307 Automatic TransmissionTransaxle

Published: 11-May-2011
Automatic Transmission/Transaxle -
Lubricants, Fluids, Sealers and Adhesives
• CAUTIONS:
* Do not use any lubricant other than that specified
+ Do not over lubricate
Item Specification
Recommended lubricant - 3.2 Petrol * Esso JWS 3309 US. Land Rover Part No LR002748
Recommended lubricant - 2.2 Diesel, Vehicles built up to 2011 * Esso JWS 3309 US. Land Rover Part No LR002748
Recommended lubricant - 2.2 Diesel, Vehicles built from 2011 * Nippon AW-1. Land Rover Part No LR0022460
Torque converter nose+ Molykote FB180
Driveshaft spline grease Weicon Anti Seize - 6G92M1C27AA
Fluid pan to transmission sealant LR002912
Capacities
CAUTION: * A final oil level/check/top-up must be carried out when the unit has been installed
Item Capacity (liters/pints/US quarts)

Initial dry fill* 7.0/12.3/7.4
General Specification
Item Specification
Automatic transmission Aisin AW F21 (6 speed auto)
Torque - Maximum:
3.2 Petrol 315 Nm (232 lb-ft)
2.2 Diesel 450 Nm (332 lb-ft)
Gear ratios:
First 4.148:1
Second 2.370:1
Third 1.556:1
Fourth 1.155:1
Fifth 0.859:1
Sixth 0.686:1
Reverse 3.394:1
Final drive ratio:
3.2 Petrol 3.750:1
2.2 Diesel 3.329:1
Torque converter:
3.2 Petrol D260 170K
2.2 Diesel D260 186K2
Transmission control module:
Location Integrated onto top transmission casing
Type - 3.2 Petrol, Vehicles built from 2007 to 2009 SH 7055
Type - 2.2 Diesel, Vehicles built from 2007 to 2010 SH 7055
Type - 3.2 Petrol, Vehilces built up to 2011 SH 7058
Type - 3.2 Petrol and 2.2 Diesel, Vehicles built from 2011 SH 7058
Torque Specifications
Description Nm lb-ft
3 way solenoid S1 10 7
3 way solenoid S2 10 7
Cover plate bolt - PTU side - 2.2 Diesel only 24 18
Cover plate bolt- starter side - 2.2 Diesel only 24 18
Drain plug bolt 47 35
Fill plug Torx bolt 39 29
Flexplate to torque converter bolts 60 44
Fluid pan Torx bolts 13 10
Lock plate bolt - oil temperature sensor 10 7
Main control valve body bolts 10 7
Overflow Torx bolt 7 5
Suction cover - valve body assy 10 7
Transmission control module (TCM) bolts 24 18
Transmission control module (TCM) support bracket 25 18
Speed Sensor - Input 5 3.7
Transmission to engine bolts - M10:
3.2 Petrol 48 35
2.2 Diesel 65 48
Transmission to engine bolts - M8 - petrol 3.2l engine only 24 18
Automatic Transmission/Transaxle - Transmission Description
Description and Operation
COMPONENT LOCATION
Item Part Number Description

1 - Transmission selector lever assembly
2 - Cable bracket
3 - Automatic transmission
4 - Transmission Control Module (TCM)
5 - Lever arm
6 - Transmission fluid cooler
OVERVIEW
The AW F21 automatic transmission is a 6 speed, electronically controlled unit manufactured by Aisin AW in Japan. The
transmission represents the latest in automatic transmission technology for a transverse, All Wheel Drive (AWD) unit. The
transmission features lock-up slip control, 'CommandShift™' functions and automatic and driver selectable modes to give
the optimum on and off road performance.
The transmission is controlled by a TCM which contains software to provide operation as a semi-automatic
'CommandShift™' transmission. The TCM allows the transmission to be operated as a conventional automatic unit by
selecting P, R, N, D on the selector lever. Movement of the selector lever across the gate to the 'M/S' position puts the
transmission into electronic 'Sport' mode. Further movement of the lever in a longitudinal direction to the + or – position
puts the transmission into electronic manual 'CommandShift™' mode.
For additional information, refer to: External Controls (307-05 Automatic Transmission/Transaxle External Controls,
Description and Operation).
The AW F21 transmission has the following features:
Designed to be maintenance free

Torque capacity of 450 Nm
Transmission fluid is fill for life
The torque converter features a controlled slip feature with electronically regulated lock-up control on gears 2 to 6
Shift programs controlled by the TCM
TCM has an adaptive capability to ensure efficient gear shift quality throughout the service life of the transmission
Diagnostics available from the TCM via the high speed Controller Area Network (CAN) bus.
TRANSMISSION
The transmission comprises the main casing which houses all of the transmission components. The torque converter is
located in a separate converter housing.
AW F21 Automatic Transmission - Sectional View

1 - Clutch - C2
2 - Brake - B2
3 - One-way clutch - F1
4 - Clutch - C1
5 - Brake - B1
6 - Clutch - C3
7 - Torque converter
8 - Fluid pump
9 - Differential assembly
10 - Counter driven gear
11 - Counter drive gear
The main casing retains the fluid at the bottom. A combined drain/filler plug is located in the bottom of the casing. The oil
level is checked by removing the inner fill plug when the transmission fluid is at a temperature of between 50 to 60°C (122
to 140°F). W hen the oil flow becomes a drip from the plug hole, the level is correct.
The transmission has a fluid cooler which is located on the Left Hand (LH) end of the radiator. The cooler is connected to
the transmission converter housing by 2 pipes. The fluid cooler is connected into the engine cooling system and cools the
transmission fluid by heat transfer through the cooler to the engine coolant.
For additional information, refer to: Transmission Cooling (307-02 Transmission/Transaxle Cooling, Description and
Operation).
TORQUE CONVERTER

1 - Torque converter housing
2 - Lock-up clutch
3 - Turbine
4 - Impeller
5 - Stator
6 - Fluid pump
7 - Input shaft
The torque converter is the coupling element between the engine and the transmission and is located in the transmission
housing, on the engine side of the transmission. The driven power from the engine crankshaft is transmitted hydraulically
and mechanically through the torque converter to the transmission. The torque converter is connected to the engine by a
drive plate.
The torque converter comprises an impeller, a stator and a turbine. The torque converter is a sealed unit with all
components located between the converter housing cover and the impeller. The two components are welded together to
form a sealed, fluid filled housing. W ith the impeller welded to the converter housing cover, the impeller is therefore
driven at engine crankshaft speed.
The torque converter contains a hydraulically operated lock-up clutch which is controlled by the TCM via a solenoid in the
valve block which actuates spool valves to control the hydraulic pressure applied to the clutch. This allows the TCM to
provide 3 modes of converter operation; unlocked, partially locked and fully locked.
VALVE BLOCK
The valve block is located in a vertical position at the front of the transmission main casing, behind a sealed cover. The
valve block contains a number of solenoids, dampers and spool valves to control the transmission operation. The solenoids
are controlled by the TCM to provide gear changes and smooth transition between ratio changes.
Solenoids

1 - 3-W ay solenoid - S1
2 - 3-W ay solenoid - S2
3 - Line pressure control solenoid - SLT
4 - Shift control solenoid - SLC2
6 - Lock-up control solenoid - SLU
8 - Shift control solenoid - SLB1
9 - Valve block
Shift Control Solenoids - SLC1, SLC2, SLC3, SLB1
The shift control solenoids (SLC1, SLC2, SLC3 and SLB1) are installed on the front valve body. The solenoids respond to
inputs from the TCM and control the hydraulic pressure applied to the clutches (C1, C2 and C3) and to the brake B1 to
provide smooth shifting. The TCM uses a single or a combination of these solenoids to provide shifts from 1st to 6th gear.
If a solenoid fails, the TCM will remove the current to the shift control solenoids and the transmission will use limp home
mode, to prevent damage to the transmission.
Line Pressure Control Solenoid - SLT
The line pressure control solenoid (SLT) is installed on the front valve body. The solenoid is controlled in a linear manner
by the TCM which uses throttle opening degree signals and engine torque information from the Engine Control Module
(ECM) to determine the solenoid operation. The solenoid controls the line pressure applied to the clutches and brakes to
provide smooth shifting.
If the solenoid fails, the TCM will remove the current supplied to the solenoid. Maximum line pressure will be applied to
the clutches and brakes unless the failure is due to the solenoid valve sticking, which may result in low line pressure.
Lock-Up Control Solenoid - SLU
The lock-up control solenoid is installed on the front valve body. The solenoid is controlled in a linear manner by the TCM
which uses engine speed, throttle opening degree signals and transmission speed sensor signals to determine the
solenoid operation. The solenoid controls the amount of lock-up or slip required for the torque converter lock-up clutch.
If the solenoid fails, the TCM removes the current supplied to the solenoid which results in no torque converter lock-up
being applied.
3-W ay Solenoid - S1, S2
The 3-way solenoid (S1) is located on the center valve body and solenoid (S2) is located on the front valve body. The
solenoids are on/off solenoids controlled by the TCM. A combination of the 2 solenoids is used to operate either the 1st
gear engine braking or enable gear shifts.
If a solenoid fails, the TCM will remove the current supplied to both solenoids.
Speed Sensors
1 - Speed Sensor (SP) - Output shaft speed
3 - C2 clutch drum
4 - Speed sensor (NIN)
Two speed sensors (NIN and SP) are used in the transmission and are located within the transmission housing. Speed
sensor (SP) is located adjacent to the counter drive gear and reads from the gear teeth to provide an output shaft speed
signal. Speed sensor (NIN) is located adjacent to the clutch C" drum and reads off teeth on the outer circumference of the
drum to provide an input shaft speed. Both speed signals are received by the TCM which uses the 2 signals to calculate
engine torque output, shift timing and torque converter lock-up.
Fluid Temperature Sensor
The fluid temperature sensor is integrated into the internal wiring harness within the transmission. It detects the fluid
temperature in the hydraulic pressure control circuit and transmits a signal corresponding to the temperature to the TCM.
The TCM monitors the temperature and provides smooth gear shifts across a wide range of temperatures.
DRIVE CLUTCHES
Multiplate Drive or Brake Clutch – Typical
1 - Input shaft
2 - Main pressure supply port
3 - Piston
4 - Cylinder – External plate carrier
5 - Clutch plate assembly
6 - Baffle plate
7 - Diaphragm spring
8 - Output shaft
9 - Bearing
10 - Dynamic pressure equalisation chamber
11 - Piston chamber
12 - Lubrication channel
There are three drive clutches and two brake clutches (B2 is a multiplate brake clutch & B1 is a double wrap brake band)
used in the AW F21 transmission. Each clutch comprises one or more friction plates dependent on the output controlled. A
typical clutch consists of a number of steel outer plates and inner plates with friction material bonded to each face.
Clutch / Brake Operation

