mark stansfield
Active Member
HI,
If the wheel speeds are correct ( which I do not think is correct) then the diffs would take care of that?
If the wheel speeds are correct ( which I do not think is correct) then the diffs would take care of that?
Nope, that data shows a straight line with a failed O/S rear sensor. Going in a circle all the wheel speeds would be different.
mark stansfield
Active Member
Thanks for reply. I do have problems with the driving. The problem with the drive is again something I do not yet know - I put a separate thread on this. I THINK? the torque converter is slipping? The reason for this is - the transmission wont change up from 3 when going up a relatively small hill. The engine is good and strong just wont change up. I have been advised to change the transmission oil to start with. So I will do this first.
I used the Icarsoft to see if I could find a fault with the transmission BUT I just need to find how to use the information the Icarsoft tool gave me!
Thanks
Problem with people buying diag is that it takes a very long time to learn how to use it. Garage technicians as they are now called, spend many hours on courses learning how to interpret readouts. It is not a thing someone who has no mechanical background or experience can do to any degree with any success. Unfortunately owning a diag unit does not make you a mechanic. I have seen your other thread and answered it. You need to get your car to a reputable garage for assessment by someone who knows what he is about. You may eventually end up replacing the box and torque converter, at least that is on the cards.
mark stansfield
Active Member
Thanks.
I am a fully qualified diesel mechanic with 35 years of experience on nearly everything using a diesel engine BUT I do not know what the information this tool is telling me. I can fault find rebuild most engines from single cylinders to V16 (4000HP) Same goes with transmissions. I just need help with finding out where to get information about this tool? The manual is rubbish to say the least. Maybe I should not have bought such a cheap tool but my reasoning behind it was - an introductory tool to see what It does, learn and then move on to a professional tool once I had some knowledge - hence me asking for help with understanding what the readings mean to this tool?
Even though I have a large amount of experience in general I am always more than willing to ask enthusiasts for specific knowledge. They are usually better than they are given credit for.I don't work on Landrover products so I do not know where else to ask.
The drive problem - I just want to make sure there is no electrical / electronic fault that could cause the problem before diving in and making a fool of myself - taking out a box , o/h it putting it back and same fault- pretty quick way to get fired or bankrupt.
So back to my request regarding information as to where I can get info on reading and interpreting the Icarsoft tool screens?
Thanks
Then you must understand what i am saying. Many people buy these things thinking they will be able to sort out their cars easily at minimal cost. If you can't decipher it who the bloody hell can. With fault codes you may get four or five, but experience tells you it is the second one causing all the others. Modern cars and their electronics are a bloody nightmare.
mark stansfield
Active Member
Then you must understand what i am saying. Many people buy these things thinking they will be able to sort out their cars easily at minimal cost. If you can't decipher it who the bloody hell can. With fault codes you may get four or five, but experience tells you it is the second one causing all the others. Modern cars and their electronics are a bloody nightmare.
Thanks
I shall continue with my search and will read all of the electrical info I have found via this forum - manuals etc
For my sins I cannot let a machine beat me - so I will do what is needed to learn. I might buy a professional tool ( one with great manual and web back up) and just put the other buy down to naivety. All the best
Mark
davidsmith1307
Well-Known Member
You won't lose much selling the iCarsoft. Despite their failings they still sell.
IID Tool or RSW All Comms seem to be the preferred high-spec tools, depending on whether you want to bring a laptop to the party.
IID Tool or RSW All Comms seem to be the preferred high-spec tools, depending on whether you want to bring a laptop to the party.
The shift motor turns a lead screw which slides a shift fork to engage either low range, neutral or high range.
The only feedback that the transfer box ECU receives on the shift fork position is the angle that the lead screw has been turned through via a voltage signal from the potentiometer.
The potentiometer does cause issues in older vehicles because the wipers sit on exactly the same part of the potentiometer’s track year in and year out, as low range is so rarely used. The voltage signal becomes intermittent, the transfer box ECU therefore doesn’t know what range it is in and it flags a fault to the transmission ECU which engages failsafe mode. At that point the garage usually replaces the transmission, only to then find out that it’s actually the transfer box causing the problem.
The later Magna Steyr DD295 transfer box (fitted to the 6-speed transmissions and onwards) has two sensors to feedback the range position, but the New Venture 225 unit used in your vehicle only has the one.
