1
InputPark lock confirmation2
-Ground3
OutputSport/Manual switch4
OutputCommandShift™ + (up shift)5
OutputCommandShift™ - (down shift)6
InputIgnition position II supply 12V7
InputPermanent power supply 12V8
InputShift Interlock solenoid +9
InputShift Interlock solenoid -10
OutputSelector indicator PARK LED11
OutputSelector indicator REVERSE LED12
OutputSelector indicator NEUTRAL LED13
OutputSelector indicator DRIVE LED14
OutputSelector indicator SPORT/MANUAL LED15
Output - PWMSelector indicator backlight16
-Not used17 - 18
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							INSTRUMENT CLUSTER
Malfunction Indicator Lamp (MIL)1
Message centre2
Selector lever position indicator3
Mode display4
The instrument cluster is connected to the TCM via the
high speed CAN bus. Transmission status is transmitted
by the TCM and displayed to the driver in one of two
displays in the instrument cluster.
Malfunction Indicator Lamp (MIL)
The MIL is located in the tachometer in the instrument
cluster. Transmission related faults which may affect
the vehicle emissions output will illuminate the MIL.
The MIL is illuminated by the ECM on receipt of a
relevant fault message from the TCM on the high speed
CAN. The nature of the fault can be diagnosed using
T4 which reads the fault codes stored in the TCM
memory.
Transmission Status Display
The transmission status display is located in a Liquid
Crystal Display (LCD) within the speedometer housing.
The LCD shows the selector lever position and the
selected transmission mode. When the selector lever is
in the manual CommandShift™ position, the selector
lever position display will show the selected gear ratio.
The following table shows the displays and their
descriptions.
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							DescriptionSymbol
Park selectedP
Reverse selectedR
Neutral selectedN
Drive selectedD
1st gear selected (Manual
CommandShift™ mode)
1
2nd gear selected (Manual
CommandShift™ mode)
2
3rd gear selected (Manual
CommandShift™ mode)
3
4th gear selected (Manual
CommandShift™ mode)
4
5th gear selected (Manual
CommandShift™ mode)
5
6th gear selected (Manual
CommandShift™ mode)
6
Message Centre Display
The message centre is located in the lower centre of the
instrument cluster. The message centre is a LCD to relay
vehicle status and operating information to the driver.
The message centre can display messages relating to a
number of the vehicle systems. The following list shows
the possible transmission related messages:
•TRANSMISSION FAULT LIMITED GEARS
AVAILABLE
•TRANSMISSION FAULT AND OVERHEAT
•TRANSMISSION FAULT
•TRANSMISSION OVERHEAT
TRANSMISSION CONTROL
MODULE (TCM)
The TCM is an integral part of the Mechatronic valve
block which is located at the bottom of the transmission,
behind the fluid pan. The TCM is the main controlling
component of the transmission.
The TCM processes signals from the transmission speed
and temperature sensors, engine control module and
other vehicle systems. From the received signal inputs
and pre-programmed data, the module calculates the
correct gear, torque converter clutch setting and
optimum pressure settings for gear shift and lock-up
clutch control.
The TCM outputs signals to control the shift control
solenoid valve and the Electronic Pressure Regulator
Solenoids (EPRS) to control the hydraulic operation of
the transmission.
The ECM supplies the engine management data on the
high speed CAN bus system. The TCM requires engine
data to efficiently control the transmission operation,
for example; flywheel torque, engine speed, accelerator
pedal angle, engine temperature etc.
The steering angle sensor and the ABS module also
supply data to the TCM on the high speed CAN bus
sytem. The TCM uses data from these systems to
suspend gear changes when the vehicle is cornering
and/or the ABS module is controlling braking or traction
control.
The selector lever is connected to the automatic
transmission and the position switch in the transmission
by a Bowden cable. Movement of the selector lever
moves the position switch via the Bowden cable and
the switch position informs the TCM of the selected
position. The sport/manual +/- CommandShift switch
passes manual/sport selections to the TCM. An
additional switch provides a selector lever in park
position signal. Once the selector lever position is
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							confirmed, the TCM outputs appropriate information
which is received by the instrument cluster to display
the gear selection information in the message centre.