C1 Clutch Connects the front planetary carrier to the rear planetary rear sun gear
C2 Clutch Connects the intermediate shaft to the rear planetary carrier
C3 Clutch Connects the front planetary carrier to the rear planetary middle sun gear
B1 Brake Locks the rear planetary middle sun gear
B2 Brake Locks the rear planetary carrier
The clutch plates are held apart mechanically by a diaphragm spring and hydraulically by dynamic pressure. The pressure is
derived from a lubrication channel which supplies fluid to the bearings etc. The fluid is passed via a drilling in the output
shaft into the chamber between the baffle plate and the piston. To prevent inadvertent clutch application due to pressure
build up produced by centrifugal force, the fluid in the dynamic pressure equalization chamber overcomes any pressure in
the piston chamber and holds the piston off the clutch plate assembly.
When clutch application is required, main pressure from the fluid pump is applied to the piston chamber from the supply
port. This main pressure overcomes the low pressure fluid present in the dynamic pressure equalization chamber. The
piston moves, against the pressure applied by the diaphragm spring, and compresses the clutch plate assembly. W hen the
main pressure falls, the diaphragm spring pushes the piston away from the clutch plate assembly, disengaging the clutch.
One-Way Clutch
One-W ay clutch - Typical

1 - Roller
2 - Cage
3 - Spring
4 - Inner race
The roller clutch used on the one-way clutch uses parallel rollers, located between the smooth, cylindrical inner race and
the inclined cam faces of the clutch body. Springs are used to hold the rollers in position between the two contact faces.
When the clutch is rotated in a clockwise direction, the rollers become trapped between the inner race and the inclined
cam faces of the clutch body, providing positive (locked) rotation of the inner race, locking the counter-clockwise rotation
of the rear planetary carrier. When the clutch is rotated in a clockwise direction, the rollers are moved away from the
inclined cam faces and can rotate freely (unlocked) with the clutch body, providing no drive from the clutch to the rear
planetary carrier. In this condition the clutch can rotate freely on the inner race.
PLANETARY GEAR TRAIN

A - Double web planetary gear train - Rear
B - Single web planetary gear train - Front
1 - Clutch C2
2 - Brake B2
3 - Free wheel clutch F2
5 - Brake B1
6 - Clutch C1
7 - Clutch C3
8 - Fluid pump
9 - Input shaft
10 - Differential gear assembly
11 - Counter gear assembly
12 - Pinion gears
13 - Sun gears
14 - Ring gear
15 - Pinion gear
16 - Sun gears
17 - Ring gear
The planetary gear trains used on the AW F21 transmission comprise a single web planetary gear train and a double web
planetary gear train. These gear trains are known as Ravignaux type gear trains and together produce the six forward
gears and the one reverse gear.
Engine torque is transferred, via operation of single or combinations of clutches to the two planetary gear trains. Both gear
trains are controlled by reactionary inputs from brake clutches to produce the six forward gears and one reverse gear. The
ratios are as follows:
Gear 1st 2nd 3rd 4th 5th 6th Reverse

Ratio 4.148 2.370 1.556 1.155 0.859 0.686 3.394
POWER FLOWS
Operation of the transmission is controlled by the TCM which electrically activates various solenoids to control the
transmission gear selection. The sequence of solenoid activation is based on programmed information in the TCM memory
and physical transmission operating conditions such as vehicle speed, throttle position, engine load and selector lever
position.

1 - Clutch - C2
2 - Brake - B2
3 - One-way clutch - F1
4 - Brake - B1
5 - Clutch - C1
6 - Clutch - C3
Power Flow - 1st Gear Engine Braking
Solenoid Operation
Transmission Selector Lever Position Solenoid
SLC 1 SLC 2 SLC 3 SLB 1 S1 S2
D Engine Brake - X X X X X
X = Operating
Clutch and Brake Operation

Transmission Selector Lever Position Clutch Brake One-Way clutch
C1 C2 C3 B1 B2 F1
D Engine Brake X - - - X X
X = Operating
When the engine brake is active, driving force is transmitted to the transmission from the road wheels, via the power
transfer unit. The rear planetary carrier is locked from clockwise rotation by the one-way clutch (F1) and brake (B2). This
results in torque from the wheels being transmitted directly to the engine, providing engine braking.
Power Flow - 1st Gear
Solenoid Operation
D 1st Gear - X X X - -
X = Operating
C1 C2 C3 B1 B2 F1
D 1st Gear X - - - - X
X = Operating
The planetary gear trains are in the following conditions:
Front planetary gear train

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier
Rear planetary gear train

- Input: Rear sun gear
- Locked: Carrier
- Output: Ring gear
Front Planetary Gear Train
The input shaft rotates in a clockwise direction, driven by the torque converter. The planetary ring gear rotates in a
clockwise direction along with the planetary pinion gear which also rotates clockwise on its axis and orbit. The planetary
sun gear is locked by the fluid pump which causes it to press against the planetary ring gear and orbit the sun gear,
rotating on its axis.
The front planetary carrier rotates clockwise in the same direction as the planetary pinion gear. The clutch (C1) is activated
and locks the planetary carrier to the rear planetary sun gear.
Rear Planetary Gear Train
The planetary sun gear rotates in a clockwise direction. The planetary short pinion gear rotates in a counter-clockwise
direction. The planetary carrier attempts to rotate in the same direction but is restrained by the one-way clutch (F1).
The long pinion gear rotates clockwise on its axis and the middle sun gear rotates counter-clockwise while idling. The ring
gear is rotated by the long pinion gear and drives the counter drive gear in a clockwise direction.
The counter driven gear is driven in a counter-clockwise direction which in turn drives the differential ring gear in a
clockwise direction.
Power Flow - 2nd Gear
Solenoid Operation
D 2nd Gear - X X - - -
X = Operating

C1 C2 C3 B1 B2 F1
D 2nd Gear X - - X - -
X = Operating

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier

- Input: Rear sun gear
- Locked: Middle sun gear
- Output: Ring gear
and locks the planetary carrier to the rear planetary sun gear.
The planetary sun gear and the carrier rotate in a clockwise direction. The middle sun gear is locked by the brake (B1). The
short pinion gears rotate counter-clockwise on its axis and orbits in a clockwise direction. The long pinion gears rotates
clockwise on its axis and its orbit.
The ring gear is rotated in a clockwise direction by the long pinion gear. The ring gear and the counter drive gear both
rotate in a clockwise direction.
The counter driven gear is driven in a counter-clockwise direction which in turn drives the differential ring gear in a
• NOTE: Engine braking is available when this gear is selected.
Power Flow - 3rd Gear
Solenoid Operation
D 3rd Gear - X - X - -
X = Operating

C1 C2 C3 B1 B2 F1
D 3rd Gear X - - X - -
X = Operating

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier

- Input: Middle sun gear
- Locked: -
- Output: Ring gear
and locks the planetary carrier to the rear planetary sun gear. Clutch (C3) is also activated and locks the carrier to the
middle sun gear.
The planetary short pinion gear and the long pinion gear are engaged which causes both pinion gears to lock due to the
different rotational directions. Torque from the sun gear and middle sun gear is transmitted to the planetary ring gear
which rotates clockwise in the same direction as the planetary carrier.
The counter drive gear rotates in a clockwise direction with the ring gear.
The counter driven gear is rotated in a counter-clockwise direction which in turn drives the differential ring gear in a
Power Flow - 4th Gear
Solenoid Operation
D 4th Gear - - X X - -
X = Operating

C1 C2 C3 B1 B2 F1
D 4th Gear X X - - - -
X = Operating

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier

- Input: Rear sun gear, Carrier
- Locked: -
- Output: Ring gear
and locks the planetary carrier to the rear planetary sun gear. The intermediate shaft rotates in the same direction as the
input shaft. Clutch (C2) is also activated rotates in the same direction as the intermediate shaft.
The planetary carrier rotates in a clockwise direction with the intermediate shaft. The short pinion gear rotates clockwise
on its axis and orbits at a faster speed than the sun gear. The long pinion gear rotates counter-clockwise on its axis and
orbit. The rotation of the ring gear is in a clockwise direction and is slower than the rotation of the carrier due to the long
pinion gear's rotation is counteracted by the planetary carrier.
The counter drive gear rotates in a clockwise direction with the ring gear.
Solenoid Operation
D 5th Gear X - - X - -
X = Operating

C1 C2 C3 B1 B2 F1
D 5th Gear - X X - - -
X = Operating

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier

- Locked: -
- Output: Ring gear
and locks the planetary carrier to the rear planetary middle sun gear. The intermediate shaft rotates in the same direction
as the input shaft. Clutch (C2) is also activated and rotates in the same direction as the intermediate shaft.
The middle sun gear rotates clockwise in the same direction as clutch (C3). The deceleration of the front planetary gear
slows the speed of the input shaft. The intermediate shaft rotates clockwise in the same direction as the input shaft. The
planetary carrier also rotates clockwise in the same direction as the intermediate shaft.
The long pinion gear rotates clockwise on its axis and orbit. The carrier rotates faster than the middle sun gear which
causes the middle pinion gear to be cancelled out by the speed difference. The middle pinion gear orbits and rotates on its
axis in a clockwise direction.
The planetary ring gear rotates in a clockwise direction. The speed of the ring gear is faster than the planetary carrier
because the long pinion gear's rotation is combined with the planetary carrier's speed. The counter drive gear rotates in a
clockwise direction with the ring gear.
Solenoid Operation
D 6th Gear X - X - - -
X = Operating

