Within two weeks, several gearbox faults happened but after stop and restart the engine its all back to normal. plug in the Hawkeye Diagnostic there are 2 fault code:
P0730: Incorrect Gear Ratio Slip Speed Too high between Input and Output Shaft Speeds in 6th gear.
P0735: Gear 5 Incorrect Ratio.
The gearbox has twice double flush within 2 years. Can someone tell me what is wrong the gearbox OR converter.
Thanks in advance. 2005 RRS TDV6 HSE Java Black
2005 997 C2

Tim,

I know I reset and recalibrated your gearbox/Torque converter when I did the updates. It may be that it would benefit from having this done again. I'm not sure what would have caused those faults specifically.
Are there any other symptoms?

Ian Bodsys Brake Bible
Software Updates Contact me
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Clock On The Dash/ SNOTM /3Flash / BT Update /Service Reset/Error Codes read\ Gearbox Reset
See it HERE

Definitely no other symptom, Bodsy. 2005 RRS TDV6 HSE Java Black
2005 997 C2

i wonder if the mechatronic control in the gearbox is sticking (it's the bit that controls where the fluid goes for gear changes etc.)

Id start off with a gearbox reset and recalibration TBH. not sure if there's anyone else with a RRS Faultmate near you, but an autologic garage should also be able to do the same.

I can give you a call when I'm next down your way if its not sorted by then.  Bodsys Brake Bible
Software Updates Contact me
RRS Timed Heat/Remote kits - Contact me
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Clock On The Dash/ SNOTM /3Flash / BT Update /Service Reset/Error Codes read\ Gearbox Reset
See it HERE

Thanks Bodsy. I'll go down to Dartford transmission to have it checked. 2005 RRS TDV6 HSE Java Black
2005 997 C2

 Bodsys Brake Bible
Software Updates Contact me
RRS Timed Heat/Remote kits - Contact me
BAS Engine Re-maps/ EGR Blank EuIII and EuIV
Clock On The Dash/ SNOTM /3Flash / BT Update /Service Reset/Error Codes read\ Gearbox Reset
See it HERE

It's been confirmed that the clutch(s) is 'thin' and need to be changed. Cost approx. 2k +VAT and take a week to be done.
Anyone know where it can be done cheaper. Thanks 2005 RRS TDV6 HSE Java Black
2005 997 C2

Bad news sorry to hear that. Maybe worth getting a second opinion? Perhaps give these chaps a ring - ask to speak to Jason.

http://www.stephensengineering.co.uk/news/...verter.php

possibly not the least expensive but been in the business a long time and specialise in torque converters. I've only used them to convert my autobox to the steel sump and change the ATF but I understand a lot of garages send their customer's cars there. 2008 MY Java Black TDV8 HSE

tim, Bristol Transmissions (a bit of a trek I know) would provide a recon torque converter for approx £450 plus fitting and oil. They have a very good reputation.
Their recon torque converters have all new friction pads and you can even see them re-building some if youre that interested.

I've not used it myself and cant personally vouch for it, but people have used Dr Tranny (yes I know......) and had success in reducing or removing the slip in the TC.

A cheap solution perhaps, but you do need to feed it into the gearbox. Usual place is to undo the connections at the front radiator and try syringing it in.

If the TC is already on its way out, then it may give it a bit more life?

http://www.ebay.co.uk/itm/Dr-Tranny-Lube-A...27d2a176fe Bodsys Brake Bible
Software Updates Contact me
RRS Timed Heat/Remote kits - Contact me
BAS Engine Re-maps/ EGR Blank EuIII and EuIV
Clock On The Dash/ SNOTM /3Flash / BT Update /Service Reset/Error Codes read\ Gearbox Reset
See it HERE

But they say its the clutch that make the slip in 5th and 6th gear. With that figure they'll change both clutch and TC. Don't know much about auto gearbox. What you think. 2005 RRS TDV6 HSE Java Black
2005 997 C2

There are several clutches in the gearbox but the one they're most likely talking about is the torque converter lock-up clutch.

Quote:

The Torque Converter Clutch (TCC) is hydraulically controlled by an electronic pressure regulating solenoid (EPRS4)
which is controlled by the TCM. This allows the torque converter to have three states of operation as follows:

z Fully engaged
z Controlled slip variable engagement
z Fully disengaged
The TCC is controlled by two hydraulic spool valves located in the valve block. These valves are actuated by pilot
pressure supplied via a solenoid valve which is also located in the valve block. The solenoid valve is operated by PWM
signals from the TCM to give full, partial or no lock-up of the torque converter.

The lock-up clutch is a hydro-mechanical device which eliminates torque converter slip, improving fuel consumption. The
engagement and disengagement is controlled by the TCM to allow a certain amount of controlled 'slip'. This allows a small
difference in the rotational speeds of the impeller and the turbine which results in improved shift quality. The lock-up
clutch comprises a piston and a clutch friction plate.

In the unlocked condition, the oil pressure supplied to the piston chamber and the turbine chamber is equal. Pressurised
fluid flows through a drilling in the turbine shaft and through the piston chamber to the turbine chamber. In this condition
the clutch plate is held away from the torque converter body and torque converter slip is permitted.

In the locked condition, the TCC spool valves are actuated by the electronic pressure regulating solenoid (EPRS4). The
fluid flow in the unlocked condition is reversed and the piston chamber is vented. Pressurised fluid is directed into the
turbine chamber and is applied to the clutch piston. The piston moves with the pressure and pushes the clutch plate
against the torque converter body. As the pressure increases, the friction between the clutch plate and the body
increases, finally resulting in full lock-up of the clutch plate with the body. In this condition there is direct mechanical drive
from the engine crankshaft to the transmission planetary gear train.

Hi Guys, bit of a long story .. Sorry, I noticed a small gearbox leak coming from the valve sleeve, only way to stop that is to remove the gearbox pan so I thought I might as well get a new sleeve, fluid and filter, had it done at a Land Rover specialist... He took it for a spin and although I've never seen it, he got it to come up with transmission fall error limited gears available message, he reassured it was'nt the TC and said we were going up hill and it was the fuild being low and it would be solved with the fuild and filter change we're were gonna do... Anyway waited around and got it back and it was horrible.., I was getting the limited gears every 5 minutes... It wouldn't up to 3rd and I had to keep shutting down to clear and drive another few hundred yeads... Anyway took it back the next day on a flatbed... I was convinced the levels were wrong.. He plugged it in his diagnostic machine and it said gear ratio incorrect and slipping between 2 and 3rd gears.. Drained the fluid and filled it again.. A bit better, today I was told it needs a rebuild for 3k...

I did 10 miles driving in manual mode, I'm able to get it to go into 3rd by lifting off the gas pedal and pushing the gear lever up and goes in, if don't I won't lift, it try's 3 times then limited gears message appears..

It's a 2006 sport hse 108k, a few times it's given transmission fault on the motorway but drove fine.. Any help would be appreciated

Can a software update help? I forgot to add this to my message.

Don't think so...  Visiting from DISCO3.CO.UK
2006 Discovery 3 TDV6 Auto HSE Zambezi Silver

I had all this and more with mine, it can't be fixed, the autobox needs a complete rebuild, mine cost £1800 07,TDV8,Black, Black Heated leather all round, Rear Entertainment with Headpones & Remote, TV, DVD, Pure Dab Digital Radio, Sidesteps, Adaptive Headlights, sunroof, now working fuel burning heater )))