The Mechatronic valve block also contains the speed
and temperature sensors. These are integral with the
Mechatronic valve block and cannot be serviced
individually. The speed sensors measure the
transmission input and output speeds and pass signals
to the TCM. The fluid temperature sensor is also located
in the valve block and measures the fluid temperature
of the transmission fluid in the fluid pan.
The TCM is connected to the starter relay coil. When
the selector lever is in PARK or NEUTRAL, the module
provides a ground for the coil allowing the starter relay
to be energised and allow starter motor operation. If the
selector lever is in any other position, the module will
not provide the ground preventing starter motor
operation.
Inputs and Outputs
Connector C0193
The following table shows the connector pin details for
the connector on the transmission.
Input/OutputDescriptionPin No.
InputManual/sport shift programme selection1
Input/OutputCAN low2
Input/OutputDiagnostic ISO9141 K Line bus3
InputCommandShift™ - (downshift)4
InputCommandShift™ + (upshift)5
Input/OutputCAN high6
OutputShiftlock power supply7
-Not used8
InputIgnition position II supply 12V9
InputPark/Neutral signal (starter inhibit)10
OutputShiftlock ground11
InputSelector lever in park position confirmation signal12
-Ground 113
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							Input/OutputDescriptionPin No.
InputPermanent power supply 12V14
-Not used15
-Ground 216
DIAGNOSTICS
The diagnostic socket is located in the lower instrument
panel closing panel, on the drivers side, below the
steering column.
The diagnostic socket allows the exchange of
information between the various modules on the bus
systems and T4 or a diagnostic tool using ISO14229
protocol. The information is communicated to the socket
via the high speed CAN bus from the TCM. This allows
the retrieval of diagnostic information and programming
of certain functions using T4 or a suitable diagnostic
tool.
The TCM uses a P code strategy which stores industry
standard Diagnostic Trouble Codes (DTC) relating to
faults.
Fault DescriptionComponent/SignalP Code
Signal not plausibleKickdownP012100
Signal not plausibleStall speed/engine overspeedP021900
General fault typeWheel speeds plausible signalP050000
Signal not plausibleWheels speeds plausible signalP050100
General fault typePower supply (battery)P056100
Signal voltage too lowPower supply (battery)P056200
Signal voltage too highPower supply (battery)P056300
Signal not plausibleEPROM/FLASH ChecksumP060100
Signal not plausibleBattery buffered RAMP060300
Signal not plausibleEPROM/FLASH Checksum after soft-
ware verification
P060500
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							Fault DescriptionComponent/SignalP Code
General fault type
Signal not plausible
Short circuit to power supply
Short circuit to ground
Circuit break
Short circuit to ground or power
break
Signal voltage too high
Signal voltage too low
Function specific, see monitoring
function
Watchdog locking mechanismP061300
General fault type
No change in signal
Function specific, see monitoring
function
Micro controller componentsP061300
General fault typeEEPROM communicationP062F00
Signal voltage too high or too lowSensor supply voltageP064100
Signal not plausible
Circuit break
Power supply pressure regulators and
solenoids
P065700
Short circuit to groundPower supply pressure regulators and
solenoids
P065800
Short circuit to power supplyPower supply pressure regulators and
solenoids
P065900
Signal voltage too lowMicro processor chip temperature sensorP066800
Signal voltage too highMicro processor chip temperature sensorP066900
General fault type
Signal not plausible
Signal voltage too high
Combination of impossible substitute
functions
P070000
Signal not plausibleSelector position switchP070500
Circuit breakTransmission oil temperatureP071000
General fault type
Signal voltage too high
Transmission oil temperatureP071100
Short circuit to groundTransmission oil temperatureP071200