C1 C2 C3 B1 B2 F1
C1 C2 C3 B1 B2 F1
D 6th Gear - X - X - -
X = Operating

- Input: -
- Locked: -
- Output: -

- Input: Carrier
- Locked: Middle sun gear
- Output: Ring gear
The input shaft rotates in a clockwise direction, driven by the torque converter. The intermediate shaft rotates clockwise in
the same direction as the torque converter. Clutch (C2) locks the intermediate shaft to the rear planetary carrier.
The planetary carrier rotates clockwise in the same direction as the intermediate shaft. The planetary long pinion gear
rotates clockwise on its axis and orbit. The rotational speed of the middle sun gear increases with input shaft speed
because it is locked.
The planetary ring gear rotates in a clockwise direction. The speed of the ring gear is faster than the planetary carrier
because the long pinion gear's rotation is combined with the planetary carrier's speed. The counter drive gear rotates in a
clockwise direction with the ring gear.
Power Flow - Reverse Gear
Solenoid Operation
R Reverse Gear - Less than 11 volts X X - X - -
R Reverse Gear - More than 11 volts X X X X - -
X = Operating

C1 C2 C3 B1 B2 F1
R Reverse Gear - Less than 11 volts - X - X - -
R Reverse Gear - More than 11 volts - - - - X -
X = Operating

- Input: Ring gear
- Locked: Sun gear
- Output: Carrier

- Locked: Carrier
- Output: Ring gear
The input shaft rotates in a clockwise direction, driven by the torque converter. The planetary ring gear rotates clockwise
with the input shaft.
The pinion gear rotates clockwise on its axis and orbit. The planetary sun gear is locked by the fluid pump which causes it
to press against the planetary ring gear and orbit the sun gear, rotating on its axis. The planetary carrier rotates clockwise
with the pinion gear orbit.
Clutch (C3) is activated and rotates clockwise and locks the planetary carrier to the rear planetary middle sun gear.
The middle sun gear rotates clockwise with the clutch (C3), but at a lower speed than the input shaft. Brake (B2) is
activated and locks the planetary carrier. The long pinion gear rotates counter-clockwise which in turn rotates the ring gear
counter-clockwise.
The counter drive gear rotates in a counter-clockwise direction with the ring gear at the same speed.
The counter driven gear is rotated in a clockwise direction which in turn drives the differential ring gear in a counter-
Power Flow Neutral
Solenoid Operation
N Neutral X X X X - -
X = Operating

C1 C2 C3 B1 B2 F1
R Reverse Gear - - - - - -
X = Operating
In neutral, all the solenoids, except the 3 way solenoids, are energised and the clutches and brakes are all disengaged.
This allows rotation from the input shaft to rotate the front planetary gear train without transferring any drive to the
differential ring gear.
TRANSMISSION CONTROL MODULE (TCM)

1 - TCM
2 - 'Neutral 'N' position
3 - Park 'P' position
4 - Position sensor/manual shaft
5 - Electrical connector
The TCM is located on the top of the transmission casing and is connected on the high speed CAN bus to send and receive
information to and from other system modules.
The TCM outputs signals to operate the transmission solenoid valves to control the hydraulic operation of the
transmission.
The ECM supplies the engine management data on the high speed CAN bus system. The TCM requires engine data to
efficiently control the transmission operation, using for example; crankshaft torque, engine speed, accelerator pedal angle,
engine temperature etc.
The TCM processes signals from the transmission speed and temperature sensors, ECM and other vehicle systems. From
the received signal inputs and pre-programmed data, the module calculates the correct gear, torque converter clutch
setting and optimum pressure settings for gear shift and lock-up clutch control.
The steering angle sensor and the ABS module also supply data to the TCM on the high speed CAN bus system. The TCM
uses data from these systems to suspend gear changes when the vehicle is cornering and/or the Anti-lock Brake System
(ABS) module is controlling braking or traction control.
The TCM is positioned over the manual shaft which protrudes through an oil seal on the top face of the main casing. The
shaft locates in a rotary position sensor and turns the sensor in the appropriate direction when a selection is made using
the selector lever. The rotary position sensor is a Hall effect sensor which outputs a specified voltage relating to the
selected selector lever position.
The selector lever is connected to the automatic transmission and the rotary position sensor in the transmission by a
Bowden cable. Movement of the selector lever moves the position switch via the Bowden cable and the switch position
informs the TCM of the selected position; P, R, N or D. The sport and manual +/- 'CommandShift™' switch passes sport or
manual selections to the TCM on a Local Interconnect Network (LIN) bus. The TCM outputs appropriate information on the
high speed CAN bus which is received by the instrument cluster to display the gear selection information in the message
center.
If the TCM or transmission requires replacement, a setting procedure must be performed using a Land Rover approved
diagnostic system to allow the TCM to learn the neutral position of the transmission. The TCM uses the neutral position as
a reference point for each of the gear positions P, R, N and D.
CONTROL DIAGRAM
• NOTE: A = Hardwired; D = High speed CAN bus; O = LIN bus

1 - Battery
2 - Battery Junction Box (BJB)
3 - Central Junction Box (CJB)
4 - TCM
5 - Selector lever
6 - Selector lever PRND and M/S Light Emitting Diode (LED) displays
7 - High speed CAN bus to other vehicle systems
8 - Instrument cluster
9 - Steering angle sensor
10 - ABS module
11 - ECM
INSTRUMENT CLUSTER

1 - Malfunction Indicator Lamp (MIL)
2 - P R N D display
3 - Sport mode display
4 - 'CommandShift™' transmission status display
5 - Message center
The instrument cluster is connected to the TCM via the CAN. Transmission status is transmitted by the TCM and displayed
to the driver on one of two displays in the instrument cluster.
For additional information, refer to: Instrument Cluster (413-01 Instrument Cluster, Description and Operation).
Malfunction Indicator Lamp (MIL)
The MIL is located in the upper left hand corner of the instrument cluster, within the tachometer. Transmission related
faults which may affect the vehicle emissions output will illuminate the MIL.
The MIL is illuminated by the ECM on receipt of a relevant fault message from the TCM on the CAN. The nature of the fault
can be diagnosed using a Land Rover approved diagnostic system which reads fault codes stored in the TCM memory.
Transmission Status Display
The transmission status display is located on the right hand side of the instrument cluster, in the speedometer LCD
display. The display shows the selector lever P R N D position and in the case of manual ('CommandShift™') mode, the
selected gear. W hen the selector lever is moved to the 'Sport' position, 'SPORT' is displayed below the CommandShift™
gear display.
Symbol Description
P Park selected
R Reverse selected
N Neutral selected
D Drive selected
1 1st gear selected ('CommandShift™' mode)
2 2nd gear selected ('CommandShift™'mode)
3 3rd gear selected ('CommandShift™'mode)
Symbol Description
4 4th gear selected ('CommandShift™'mode)
SPORT Sport mode selected
Message Center Display
The message center is located below the speedometer and the tachometer at the bottom of the instrument cluster. The
message center is a Liquid Crystal Display (LCD) to relay vehicle status information to the driver.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center, Description
and Operation).
CONTROLLER AREA NETWORK (CAN)

The high speed CAN broadcast bus network is used to connect the powertrain modules. The CAN bus is connected between
the following electronic units:
High Speed CAN Bus
TCM
Instrument cluster
Steering angle sensor
Restraints control module
Engine Control Module (ECM)
ABS module
Adaptive Front lighting System (AFS) control module
Diagnostic socket.
The CAN bus allows a fast exchange of data between modules. The CAN bus comprises two wires which are identified as
CAN high (H) and CAN low (L). The two wires are colored yellow/black (H) and yellow/brown (L) and are twisted together to
minimise electromagnetic interference (noise) produced by the CAN bus messages.
For additional information, refer to: Communications Network (418-00 Module Communications Network, Description and
Operation).
In the event of CAN bus failure, the following symptoms may be observed:
Transmission operates in default mode

