Wow, it looks like you have some professional tooling for this job
Didi you buy the valves directly from Sonnax? Did you do all the valves in the valve body? And also the valves in the pump cover?

I bought them on eba y and from suppliers on the web, sonnax only sells them to its sellers

Did you also do the valves in the pump cover? Because that is a transmisson out job...
Was your gearbox behaving strange or what was your reason for this overhaul?

the first thing you notice is the consumption, the second the speed fluctuates, the engine brake is completely missing, after about 1000 km that I felt the rubbing, the gearbox went crazy, it was climbing and revving and dropping by itself at constant speed.
always on the sonnax site, there are also various problems and which tube to replace.
maybe the defects are not the same

https://www.sonnax.com/tech_resources/132-...rse-or-tcc
https://www.sonnax.com/tech_resources/561-...ody-layout

I also feel that consumption seems to decline. Revving is most of the time very stable. Only at 70 kmh it sometimes goes up by 50-100 rpm. That yours did go bang in 1000 kms is bad luck. I will keep an eye on how mine behaves. The revving is hardly noticeable. In the mean time I'm going to dive into the Sonnax info you posted. Thank you!

Joep

In the meantime I got a very friendly reply from a Sonnax Product Support Specialist regarding the Accumulator springs: For a RR they only have specs for the #376 plate valve body. The other plate valve bodies #659 and #802 have slightly different springs, but the #376 should do the job in any L322 3.0 D.

this is interesting

Now I wanted to see how my box and TCC behave. So I hooked up the IID and recorded a run from stand still (parking place) up the motorway.
Form what I learned from some posts of RRPHil (also on RangeRoversNet) the TCC should come in partially at say 40 kmh and then at 90 kmh full. But... as I checked mine it only came in full at 90 kmh. No partial TCC operation at lower speed??


Could someone help me with this? As I was accelerating on the motorway I thought it might be the problem, but on lower throttle on normal roads it does the same: no partial TCC operation. What is wrong here? Any help much appreciated!

Joep

The vehicle speeds that you’re mentioning are for the ZF 5HP24 transmission, which doesn’t have a torsional vibration damper in the LUC. The GM 5L40-E torque converter does, so its calibration may be quite different.

Click image to enlarge

Thanks for your reply Phil!

As the 5L40E does have a torsional vibration damper I would think that it might be more able to cope with earlier (partial) lockup of the TC without unwanted vibrations. Or am I thinking the wrong way round?

I cought up a CSV file but I couldn't work with it so I kind of made something out of it, which is in my previous post. I'm not experienced with reading and working with these CSV files so would be very helpfull. I will capture another file tomorrow and can post it after work.

I'd be very happy to upload the CSV file but unfortunately I don't know how to upload them as I only have a button to upload Photos. Is there a way to upload them? Can someone guide me?

Joep

Hello Phil, recorded some more files yesterday, but as I came home yesterday my laptop was toasted. Just only could log in with my cellphone but can't load up CSV files. I'm off to work and try to send files in a PM to you tonight.

Hello Phil,

Just sent you a PM regarding the CSV files.

Joep

Joep,

I’ve attached the graphs produced from the measured data sets that you kindly sent through to me. Unfortunately, the “Hermagor Hasslacher” data set had a lot of data missing, so I haven’t been able to include that one.





As you say, there’s no evidence whatsoever of the torque converter lock-up clutch being activated in a ‘controlled slip’ mode. In fact, it only engages in 5th gear, and then only when you’re backing off the throttle.

According to RAVE, for the GM 5L40-E transmission:

Lock-up Clutch Mechanism
The Torque Converter Clutch (TCC) is hydraulically controlled by a solenoid which in turn is controlled by PWM signals from the EAT ECU. This allows the torque converter to have three states of operation as follows:
• Fully engaged
• Controlled slip variable engagement
• Fully disengaged

I hope you don’t mind me saying that you appear to have a very heavy right foot 😊. Is there any chance you could capture some data at light throttle openings? The LUC should engage in 3rd, 4th & 5th gears.

Phil