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							Fault DescriptionComponent/SignalP Code
Short circuit to power supplyTransmission oil temperatureP071300
Short circuit to ground or power
break
Signal voltage too high
Signal voltage too low
Transmission turbine speed sensorP071600
Short circuit to power supplyTransmission turbine speed sensorP071700
Short circuit to power supply
Short circuit to ground or power
break
Transmission output shaft speed sensorP072000
Signal voltage too high
Signal not plausible
Transmission output shaft speed sensorP072100
Signal not plausibleFalling gradient on output speedP072100
Signal not plausibleGear ratio - 6th gearP072900
Signal not plausibleGear ratio symptomP073000
Signal not plausibleGear ratio - 1st gearP073100
Signal not plausibleGear ratio - 2nd gearP073200
Signal not plausibleGear ratio - 3rd gearP073300
Signal not plausibleGear ratio - 4th gearP073400
Signal not plausibleGear ratio - 5th gearP073500
Signal not plausible
General fault type
Gear ratio - reverse gearP073600
Circuit breakEPRS 6P074000
General fault typeTorque converter clutch permanently
open
P074100
Signal voltage too high or too lowEPRS 1P074800
Short circuit to power or ground
Circuit break
Shift control solenoid valveP075100
short circuit to groundShift control solenoid valveP075200
Short circuit to power supplyShift control solenoid valveP075300
Signal voltage too high or too lowEPRS 2P077800
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							Fault DescriptionComponent/SignalP Code
Signal voltage too high
No change in signal
Gear load symptomP078000
Signal voltage too high
No change in signal
Gear load during shift 1st to 2ndP078100
Signal voltage too high
No change in signal
Gear load during shift 2nd to 1stP078100
Signal voltage too high
No change in signal
Gear load during shift 2nd to 3rdP078200
Signal voltage too high
No change in signal
Gear load during shift 3rd to 2ndP078200
Signal voltage too high
No change in signal
Gear load during shift 3rd to 4thP078300
Signal voltage too high
No change in signal
Gear load during shift 4th to 3rdP078300
Signal voltage too high
No change in signal
Gear load during shift 4th to 5thP078400
Signal voltage too high
No change in signal
Gear load during shift 5th to 4thP078400
Signal voltage too high or too lowEPRS 3P079800
General fault type
Signal not plausible
Lever locking mechanismP081C00
Signal not plausibleManual/Sport switch moduleP082600
Signal voltage too highGear load during shift 4th to 5thP082900
No change in signalGear load during shift 5th to 6thP082900
No change in signalGear load during shift 6th to 5thP082900
Signal not plausiblePark/Neutral signal plausibilityP085000
General fault typeOil temperature monitoringP089700
Signal not plausibleTransmission oil temperature (cross-
check against processor chip temperature)
P093800
Short circuit to ground or power
break
Circuit break
EPRS 1P096000
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							Fault DescriptionComponent/SignalP Code
Short circuit to groundEPRS 1P096200
Short circuit to power supplyEPRS 1P096300
Short circuit to ground or power
break
Circuit break
EPRS 2P096400
Short circuit to groundEPRS 2P096600
Short circuit to power supplyEPRS 2P096700
Short circuit to ground or power
break
Circuit break
EPRS 3P096800
Short circuit to groundEPRS 3P097000
Short circuit to power supplyEPRS 3P097100
General fault typeHot shutdownP178300
Short circuit to ground
Short circuit to power supply
Circuit break
Shift interlock solenoidP182500
Signal voltage too high or too lowEPRS 4P271600
Short circuit to ground or power
break
Circuit break
EPRS 4P271800
Short circuit to groundEPRS 4P272000
Short circuit to power supplyEPRS 4P272100
Signal voltage too high or too lowEPRS 5P272500
Short circuit to ground or power
break
Circuit break
EPRS 5P272700
Short circuit to groundEPRS 5P272900
Short circuit to power supplyEPRS 5P273000
Signal voltage too highEPRS 6P275900
Short circuit to ground or power
break
EPRS 6P276100
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