Torque converter lock-up clutch control is disabled
Gear position indication in instrument cluster LCD inoperative (this will also occur with any transmission fault).
DRIVING MODES
A number of different driving modes are available. Some can be selected by the driver and some are automatically initiated
by the TCM to adapt to different driving conditions.
Normal
Sport
Manual 'CommandShift™'
Cooling
Hill Descent Control (HDC)
Cruise
Limp home
Coast
Fast off recognition
Uphill and Trailer
Downhill
Wide Throttle
Terrain Response
Reverse lock-out
Normal
Normal mode is automatically selected by the TCM when the ignition is switched on. In this mode all automatic and
adaptive modes are active. Normal mode uses gear shift and lock-up maps which provide the optimum of fuel
consumption, emissions and driveability, depending on the driving style.
If the transmission is operated in sport mode or 'CommandShift™' mode and the selector lever is moved back to the drive
'D' position, then normal mode operation is resumed.
Sport
Sport mode provides enhanced acceleration and responsiveness by the use of sports shift maps. This mode allows the
transmission to down shift more readily and hold gears for longer at higher engine speeds.
Manual 'CommandShift™'
Manual 'CommandShift' mode allows the transmission to operate as a semi-automatic transmission. The driver can change
up and down the six forward gears with the freedom of a manual transmission.
Shift maps are provided to protect the engine at high speeds. The TCM will automatically change up to a higher gear ratio
to prevent engine overspeed and change down to a lower gear ratio to avoid engine laboring and stalling.
When kick-down is requested the TCM shifts down to the lowest available gear. W hen the vehicle is stationary, the driver
can select 1st, 2nd or 3rd to start off.
When moving from a standstill, upshifts can be pre-selected by making '+' selections with the selector lever for the
number of upshifts required. The TCM then performs the requested number of upshifts when appropriate shift points are
reached. For example; when moving off in 1st gear, if 3 '+' selections are made in quick succession, the TCM will
automatically upshift through the gears to 4th gear as the vehicle accelerates, without any further selections being made.
Cooling
Cooling mode is activated when the TCM detects excessively high transmission fluid or engine coolant temperatures. When
this mode is active torque converter lock-up is activated earlier to minimize a further rise in fluid and/or engine coolant
temperature and assist fluid cooling.
Hill Descent Control (HDC)
The HDC mode assists the ABS module in controlling the downhill speed of the vehicle. When HDC is active, the TCM
selects the most appropriate gear for the descent to maximize engine braking.
Maximum engine braking is applied using a shift map which initiates later upshifts and early downshifts.
Cruise
When speed control is activated, the TCM receives a speed control active message on the high speed CAN bus. The TCM
activates a speed control map which minimizes up and down shifts.
Cruise mode is active when speed control is selected on and the transmission is in drive 'D', sport 'S', HDC or Terrain
Response Grass/gravel/snow program. Unique cruise maps override the current mode to provide a smooth driving feel and
mode reselection.
Limp Home
If a transmission fault is detected by the TCM, the TCM adopts a limp home strategy and a message 'TRANSMISSION
FAULT LIMITED GEARS AVAILABLE' is displayed in the message center. If the fault has an effect on engine emissions, the
MIL in the instrument cluster will also be illuminated.
In limp home mode, P, R and N functions operate normally (if the fault allows these selections) and the TCM locks the
transmission in 3rd gear to allow the driver to take the vehicle to a Land Rover dealer or approved repairer. Torque
converter lock-up is disabled and reverse-lock-out will not function.
If the vehicle is stopped and subsequently restarted in the limp home mode condition, the TCM operates normally until the
fault which caused the condition is detected again.
Coast
Coast mode provides earlier downshifts during coasting dependant on output shaft deceleration rate to improve driveability
and refinement by avoiding negative to positive driveline torque reversals transmission during the downshifts.
Fast Off Recognition
Fast off recognition is activated when the TCM detects that the driver has released the accelerator pedal quickly. This is
detected by the TCM monitoring for a high level of negative pedal angle from ECM signals on the high speed CAN bus. If
this condition is detected, the TCM holds the current gear ratio to allow the driver to complete the manoeuvre without the
need for a downshift. The mode can remain active for a predetermined length of time or if the driving style remains
passive.
Fast off recognition mode assists vehicle stability and is used in conjunction a lateral acceleration input during cornering to
maintain the current gear until the corner is negotiated.
Uphill and Trailer
Uphill and trailer mode can be active when the transmission is operating in normal, sport or Terrain Response modes.
When the vehicle is pulling a trailer or driving up an incline, the TCM detects the increased resistance by monitoring engine
torque and speed signals received from the ECM on the high speed CAN bus and also transmission output shaft speed
sensor signals. Uphill and trailer mode will provide downshifts to prevent a drop in transmission torque output and
maintain driving force.
Downhill
Downhill mode can be active when the transmission is operating in normal, sport or Terrain Response modes. When the
vehicle is descending an incline the TCM detects a reduction in resistance by monitoring engine torque and speed signals
received from the ECM on the high speed CAN bus and also transmission output shaft speed sensor signals. Downhill mode
assists engine braking by selecting an appropriate gear reducing the load required on the brakes.
Wide Throttle
Wide open throttle mode operates for part throttle upshifts and kick-down upshifts. It provides consistent wide open
throttle upshift performance under all driving conditions. The full engine speed range is used in all driving modes; normal,
sport, hill modes and Commandshift. Compensation is used for delays (hydraulic and electronic) in gear change request to
gear change start to provide smooth changes and correct shift point correction.
Terrain Response
The Terrain Response system has a unique set of shift maps for each of the Terrain Response programs. These programs
override existing modes; for example when HDC is active and the 'Sand', 'Mud and Ruts' or 'Grass/Gravel/Snow' programs
are selected, a specific Terrain Response map is used, not the HDC mode shift map detailed previously.
Reverse Lock-Out
If the selector lever is moved from N to R and the vehicle is travelling forwards, reverse selection is prevented if the
vehicle speed is 11 km/h (6.8 mph) or more. When reverse lock-out is activated, the clutch (C3) is released without
energizing solenoid (SLC3), preventing the transmission from selecting reverse gear.
TRANSMISSION FAULT STATUS

If the TCM detects a fault with the transmission system, it will enter a default (limp home) mode to prevent further
damage to the transmission and allow the vehicle to be driven. If possible reverse gear will be available and also 3rd gear
only.
When a fault is detected a high speed CAN message is sent from the TCM and is received by the instrument cluster. The
instrument cluster illuminates the MIL (if required) and displays an applicable message in the message center.
For additional information, refer to: Information and Message Center (413-08 Information and Message Center, Description
and Operation).
Some transmission faults may not illuminate the MIL or display a fault message, but the driver may notice a reduction in
shift quality.
ENGINE SPEED AND TORQUE MONITORING

The ECM constantly supplies the TCM with information on engine speed and torque through messages on the CAN bus. The
TCM uses this information to calculate the correct and appropriate timing of shift changes.
If the messages are not received by the ECM, the TCM will implement a back-up strategy to protect the transmission from
damage and allow the vehicle to be driven.
In the event of an engine speed or torque signal failure, the transmission will adopt the electrical limp home mode with
the transmission operating in a fixed gear.
TOWING FOR RECOVERY
WARNING: Ensure that the remote handset remains docked whilst the vehicle is being towed. Removing the remote
handset will engage the steering lock, which will prevent the vehicle from steering correctly.
If the engine cannot be run whilst the vehicle is being towed, there will be no power assistance for the steering or brakes.
This will result in greater effort being required to steer or slow the vehicle, and greatly increased stopping distances.
CAUTION: The vehicle should only be towed with four wheels on the ground. Towing with two wheels on the ground
will result in serious damage to the transmission.
The vehicle should only be towed for a maximum of 80 km (50 miles), at a maximum speed of 80 km/h (50 mph). Towing
for a greater distance, or at a higher speed may result in serious damage to the transmission.
• NOTE: The recommended recovery method is by trailer or recovery vehicle.
Secure the towing attachment from the recovery vehicle to the front towing eye.
Insert the remote handset in the start control module and switch on the ignition by pressing the start/stop button once.
• NOTE: Leaving the ignition switched on for extended periods will cause the battery to drain.
Apply the foot brake, and move the selector lever to the neutral 'N' position. W ith the footbrake still applied, release the
park brake. If electrical power to the selector is not available, the emergency release lever on the selector lever can be
used to release the interlock solenoid.
The vehicle can be towed a maximum of 80 km (50 miles) at a maximum speed of 80 km/h (50 mph).
Park the vehicle on firm, level ground. Apply the park brake and move the selector lever to the park 'P' position.
Switch off the ignition and remove the remote handset.
CAUTION: The vehicle cannot be towed in a reverse direction.

Automatic Transmission/Transaxle - Diagnostics
Diagnosis and Testing
Principles of Operation
For a detailed description of the Automatic transmission/transaxle:
REFER to: Transmission Description (307-01 Automatic Transmission/Transaxle, Description and Operation).
Fluid Level and Condition Check
CAUTION: The vehicle should not be driven if the fluid level is low as internal failure can result.
• NOTE: The transmission fluid temperature must be between 50°C (122°F) and 60°C (140°F) whilst checking level. Should
the temperature rise above this figure, abort the check and allow the transmission fluid to cool.
This vehicle is not equipped with a fluid level indicator. An incorrect level may affect the transmission operation and could
result in transmission damage. To correctly check and add fluid to the transmission:REFER to: (307-01 Automatic
Transmission/Transaxle)
Transmission Fluid Level Check - I6 3.2L Petrol (General Procedures),

Transmission Fluid Level Check - TD4 2.2L Diesel (General Procedures).
Fluid Condition Check
Use the following procedure to check the fluid condition, which is a good indicator of the internal condition of the
transmission:
1. 1. Check the fluid level.
2. 2. Observe the colour and the odour of the fluid. The colour under normal circumstances should be reddish, not
brown or black.
If in doubt, compare the fluid with that from a new, sealed container.
3. 3. Allow the fluid to drip onto a facial tissue and examine the stain.
4. 4. If evidence of solid material is found, the transmission fluid pan should be removed for further inspection.
Inspection and Verification
CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does
not guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor
vehicle.
1. 1. Verify the customer concern.
2. 2. Visually inspect for obvious signs of mechanical, electrical or hydraulic faults.
Visual Inspection
Mechanical Electrical Hydraulic
Damaged shift mechanism/linkages Blown fuse(s) Fluid level too
Damaged automatic transmission casing Damaged, loose or corroded high/low
Check the transmission selector lever cable for connectors Poor condition of
correct adjustment Wiring harness fluid
Fluid leak
3. 3. If an obvious cause for an observed or reported concern is found, correct the cause (if possible) before
proceeding to the next step.
4. 4. Use the approved diagnostic system or a scan tool to retrieve any diagnostic trouble codes (DTCs) before moving
onto the DTC index.
Make sure that all DTCs are cleared following rectification.
DTC Index
• NOTE: If the control module/transmission is suspect and the vehicle remains under manufacturer warranty, refer to the
Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior
to the installation of a new module/transmission.
• NOTE: Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the
scan tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional
information read by the manufacturer approved diagnostic system).
• NOTE: When performing electrical voltage or resistance tests, always use a digital multimeter (DMM) accurate to three
decimal places, and with an up-to-date calibration certificate. When testing resistance, always take the resistance of the
DMM leads into account.
• NOTE: Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
• NOTE: Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.
• NOTE: If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may
be the cause. Always check for loose connections and corroded terminals.
For a complete list of all Diagnostic Trouble Codes (DTCs) that could be logged on this vehicle, please refer to Section
100-00.REFER to: Diagnostic Trouble Code (DTC) Index - DTC: Transmission Control Module (TCM) (100-00 General
Information, Description and Operation).
Automatic Transmission/Transaxle - Transmission Fluid Level CheckI6 3.2L
Petrol
General Procedures
WARNING: Observe due care when draining, as the fluid can be very hot.
1. Ensure that the automatic transmission is in 'P' and the handbrake is

fully applied.
2. Remove the air cleaner housing.
Refer to: Air Cleaner (303-12B Intake Air Distribution and Filtering -
TD4 2.2L Diesel, Removal and Installation).
3. Clean the area around the transmission fluid filler plug.
4. Remove the transmission fluid filler plug.
5. 5. WARNING: Do not work on or under a vehicle supported only

by a jack. Always support the vehicle on safety stands.
• NOTE: Make sure that the vehicle is standing on a level surface.
Raise and support the vehicle.
6. Remove the front undershield.
Refer to: Engine Undershield (501-02 Front End Body Panels,

Removal and Installation).
7. Clean the area around the transmission fluid level plug.
8. Place a container under the transmission.
9. Lower the vehicle.
10. Add 0.5 litres of transmission fluid.
11. 11. CAUTION: A new O-ring seal is to be installed.
Install the transmission fluid filler plug.
Torque: 40 Nm
12. Install the air cleaner housing.

