Possibly the solenoid for that gear has failed, it is quite common and not too hard to source the service items and fit.

EDS 1 controls the A clutch and is a ‘yellow cap’ solenoid, so the pressure it feeds to the clutch increases with increasing current. 0.048A is the minimum solenoid current so the A clutch is ‘off’. This applies to gears P, N, R, 5 & 6.

EDS 2 controls the B clutch and is a ‘blue cap’ solenoid, so the pressure it feeds to the clutch reduces with increasing current. 0.848A is the maximum solenoid current, so no pressure is being fed to the B clutch i.e. it is ‘off’. This applies to gears P, N, 1, 2, 4 & 6.

EDS 3 controls the C brake and is a ‘yellow cap’ solenoid. Maximum current measured on this solenoid means that the C brake is fully engaged. This applies to gears 2 & 6.

EDS 4 controls both the D brake and the E clutch and is a ‘blue cap’ solenoid. Which of the two is being controlled depends upon the active state of another solenoid – MV 1 – which is a simple ‘on-off’ solenoid. If the MV 1 solenoid is ‘on’ the EDS 4 solenoid controls the E clutch (gears 4, 5 & 6). If it is ‘off’ then EDS 4 controls the D brake (gears P, N, R & 1). The table does not appear to show the status of the MV 1 solenoid so we can’t tell from this which of the two is being activated.

EDS 5 controls the transmission’s main hydraulic system pressure and is a ‘blue cap’ solenoid. The current of 0.776A therefore means that the main system pressure is fairly low. In the event of an electrical failure, zero current on this solenoid therefore generates maximum system pressure to ‘get you home’.

EDS 6 controls the torque converter lock-up clutch and is a ‘yellow cap’ solenoid. The pressure applied to the LUC is proportional to engine torque and, in this case, the solenoid is at about half of its maximum pressure.

The only combination that would make sense for these solenoid currents is that the transmission is driving in 6th gear (with the MV 1 solenoid applied).

Click image to enlarge

Click image to enlarge

Click image to enlarge

Thank you very much Phil for the professional response. I just did gearbox maintenance, filter, rubber joints and filter, can be needs more oil?? TY

Thank you very much Phil for the professional response. I just did gearbox maintenance, filter, rubber joints and filter, can be needs more oil?? TY
Sorry I forget to say I was at 120 km h in 6 gear on highway.

Did you follow the correct level-setting procedure (and, in particular, did you have the engine running while you set the level)?

Click image to enlarge

Click image to enlarge

Great explanation Phil, very informative  Cam

2011 TDV8 Vogue in Stornoway Grey

Unfortunately, information on the solenoid currents just before failsafe was triggered doesn’t really tell us anything. What we need to know is what error code has been stored (e.g. P0705, P0734, P0787, etc.) as this explains the reason failsafe was activated.

Phil

Sounds like a loss of communication between modules rather than a specific transmission error. Have any electrical connectors been disturbed or disconnected/reconnected recently?

Phil

Phil

It makes lot of sense what you say, but the problem only happens when in 6 gear and push for more revs a bit harder and goes down to fith , then goes to limp mode.
Can be low amount of diesel as engine ask for more?? Never happens in low gears.