The torque converter is separate to the transmission i.e. you don’t need to open up the transmission to replace it, though you do need to drop the transmission out of the car to gain access to it. Any competent mechanic can replace a torque converter. There’s no specialist knowledge of automatic...

You have the ZF 6HP26X transmission. “...It's started to hang on to 4th gear up to about 3k revs before it can be forced to shift down by lifting off the throttle a few times...” I assume you mean shift up rather than shift down? One reason for the transmission to hold on to the lower gears is...

Sounds like you have a worn rear stator bush. I would check the E-clutch circuit with air pressure, to confirm. https://www.landyzone.co.uk/land-rover/gearbox-speed-sensor.384387/#post-5490737 https://www.landyzone.co.uk/land-rover/help-please-gearbox-issue.330768/#post-4269229 Phil

Could be the output shaft spline which has failed. If the spline isn’t lubricated during assembly then it can fail through fretting corrosion. Common issue on the 6HP26X models, less common on the 6HP28X like yours. Phil

I guess Automatic Transmissions Preston Ltd on Emmanuel Street is the best known in our immediate area. They've been going for donkey's years Phil

If you can record some live data, that may certainly help determine what’s going on. The fewer things you measure, the higher the sampling frequency, so I would suggest just engine speed, turbine speed and output speed initially. The detection of clutch slip and subsequent selection of the next...

I wonder if this is the early signs of a worn rear stator bush. This is a very common issue with the 6HP26 and this bush acts as a seal for the E-clutch hydraulic circuit. When it wears & subsequently leaks, the pressure on the E-clutch drops and the clutch can slip. The transmission control...

Sounds like you may have an issue with either your Forward Clutch, or the Forward Clutch sprag. Even if there was a solenoid problem, or - for that matter- even if you lost all electrical power to the transmission, it should still drive forward in its default gear (4th) as it has a Manual Valve...

https://www.landyzone.co.uk/land-rover/2005-l322-gearbox-problem.342583/page-2#post-4494577 Phil

It could possibly be a torque converter lock-up clutch issue as this follows a different map depending on the range, manual/sports mode, etc. Best wait for the fault codes and then take it from there, I think. Phil

The problematic proportional solenoids used in the 6-speed i.e. 0501 213 959 (blue cap) and 0501 213 960 (yellow cap) are no longer used in the 8-speed, which instead uses 0501 218 796 (orange cap) and 0501 218 797 (white cap). It’s therefore possible that the design of these later solenoids has...

Resetting adaptions is unlikely to be problematic unless one or more of the solenoids is faulty. Unfortunately, solenoid issues with the 6HP26/28 are not uncommon, so there is an element of risk. Land Rover instruct their technicians not to reset the adaptions following a fluid change to avoid...

Unless it’s as simple as the selector cable adjustment being out, driving in Neutral is a pretty sure sign that one of your clutch packs is welded solid. Not that unusual with the GM 5L40-E transmission in the L322, I’m afraid. Phil

I think you’re right. The 8HP70 has a separate chain-driven oil pump in the sump (rather than a traditional type which is concentric with the input shaft). There is therefore no need for a tall suction tube on the filter like on the 6HP26, which is what caused the clearance problem during...

Does this include Reverse? If you let the handbrake off with Park selected, will the car roll? Phil

Unfortunately, with the 5L40-E transmission in the L322, that is the very first thing you should check Phil

Your P0500 error relates, as the code reader states, to a vehicle (i.e. wheel) speed sensor and not to either of the transmission speed sensors. The vibration when climbing gradients could possibly be caused by a worn torque converter lock-up clutch. The clutch slip codes for 5th & 6th gears...

Although solenoid resistance is an easy thing to measure, it unfortunately only tells you the condition of the solenoid windings. The issues with the 6HP26 solenoids generally relate to mechanical wear rather than to an electrical problem: The complete solenoid therefore needs to be tested...

The very first problem which came to light with the 6HP26, following its launch in 2001, was a thump during the 2-1 downshift as the vehicle came to rest. This was a very well-known issue with Jaguar and BMW owners, particularly in the USA (where they dubbed it the ‘tranny slam’ – which could...

Exactly The transmission ECU/controller (which is part of the Mechatronic unit) has a map in its software which tells the transmission to downshift into 1st as the vehicle comes to rest. The Mechatronic has its own input and output speed sensors to tell it when to do this. To achieve...