13. Connect the Land Rover approved diagnostic equipment. Start and
run the engine.
14. Using the diagnostic equipment to monitor the transmission fluid

temperature, allow the temperature to reach 60 degrees C.
15. Move the selector lever from 'P' through all the gear positions,
pausing in each gear position for 2-3 seconds and return to the 'P'
position.
16. Raise the vehicle.
17. 17. WARNING: Wear protective gloves.
• NOTE: The fluid level plug and drain plug both use
the same point on the transmission. The inner plug is
the level indication and the outer plug is to drain the
fluid.
Remove the transmission fluid level plug.
18. W ith the engine running a small amount of fluid should drip out of
the level plug.
Install the transmission fluid level plug.
Torque: 7 Nm
20. Install the front undershield.

Automatic Transmission/Transaxle - Transmission Fluid Drain and RefillI6
3.2L Petrol
General Procedures

fully applied.
2. Remove the air cleaner housing.


7. Clean the area around the transmission fluid level and drain plugs.

9. 9. NOTE: The fluid level plug and drain plug both use
for level indication and the outer plug is to drain the
fluid.
10. Remove the transmission fluid drain plug.
11. 11. NOTE: Install a new gasket.
Install the transmission fluid drain plug.
Torque: 47 Nm
13. Fill the transmission with the correct fluid until it runs from the level
plug.
14. Install the transmission fluid level plug.
Torque: 7 Nm
15. Add an additional 0.5 litres of transmission fluid.

Torque: 40 Nm
17. Install the air cleaner housing.
run the engine.

position.
the level plug.
Torque: 7 Nm

Automatic Transmission/Transaxle - Transmission Fluid Level CheckTD4
2.2L Diesel
General Procedures

fully applied.


6. Clean the area around the transmission fluid level plug.
9. Add 0.5 litres of transmission fluid.
Torque: 40 Nm
run the engine.

position.
15. 15. NOTE: The fluid level plug and drain plug both use
fluid.
the level plug.
Torque: 7 Nm

Automatic Transmission/Transaxle - Transmission Fluid Drain and RefillTD4
2.2L Diesel
General Procedures

fully applied.


6. Clean the area around the transmission fluid level and drain plugs.

8. Remove the transmission fluid level plug.
9. Remove the transmission fluid drain plug.
10. 10. NOTE: Install a new gasket.
Install the transmission fluid drain plug.
Torque: 47 Nm
12. Fill the transmission with the correct fluid until it runs from the level
plug.
13. Install the transmission fluid level plug.
Torque: 7 Nm
14. Add an additional 0.5 litres of transmission fluid.

Torque: 40 Nm
run the engine.

position.
• NOTE: The fluid level plug and drain plug both use
fluid.
the level plug.
Torque: 7 Nm

Automatic Transmission/Transaxle - Selector Shaft SealI6 3.2L Petrol
Removal and Installation
Removal
• NOTE: Removal steps in this procedure may contain installation details.
1. 1. WARNING: Make sure to support the vehicle with axle

stands.
2. Remove the cover and disconnect the battery ground cable.
Refer to: Specifications (414-00 Battery and Charging System -

General Information, Specifications).
3. Remove the transmission control module (TCM).
Refer to: Transmission Control Module (TCM) - I6 3.2L Petrol (307-01

Automatic Transmission/Transaxle, Removal and Installation).
4. 4. CAUTIONS:
Take extra care not to damage the mating faces.
"Make sure that a new component is installed. "
Installation
1. 1. CAUTIONS:
Make sure that the mating faces are clean and free of foreign
material.
Install the seal, flush with the transmission case.
To install, reverse the removal procedure.

Automatic Transmission/Transaxle - Selector Shaft SealTD4 2.2L Diesel
Removal

stands.

Refer to: Transmission Control Module (TCM) - TD4 2.2L Diesel

(307-01 Automatic Transmission/Transaxle, Removal and
Installation).
4. 4. CAUTIONS:
Take extra care not to damage the mating faces.
"Make sure that a new component is installed. "
Installation
1. 1. CAUTIONS:
Make sure that the mating faces are clean and free of foreign
material.
Install the seal, flush with the transmission case.
To install, reverse the removal procedure.

Automatic Transmission/Transaxle - Transmission Control Module (TCM)I6
3.2L Petrol
Removal

stands.

3. Remove the A/C compressor mounting bracket.
Refer to: Accessory Drive Component Bracket (303-05A Accessory

Drive - I6 3.2L Petrol, Removal and Installation).
4. Release and disconnect the selector lever cable.
5. Release the support bracket.

6. Remove the transmission selector lever.
7.
Installation
1. Install the TCM.
Torque: 24 Nm
2. Install the transmission selector lever.
Torque: 13 Nm
3. Secure and connect the selector lever cable.
4. Install the support bracket.
Torque: 25 Nm
5. Install the A/C compressor mounting bracket.
Refer to: Accessory Drive Component Bracket (303-05A Accessory

Drive - I6 3.2L Petrol, Removal and Installation).
6. Connect the battery ground cable and install the cover.

7. If a new component has been installed, configure using Land Rover

approved diagnostic equipment.
Automatic Transmission/Transaxle - Transmission Control Module
(TCM)TD4 2.2L Diesel
Removal

stands.

3. Remove the air cleaner assembly.
Refer to: Air Cleaner (303-12A Intake Air Distribution and Filtering -
I6 3.2L Petrol, Removal and Installation).

Installation
1. Install the TCM.
Torque: 24 Nm
Torque: 13 Nm
4. Install the air cleaner assembly.
5. Connect the battery ground cable.

6. If a new component has been installed, configure using Land Rover

Automatic Transmission/Transaxle - Torque Converter SealI6 3.2L Petrol
Special Tool(s)
307-597
Installer, Torque Converter Seal
307-613
Holding Pins, Torque Converter
Removal

stands.

3. Remove the transmission and converter.
Refer to: Transmission - I6 3.2L Petrol (307-01 Automatic

Transmission/Transaxle, Removal).
4. Remove the torque converter retainer.
5. 5. CAUTIONS:
Be prepared to collect escaping oil.
Make sure that all openings are sealed.
Remove the torque converter.
Special Tool(s): 307-613

6. Carefully remove and discard the torque converter fluid
seal.
Installation
1. 1. CAUTIONS:
Extreme cleanliness must be exercised when

handling this component.
Make sure that the mating faces are clean and

free of foreign material.
Install a new torque converter fluid seal.
2. 2. CAUTIONS:

Take extra care when handling the component.
Align the torque converter and oil pump drive

before installing the torque converter.
W hile installing the torque converter, carefully

rotate the torque converter until the oil pump
drive engages.
3. Install the torque converter retainer.
4. Install the transmission and converter.
Refer to: Transmission - I6 3.2L Petrol (307-01 Automatic

Transmission/Transaxle, Removal).

Automatic Transmission/Transaxle - Torque Converter SealTD4 2.2L Diesel
Special Tool(s)
307-597
Installer, Torque Converter Seal
307-613
Holding Pins, Torque Converter
Removal

stands.

3. Remove the transmission and converter.
Refer to: Transmission - TD4 2.2L Diesel (307-01 Automatic

Transmission/Transaxle, Installation).
5. 5. CAUTIONS:
Be prepared to collect escaping oil.
Remove the torque converter.

6. Carefully remove and discard the torque converter fluid
seal.
Installation
1. 1. CAUTIONS:
Extreme cleanliness must be exercised when

handling this component.

Install a new torque converter fluid seal.
2. 2. CAUTIONS:

Take extra care when handling the component.
Align the torque converter and oil pump drive

before installing the torque converter.
W hile installing the torque converter, carefully

rotate the torque converter until the oil pump
drive engages.
3. Install the torque converter retainer.
4. Install the transmission and converter.
Refer to: Transmission - TD4 2.2L Diesel (307-01 Automatic

Transmission/Transaxle, Installation).

Automatic Transmission/Transaxle - Input Shaft Speed (ISS) SensorI6 3.2L
Petrol
Removal
CAUTION: Extreme cleanliness must be exercised when handling these components.

stands.
2. Remove the valve body.
Refer to: Main Control Valve Body (307-01 Automatic

Transmission/Transaxle, Removal and Installation).
3. 3. CAUTION: Extreme cleanliness must be

exercised when handling this component.
Torque: 6 Nm
Installation
1. To install, reverse the removal procedure.

Automatic Transmission/Transaxle - Transmission Fluid Pan, Gasket and
Filter
Removal


stands.
3. Drain the transmission fluid.
Refer to: Transmission Fluid Drain and Refill - I6 3.2L Petrol (307-01
Automatic Transmission/Transaxle, General Procedures).
4. Remove the front subframe assembly.
Refer to: Front Subframe (502-00 Uni-Body, Subframe and Mounting

System, Removal and Installation).
5. 5. CAUTION: Be prepared to collect escaping oil.
6. Remove the gasket.
Installation
1. For sealant specification, refer to the specifications section.
Refer to: Specifications (307-01 Automatic Transmission/Transaxle,

Specifications).
2. Apply a bead of sealant, 3 mm diameter, to the area
indicated.
3. Install the fluid pan.
Torque: 14 Nm
4. Install the front subframe.


6. Refill the transmission with fluid.
Automatic Transmission/Transaxle - Transmission Fluid Pan
Removal

stands.

4. 4. CAUTION: Be prepared to collect escaping oil.
5. Remove the gasket.
Installation
1. For sealant specification, refer to the specifications section.
Refer to: Specifications (307-01 Automatic Transmission/Transaxle,

Specifications).
2. Apply a bead of sealant, 3 mm diameter, to the area
indicated.
3. Install the fluid pan and tighten in a diagonal sequence.
Torque: 14 Nm

Automatic Transmission/Transaxle - Main Control Valve Body
Removal


stands.
3. Remove the oil pan.
Refer to: Transmission Fluid Pan (307-01 Automatic

4. Remove the oil temperature sensor.
5. 5. CAUTIONS:
Take extra care not to damage the wiring harnesses.
Note the fitted position of the component prior to

removal.
Release the transmission wiring harness.
6. Remove the suction cover and discard the gasket.

7.
8. 8. CAUTIONS:
Note the fitted position of the component prior to

removal.
Take extra care not to damage the wiring harnesses.
Installation
1. 1. NOTE: Make sure that this component is installed to the noted

removal position.
Install the valve body, do not tighten at this stage.
2. Install the suction cover and new gasket, do not tighten at this
stage.
3. Tighten the bolts in the sequence illustrated.
Torque: 10 Nm
4. 4. CAUTION: Make sure that the wiring harnesses are correctly

located.
Position and connect the wiring harness.
• NOTE: Lubricate the new O ring seal with transmission fluid.
Install the oil temperature sensor.