If you don’t have any issues with TRANS FAILSAFE PROG being flagged then you can safely assume that the voltage and calculated angle outputs are correct for high range.
Phil
davidsmith1307
Well-Known Member
mark stansfield
Active Member
The shift motor turns a lead screw which slides a shift fork to engage either low range, neutral or high range.
The only feedback that the transfer box ECU receives on the shift fork position is the angle that the lead screw has been turned through via a voltage signal from the potentiometer.
The potentiometer does cause issues in older vehicles because the wipers sit on exactly the same part of the potentiometer’s track year in and year out, as low range is so rarely used. The voltage signal becomes intermittent, the transfer box ECU therefore doesn’t know what range it is in and it flags a fault to the transmission ECU which engages failsafe mode. At that point the garage usually replaces the transmission, only to then find out that it’s actually the transfer box causing the problem.
The later Magna Steyr DD295 transfer box (fitted to the 6-speed transmissions and onwards) has two sensors to feedback the range position, but the New Venture 225 unit used in your vehicle only has the one.
If you don’t have any issues with TRANS FAILSAFE PROG being flagged then you can safely assume that the voltage and calculated angle outputs are correct for high range.
Phil
Great info Thanks. Makes perfect sense.
I don't have TRANS FAILSAFE PROG so thats good.
Oh how though do I / we find information that tells us / shows a graph of angles / Voltages and outcomes in this Venture 225 unit
all the best mark
mark stansfield
Active Member
Hi,
I shall research these tools next year BUT I think a good idea would be for me to put a post here on this forum asking if anyone who uses either or both of these tools would be willing to give me a hour of their time if I called in on them and they show me whats what. I am more than happy to supply the beers needed !
I will keep on using this tool for now and get the best outcome I can from it and learn.
all the best Mark
davidsmith1307
Well-Known Member
biggeeeee
Retired - Living the dream
Problem at least with the IID diagnostic is that the single user unit, is just that, its VIN locked to one vehicle. You would need someone with a Pro tool unlocked for any vehicle and that will cost.
The manual can be viewed here https://www.gap-diagnostic.com/support/documents/IIDTool/
Customer Service is the best I have ever had.
@Bemble , your home movie collection is magnificent!
Oh yes, thank you, and there’s more! Once I’ve got my iPhone out there’s no stopping me! How about this classic “Pouring oil into a F38 Sachs WA4/W260S-2GWK torque converter” from 2015 :
and this 9 second short film from 2016 titled “A ZF 5hp24 valve body assembly being tested on a Hydra-Test machine” :
Obviously I’m hoping that at least one of them gets nominated for a BAFTA next year
Phil
Hey there, sometimes the diag's can struggle to give 100% accuracy also.
Is there any physical issues relating to your questions? I.e. Pulling to one side or low high box changes?
Is there any physical issues relating to your questions? I.e. Pulling to one side or low high box changes?
mark stansfield
Active Member
Hi,
Only issue I am aware of is the possible slipping torque converter? The main thing I am wanting is information that tells me what the readings are telling me so I can get a fuller idea of the tool.
thanks Mark
mark stansfield
Active Member
Hi,
I would be happy to just see the Diagnostic tool working on any LR and be shown what readings it gives and what they mean to the user. Not nescessary on my RR.
I looked at your link - Thanks. It is certainly a well written and informative. And great to hear customer service is good. I will look into this.
Thanks Mark
I have the worn torque converter issue on my p38 along with a noisy worn gearbox.. After 184.000mls it's just a tired assembly.. Saving for a rebuilt unit in the new year..:'( it was suggested to me to have someone in the car while listening under neath with a long screwdriver (mind the spinning bits) and try and listen around the area concerned for unusual noises, crunching, scrunching munching.... Oh christmass day...@_@. Oops of track! That's how I diagnosed my worn out unit. Good luck with the interpretations!
If you want to diagnose a slipping torque converter (and by this I assume you mean that the lock-up clutch is slipping by more than 3% in its controlled slip mode, or possibly when it’s supposed to be fully locked?) then you need to be able to capture live data for the engine speed and turbine speed (and output speed is useful too). I don’t know if your existing diagnostic tool allows you to do this but my Faultmate allowed me to capture .csv files at 1Hz, enabling me to diagnose when my TC lock-up clutch had become worn and required replacement.
Phil
Phil