Torque: 10 Nm
6. Install the oil pan.
Refer to: Transmission Fluid Pan (307-01 Automatic


Automatic Transmission/Transaxle - TransmissionI6 3.2L Petrol
Removal
Special Tool(s)
205-857
Remover, Halfshaft
303-021
Engine support bracket
303-1219
Locking Tool, Crankshaft
303-662
Support Beam Arm and Hook Assembly, Engine
General Equipment
Powertrain Jack


stands.
3. Remove the starter motor.
Refer to: Starter Motor (303-06A Starting System - I6 3.2L Petrol,

5. Drain the coolant.

Refer to: Cooling System Draining, Filling and Bleeding (303-03A
Engine Cooling - I6 3.2L Petrol, General Procedures).
6. Remove the accessory drive pulley.
Refer to: Accessory Drive Pulley (303-05A Accessory Drive - I6 3.2L

Petrol, Removal and Installation).

8. Remove the crankshaft front oil seal.
Refer to: Engine Front Seal (303-01A Engine - I6 3.2L Petrol,

9. Release the LH and RH halfshafts.
10. Remove the LH halfshaft.

11. Remove the RH halfshaft.
12. Tie the suspension arms aside for access.
13. Remove the power transfer unit support bracket.
14. 14. NOTE: This step requires the aid of another

technician.
Remove the power transfer unit assembly.
15. If the locking pin on the special tool is disengaged, the

crankshaft can be rotated.

16. Remove the access cover.
17. Release the flexplate.
18. Remove the coolant pump inlet pipe.

20. Release the power steering pump mounting bracket.
21. Release the power steering pump and tie aside
22. Disconnect the 2 transmission fluid cooler coolant

hoses.
23. Release the automatic transmission fluid cooler.
24. Support the engine.
Special Tool(s): 303-021, 303-662
25. Support the transmission.
General Equipment: Powertrain Jack

26. 26. WARNING: Make sure that new nuts are
installed.
• NOTE: Vehicles with automatic transmission have a

breather pipe attached to the mounting.
Remove the bracket.
27. Remove the LH engine mount.
28. Remove the engine mount bracket.

29. Remove the 9 transmission bolts.
30. 30. CAUTION: Make sure that the torque converter remains in
the transmission.
• NOTE: This step requires the aid of another technician.
Remove the transmission and converter.
31. 31. CAUTION: Make sure that the dowels are still located on
the engine and not the transmission.
Install the torque converter retainer.
32. 32. CAUTION: Be prepared to collect escaping

fluids.
• NOTE: Do not disassemble further if the component is

removed for access only.
Remove the transmission fluid cooler.


Automatic Transmission/Transaxle - TransmissionTD4 2.2L Diesel
Removal
Special Tool(s)
205-754A
Splitter, Ball Joints
211-316
Separator, Ball Joint
General Equipment
Powertrain Jack
• NOTE: If the transmission is to be removed for access, there is no need to drain the transmission fluid as long as the
fluid cooler is not disconnected from the transmission assembly.
1. Remove the battery tray.
Refer to: Battery Tray (414-01 Battery, Mounting and Cables,


stands.
3. Siphon the fluid from the power steering reservoir.
4. 4. WARNING: Make sure that a new steering

column flexible coupling bolt is installed.
Disconnect the lower steering column from the steering

gear.
5. Remove the starter motor.
Refer to: Starter Motor (303-06B Starting System - TD4 2.2L Diesel,
6. Support the engine.

installed.
• NOTE: Vehicles with automatic transmission have a

breather pipe attached to the mounting.
Remove the bracket.
8. Remove the LH engine mount.
9. Remove the earth strap.

10. Remove the engine mount bracket.
Refer to: Transmission Fluid Drain and Refill - TD4 2.2L Diesel
(307-01 Automatic Transmission/Transaxle, General Procedures).
13. Remove the front wheels and tires.
Refer to: Wheel and Tire (204-04 W heels and Tires, Removal and
Installation).
14. Remove the towing eye cover.
15. Remove the 2 bolts securing bumper cover.

16. 16. NOTE: RH illustration shown, LH is similar.
Remove both the fender splash shield extension

panels.
17. 17. CAUTION: Make sure that the ball joint ball
does not rotate.
• NOTE: Discard the 2 nuts.
Disconnect both front stabilizer bar links from the

stabilizer bar.
18. Using the special tool, release the LH and RH tie-rod

end ball joints.
19. Using the special tool, remove the lower arm ball joint.
Special Tool(s): 205-754A

20. Release the PAS lines.

fluids.
• NOTE: Make sure that all openings are sealed.
Disconnect the pressure lines from the power steering

gear.
22. Release the downpipe catalytic converter.
23. Release the fuel line.

24. Remove the lower support insulator.
25. Support the subframe.
26. 26. CAUTION: Make sure that new subframe bolts

are installed.
Remove the front subframe cross-brace.

27. 27. CAUTIONS:
Mark the components to aid installation.
Make sure that new subframe bolts are installed.
Lower the front subframe assembly.
28. Remove the turbocharger outlet pipe.
29. 29. CAUTIONS:
Be prepared to collect escaping fluids.
Discard the seals.
Make sure that the area around the component is

clean and free of foreign material.
Disconnect the 2 transmission cooler lines.

30. Release the LH halfshaft.
31. Release the RH halfshaft.
32. Remove the access cover.

33. 33. NOTE: Discard the bolts.
Remove and discard the torque coverter bolts.
34. Support the transmission.
35. 35. CAUTION: Make sure that the torque converter remains in
the transmission.
Remove the transmission and converter.
36. 36. CAUTION: Make sure that the dowels are still located on
the engine and not the transmission.
Install the torque converter retainer.

Automatic Transmission/Transaxle - TransmissionI6 3.2L Petrol
Installation
General Equipment
Powertrain Jack
1. Install the TCM.
Torque: 24 Nm
Torque: 13 Nm
3. Install the transmission fluid cooler.
Torque: 10 Nm
5. 5. CAUTIONS:
Make sure that the torque converter remains in the

transmission.
Make sure that the component is correctly located on the

locating dowels.
Make sure that the mating faces are clean and free of
corrosion and foreign material.
Install the transmission and converter.
6. Install the transmission retaining bolts.
Torque: 47 Nm
7. Remove the transmission support.
8. Install the engine mount bracket.
Torque: 90 Nm
9. Install the engine mount LH.
Torque: 175 Nm
10. 10. WARNING: Make sure that new nuts are installed.
Install the bracket.
Torque:
M12 80 Nm
M8 25 Nm
11. Remove the engine support.

13. Install the transmission oil cooler.
14. Connect the transmission fluid cooler coolant hoses.
15. Install the power steering pump.
Torque: 25 Nm
16. Install the coolant pump inlet pipe.
Torque: 10 Nm
17. Attach the flexplate.
Torque: 47 Nm
18. Install the access cover.
Torque: 10 Nm
19. Remove the crankshaft locking tool.
20. 20. CAUTION: Make sure that the mating faces are clean and
Install the power transfer unit.
Torque: 65 Nm
21. Install the power transfer unit support bracket.
Torque: 65 Nm
22. Install both the halfshafts.
23. Install the RH halfshaft support.
Torque: 25 Nm
24. 24. CAUTION: Make sure that new bolts are installed.
Torque:
Stage 1:45 Nm
Stage 2:80°
25. Install the crankshaft front oil seal.
Refer to: Engine Front Seal (303-01A Engine - I6 3.2L Petrol,


27. Install the accessory drive pulley.
Refer to: Accessory Drive Pulley (303-05A Accessory Drive - I6 3.2L

Petrol, Removal and Installation).
28. Install the starter motor.
Refer to: Starter Motor (303-06A Starting System - I6 3.2L Petrol,


30. Fill and bleed the cooling system.
Refer to: Cooling System Draining, Filling and Bleeding (303-03A

Engine Cooling - I6 3.2L Petrol, General Procedures).
32. If a new component is to be installed, configure using Land Rover

33. 33. NOTE: For NAS vehicles only.
If fitting new or exchange components, carry out long drive cycle.
Refer to: Powertrain Control Module (PCM) Long Drive Cycle Self-Test
(303-14A, General Procedures).
Automatic Transmission/Transaxle - TransmissionTD4 2.2L Diesel
Installation
General Equipment
Powertrain Jack
1. 1. CAUTION: Make sure that the dowels are still located on the
engine and not the transmission.
Remove the torque converter retainer.
2. 2. CAUTIONS:
Make sure that the torque converter remains in the

transmission.
Make sure that the component is correctly located on the

locating dowels.
Make sure that the mating faces are clean and free of
corrosion and foreign material.
Make sure that the dowels are still located on the engine and
not the transmission.
Install the transmission and converter.
Torque: 47 Nm
3. Remove the transmission support.
4. 4. CAUTION: Make sure that new bolts are

installed.
Secure the torque convertor to the flexplate.
Torque: 60 Nm
5. Install the access cover.
6. Install the RH halfshaft.
Torque:
Drive shaft support 25 Nm
7. Install the LH halfshaft.

8. 8. CAUTIONS:
Make sure that the area around the component is

clean and free of foreign material.
Install new o-ring seals
Connect the transmission fluid cooler lines.
Torque: 10 Nm
9. Install the turbocharger outlet pipe.
10. Install the alignment tool to the front subframe.

11. 11. CAUTION: Make sure that new subframe bolts
are installed.
• NOTE: Install but do not fully tighten the front

subframe mounting bolts.
Install the front subframe.
Torque:
Support bracket bolts 25 Nm
Subframe bolts
Stage 1:140 Nm
Stage 2:240°
12. 12. CAUTION: Make sure that new bolts are

installed.
• NOTE: Install but do not fully tighten the rear

subframe mounting bolts.
Install the subframe cross-brace.
Torque:
Cross brace bolts 45 Nm
Subframe bolts
Stage 1:140 Nm
Stage 2:240°
13. Install the fuel line.
14. Secure the downpipe catalytic converter.

15. Connect the steering gear pressure lines.
Torque: 25 Nm
16. Secure the power steering lines.
17. Install the lower support insulator.
Torque: 110 Nm
18. 18. WARNING: Make sure that a new lower arm

ball joint nut is installed.
CAUTION: Make sure that the ball joint ball does

not rotate.
Install the lower arm ball joint
Torque: 110 Nm
installed.
Connect the tie-rod end ball joints.
Torque: 80 Nm

installed.
CAUTION: Make sure that the ball joint ball does

not rotate.
Connect both front stabilizer bar links to the stabilizer

bar.
Torque: 55 Nm
21. 21. NOTE: RH illustration shown, LH is similar.
Install the LH fender splash shield extension panel.
22. Install the front wheels and tires.
Refer to: Wheel and Tire (204-04 W heels and Tires, Removal and
Installation).
23.
24. Install
Secure the
and towing
connecteye
thecover.
selector lever cable.
Torque:
Bumper cover securing bolts 10 Nm
25. Install the engine mount bracket.
Torque: 90 Nm
26. Install the earth strap.
Torque: 25 Nm
27. Install the LH engine mount.
Torque: 175 Nm

installed.
Install the bracket.
Torque:
M12 80 Nm
M8 25 Nm
29. Remove the engine support.
30. Install the starter motor.
Refer to: Starter Motor (303-06B Starting System - TD4 2.2L Diesel,
31. Install the battery tray.
Refer to: Battery Tray (414-01 Battery, Mounting and Cables,

32. 32. WARNING: Make sure that a new steering

column flexible coupling bolt is installed.
Connect the steering column to the steering gear.
Torque: 25 Nm
33. 33. CAUTION: Make sure there is sufficient power steering fluid
in the reservoir before starting engine. Failure to follow this
instruction may result in damage to the vehicle.
Fill the transmission with fluid.
34. Refill and bleed the power steering.
Refer to: Power Steering System Bleeding (211-00 Steering System -

General Information, General Procedures).
35. If a new component is to be installed, configure using Land Rover

Transmission/Transaxle Cooling -
Transmission fluid cooler bolt 10 7
Transmission/Transaxle Cooling - Transmission Cooling
COMPONENT LOCATION - STANDARD CLIMATE

1 - Transmission fluid cooler
COMPONENT LOCATION - HOT CLIMATE

1 - Air blast transmission cooler
2 - Engine coolant transmission cooler
OVERVIEW
The AWF21 transmission uses an external fluid cooler to reduce the temperature of the transmission fluid.
In standard climate markets a plate type cooler is used and uses engine coolant to reduce the fluid temperature.
In hot climate markets, an air blast cooler is used in addition to the plate type cooler used on standard climate vehicles.
This provides additional cooling for the higher ambient temperatures experienced in these countries.
COOLER - STANDARD CLIMATE

1 - Engine coolant inlet
2 - Transmission fluid pipe - to transmission
3 - Transmission fluid pipe - from transmission
4 - Engine coolant outlet
5 - Transmission cooler
The transmission fluid cooler is attached to the Left Hand (LH) end of the radiator. The fluid cooler is an aluminum housing
comprising louvred fins and plates. The plates allow a cross-flow of transmission fluid and engine coolant through the
cooler. The plates are immersed in engine coolant from the 'cold' side of the radiator which provides cooling of the
transmission fluid by the temperature differential between the transmission fluid and the engine coolant.
The engine cooling system has a low temperature zone in the top third of the radiator. The engine coolant flow through
this section of the radiator is restricted by the transmission fluid cooler. Therefore the engine coolant has a slower flow
rate across the cooling tubes of this section of the radiator. This cools the engine coolant more than the lower part of the
radiator and consequently provides increased cooling of the transmission fluid.
Fluid is supplied from the transmission fluid pump into the lower connection of the cooler. After passing through the
cooler, the fluid passes out of the upper connection and is returned to transmission fluid pan.
COOLER - HOT CLIMATE

1 - Engine coolant inlet
2 - Engine coolant outlet (hidden)
3 - Transmission coolant transmission cooler
4 - Transmission fluid pipe - to transmission
5 - Transmission fluid pipe - from transmission
6 - Transmission air blast cooler
In hot climate markets, the transmission fluid cooling system uses the same cooler as the standard climate system, but
with an additional air blast cooler located in front the radiator and the Air Conditioning (A/C) condenser.
The operation of the fluid cooler is as described for the standard climate cooler. The air blast cooler comprises 2 end
tanks, interconnected with hollow plates. The plates allow transmission fluid to flow from one end tank to the other, with
the air flowing over the plates cooling the fluid as it passes through the cooler.
The transmission fluid output from the transmission pump is split between the standard climate cooler and the air blast
cooler. Some of the transmission fluid from the transmission pump is diverted into the air blast cooler. The fluid flows
through plates in the cooler and the air flow over the plates removes the heat from the fluid. The fluid is then directed
back to a tee connection with the fluid pipe to the standard climate cooler and is then returned to the transmission.
Transmission/Transaxle Cooling - Transmission Cooling
For a detailed description of the automatic transmission cooling system, refer to the relevant Description and Operation
section in the workshop manual.
REFER to: Transmission Cooling (307-02 Transmission/Transaxle Cooling, Description and Operation).

2. 2. Visually inspect for system integrity and obvious signs of mechanical damage.
Visual Inspection
Mechanical
Feed and return tubes
Connections to the automatic transmission and the automatic transmission fluid cooler
Automatic transmission fluid level
proceeding to the next step
4. 4. If the cause is not visually evident, verify the symptom and refer to the Symptom Chart.
Symptom Chart
Condition Possible Cause Action

Over heating of the Obstruction in the automatic Flush out the automatic transmission fluid cooler with
automatic transmission fluid cooler new automatic transmission fluid
transmission If the flushing is unsuccessful, install a new cooler.
REFER to: Transmission Fluid Cooler - I6 3.2L Petrol
(307-02 Transmission/Transaxle Cooling, Removal and
Installation) /
Transmission Fluid Cooler - TD4 2.2L Diesel (307-02
Transmission/Transaxle Cooling, Removal and
Installation).
Over heating of the Obstruction in the automatic Flush out the automatic transmission fluid cooler tubes
automatic transmission fluid tubes with new automatic transmission fluid
transmission If the flushing is unsuccessful install new automatic
transmission fluid cooler tubes
Loss of automatic Connections to the automatic Check the integrity of tubes, connections and seals
transmission fluid transmission and the automatic Check the torque of the tube fixings.
transmission fluid cooler REFER to: Specifications (307-02
Transmission/Transaxle Cooling, Specifications).
Loss of automatic Leak at automatic transmission fluid Check the integrity of tubes, connections and seals
transmission fluid cooler Check the torque of the tube fixings.
REFER to: Specifications (307-02
Transmission/Transaxle Cooling, Specifications).
Check for automatic transmission fluid contamination
of the engine coolant. Install new cooler as required.
REFER to: Transmission Fluid Cooler - I6 3.2L Petrol
(307-02 Transmission/Transaxle Cooling, Removal and
Installation) /
Transmission Fluid Cooler - TD4 2.2L Diesel (307-02
Transmission/Transaxle Cooling, Removal and
Installation).
Transmission/Transaxle Cooling - Transmission Fluid CoolerI6 3.2L Petrol
Removal


stands.
4. Clamp the relevant hoses, to minimise the coolant loss.

coolant.
Disconnect the 2 transmission fluid cooler coolant

hoses.
7. 7. CAUTIONS:
Discard the seals.

8. 8. NOTE: Do not disassemble further if the component

is removed for access only.
Installation
1. Install the fluid cooler hoses.

2. Connect and secure the coolant hoses.
Torque: 10 Nm

Transmission/Transaxle Cooling - Transmission Fluid CoolerTD4 2.2L Diesel
Removal


stands.
4. Clamp the relevant hoses, to minimise the coolant loss.

coolant.
Disconnect the 2 transmission fluid cooler coolant

hoses.
7. 7. CAUTIONS:
Discard the seals.

8. 8. NOTE: Do not disassemble further if the component

is removed for access only.
Installation
1. Install the fluid cooler hoses.

2. Connect and secure the coolant hoses.
Torque: 10 Nm

Automatic Transmission/Transaxle External Controls -
General Specification
Item Specification
Type Cable shift
Abutment bracket to gearbox bolt 24 18
Shift assembly to floor 10 7
Shift cable grommet to body bolt 7 5
Shift lever to gearbox 14 10
Automatic Transmission/Transaxle External Controls - External Controls
COMPONENT LOCATION

1 - Selector cable
2 - Selector lever assembly
3 - Selector knob, gaiter and illumination module
4 - Selector lever mounting plate
OVERVIEW
The automatic transmission external controls comprise a selector lever assembly and a transmission cable. The selector
lever allows the driver to select forward or reverse gears and also to engage sport or manual 'CommandShift™' modes.
Movement of the selector lever is confirmed to the driver by illumination of the applicable position Light Emitting Diode
(LED) on the selector lever trim finisher and by an applicable message displayed in the instrument cluster message centre.
SELECTOR LEVER
• NOTE: Right Hand (RH) drive version shown
1 - Interlock solenoid - Emergency release lever
2 - Selector position Light Emitting Diodes (LED's)
3 - Selector lever button
4 - Knob
5 - Gaiter
6 - PCB ribbon cable and connector
7 - Selector lever mounting plate
8 - Spring clip
9 - Shift housing Left Hand (LH) and Right Hand (RH)
10 - Gear shift module
11 - Optical sensor alignment mark
12 - Sensor arm
13 - Cable attachment ball pin
14 - Shift interlock solenoid
15 - Mounting bolt (4 off)
16 - Cable abutment aperture
17 - Cable adjustment/setting aperture
The selector lever assembly is located in a central position on the transmission tunnel, between the front driver and
passenger seats and is secured to the transmission tunnel with 4 bolts. The selector lever assembly is a non-serviceable
electro-mechanical assembly which is used by the driver to select the required transmission mode.
Selections made using the selector lever are passed to the transmission lever arm by a cable. A ball pin is attached to the
lever mechanism and provides for the attachment of the cable.
There are five selector lever positions and two additional positions for manual 'CommandShift™' operation:
P (Park) - Prevents the vehicle from moving by locking the transmission

R (Reverse) - Select only when the vehicle is stationary and the engine is at idle
N (Neutral) - No torque transmitted to drive wheels
D (Drive) - This position uses all six forward gears
M/S (Sport Mode) - This position uses all forward gears in 'D' but will upshift at higher engine speeds to improve
acceleration and downshift at higher engine speed to give increased engine braking
+ and - Manual ('CommandShift™') mode - Movement of the selector lever in the +/- positions, when the lever is in
the M/S position, will operate the transmission in manual (CommandShift™) mode allowing the driver to manually
select all six forward gears.
The selector lever position is displayed to the driver on the selector position LED and in the instrument cluster. In
'CommandShift™' mode, if a gear is selected but the Transmission Control module (TCM) logic prevents selection of that
gear, the requested gear will be initially displayed. The TCM will engage the next allowed gear and then display that gear.
Sensor Module
A sensor module is located on the LH side of the selector lever. The sensor module is an intelligent unit and controls the
selector position LED operation and also the shift interlock solenoid operation. The sensor module comprises a Printed
Circuit Board (PCB) and Hall effect sensors which detect the selected position of the selector lever (M/S and +/-) via a
magnet located on the lever mechanism. The signals from the Hall sensors are passed from a connector on the sensor
module to the TCM on a Local Interconnect Network (LIN) bus.
The sensor module main connector uses four pins for LIN bus, ground, power and neutral inputs and outputs. A second
connector allows for the connection of a ribbon cable from the selector position LED for night illumination and position
illumination. A third connector supplies power and ground connections to the shift interlock solenoid.
The sensor module also includes an optical sensor which determines that the selector lever is in the Park (P) position. The
sensor is located behind the module housing and is not visible. Alignment marks on the sensor housing and the sensor
arm must be aligned when the selector lever is in the Park (P) position. When these 2 marks are aligned the optical
sensor/park position is correctly adjusted. This adjustment is set at the point of manufacture and does not require
re-setting under normal operating conditions.
Sport/Manual +/- CommandShift™
The sensor module contains the hall effect sensors to activate the sport/manual mode and also the sensors which provide
the +/- signals. W hen the selector lever is moved to the manual/sport position, the magnet located in the selector lever
mechanism is moved within proximity of the M/S hall effect sensor on the PCB. This provides the signal which is received
by the TCM, which in turn initiates sport mode.
When the lever is moved to the + or - position, the magnet is moved within proximity of one of the hall effect sensors
positioned either side of the M/S hall effect sensor. When an input from either the + or - sensors is received, manual
CommandShift™ mode will be initiated. In this position a spring will move the selector lever back to the centre position
when released. To leave the CommandShift™ mode, return the lever to the 'D' position.
Shift Interlock
The shift interlock solenoid is located on the LH side of the selector lever assembly. The solenoid operates two locking
levers which engage with the lever mechanism and lock it in the Park (P) and Neutral (N) positions. When the ignition is
off, the solenoid is de-energized, locking the selector lever in the Park (P) position. If the selector lever is in any position
other than Park (P), the remote handset cannot be removed from the start control module until the lever is moved to the
Park (P) position.
The shift interlock solenoid has a mechanical connection to the sensor module using a sensor arm. Movement of the
solenoid is transferred via the sensor arm to the sensor module which detects the movement using an optical sensor. The
sensor arm movement provides a confirmation to the sensor module that the solenoid is in its interlocked position. The
sensor arm has a ratchet adjustment for alignment of the optical sensor and is factory set and must not be adjusted.
The shift interlock solenoid locks the selector lever in the park position or the neutral position to prevent inadvertent
selections on the selector lever. The interlock is released when the ignition is on and the driver presses the brake pedal. A
signal from the brake switch is passed on the high speed Controller Area Network (CAN) bus to the TCM and is then
passed on the LIN bus to the sensor module. On receipt of this signal the sensor module logic energizes the solenoid if in
the Park (P) position or de-energizes the solenoid if in the Neutral (N) position, releasing the interlock mechanism.
If the selector lever is left in the 'N' position for more than 3 seconds, the solenoid will be energized and the selector lever
will become locked in the 'N' position. To move the selector lever from the 'N' position in this condition, the footbrake must
be applied. This prevents the selector lever from being moved to the 'D' or 'R' position unintentionally and the application
of the brakes also prevents the vehicle 'creeping' when the gear is engaged. Movement of the selector lever from the 'P' or
'N' positions is also prevented if the TCM senses the engine speed is above 2500 rev/min, even if the brake pedal is
depressed.
If a fault occurs with the shift interlock solenoid, the sensor module, the brake switch or associated wiring, an emergency
release lever is provided to disconnect the interlock mechanism. The emergency release lever can be accessed by using a
tool to remove the selector lever trim finisher from the floor console. The finisher can be lifted to gain access to the
release lever which is located at the front the selector lever assembly and is colored yellow for identification.
• NOTE: The selector lever cannot be moved from the 'Park' position if the ignition is switched off unless the emergency
release lever is used.
TRANSMISSION CABLE
1 - Transmission eye end
2 - Abutment
3 - Damper weight
4 - Bulkhead grommet
5 - Selector lever arm eye end and setting button
The transmission cable assembly is a one-piece, push/pull cable connected between the transmission and the selector
lever.
The selector lever end of the cable has an adjustable eye end which locates on a ball pin on the selector lever. An
abutment on the cable outer sheath locates in an aperture at the front of the selector lever shift housing.
A fireproof grommet seal is positioned approximately half way along the length of the cable and seals the cable through a
hole in the bulkhead.
The transmission end of the cable also has an eye end which locates on a ball pin on the end of the transmission lever
arm. An abutment on the outer sheath locates in a bracket attached to the top of the transmission.
Linear movement of the selector lever is transferred, via the inner cable, into movement of the transmission lever arm. The
lever arm converts the linear movement of the selector cable into rotary movement of the manual shaft in the
transmission.
Cable Setting Procedure
The correct cable adjustment is achieved by use of a yellow button in the selector lever arm eye end. The setting process
is to ensure that the transmission is in Park (P) and the selector lever is in its detente park position. This can be checked
by selecting the Park (P) position and with the park brake released, rocking the vehicle forward and back to ensure that the
transmission parking pawl is engaged.
Once the cable is in the correct position, the yellow setting button can be engaged with the serrated portion of the cable.
Access to the setting button is through the aperture in the upper face of the shift housing.
The cable should be reset whenever any part of the transmission shift system has been disturbed or replaced, including
the transmission, operating arms, abutment brackets cables or selector lever assembly.
Automatic Transmission/Transaxle External Controls - External Controls
For a detailed description of the automatic transmission external controls, refer to the relevant Description and Operation
section in the workshop manual.
REFER to: External Controls (307-05 Automatic Transmission/Transaxle External Controls, Description and Operation).
CAUTION: Diagnosis by substitution from a donor vehicle is NOT acceptable. Substitution of control modules does
not guarantee confirmation of a fault, and may also cause additional faults in the vehicle being tested and/or the donor
vehicle.
2. 2. Visually inspect for obvious signs of mechanical or electrical damage.
Visual Inspection
Mechanical Electrical
Check for correct gear selector lever cable adjustment. Fuse(s)
REFER to: Selector Lever Cable (307-05 Automatic Transmission/Transaxle Loose or corroded electrical
External Controls, Removal and Installation). connector(s)
Visibly damaged or worn components
Loose or missing fasteners
proceeding to the next step.
4. 4. If the cause is not visually evident, check the TCM for Diagnostic Trouble Codes (DTCs) and refer to the DTC
Index.
DTC Index
• NOTE: If the control module or a component is suspect and the vehicle remains under manufacturer warranty, refer to the
Warranty Policy and Procedures manual (section B1.2), or determine if any prior approval programme is in operation, prior
to the installation of a new module/component.
• NOTE: Generic scan tools may not read the codes listed, or may read only five digit codes. Match the five digits from the
scan tool to the first five digits of the seven digit code listed to identify the fault (the last two digits give additional
information read by the manufacturer approved diagnostic system).
• NOTE: When performing electrical voltage or resistance tests, always use a digital multimeter (DMM) accurate to three
decimal places, and with an up-to-date calibration certificate. When testing resistance, always take the resistance of the
DMM leads into account.
• NOTE: Check and rectify basic faults before beginning diagnostic routines involving pinpoint tests.
• NOTE: Inspect connectors for signs of water ingress, and pins for damage and/or corrosion.
• NOTE: If DTCs are recorded and, after performing the pinpoint tests, a fault is not present, an intermittent concern may
be the cause. Always check for loose connections and corroded terminals.
DTC Description Possible Cause Action

P070500 Transmission range sensor Incorrect adjustment of the Check the adjustment of the gear selector lever
A circuit (PRNDL input) gear selector lever cable cable and sensor.
Incorrect adjustment of the REFER to: Selector Lever Cable (307-05 Automatic
gear position sensor Transmission/Transaxle External Controls,
Internal transmission Removal and Installation).
control module (TCM) fault Refer to the warranty policy and procedures
manual if a module is suspect.
A circuit gear selector lever cable cable.
range/performance Incorrect adjustment of the REFER to: Selector Lever Cable (307-05 Automatic
control module (TCM) fault Calibrate the gear position sensor using the
approved diagnostic system. Refer to the warranty
policy and procedures manual if a module is
suspect.
A circuit intermittent gear selector lever cable cable.
Incorrect adjustment of the REFER to: Selector Lever Cable (307-05 Automatic
control module (TCM) fault Calibrate the gear position sensor using the
approved diagnostic system. Refer to the warranty
policy and procedures manual if a module is
suspect.
P085A00 Gear shift module B LIN circuit fault between the Check the LIN circuits. Refer to the electrical
communication circuit gear selector module (GSM) guides. Rectify as necessary.
and transmission control
module (TCM)
P086011 Gear shift module A LIN circuit fault between the Check the LIN circuits. Refer to the electrical
module (TCM)
module (TCM)
module (TCM)
communication circuit - gear selector module (GSM) guides. Rectify as necessary.
missing message and transmission control
module (TCM)
P092800 Gear shift lock solenoid Gear shift lock solenoid Check the gear shift lock solenoid and circuits.
circuit open circuit: short circuit to Refer to the electrical guides. Rectify as
ground necessary.
Gear shift lock solenoid
circuit: open circuit
circuit: short circuit to power
fault
circuit open circuit: short circuit to Refer to the electrical guides. Rectify as
ground necessary.
fault
circuit open circuit: short circuit to power Refer to the electrical guides. Rectify as
Gear shift lock solenoid necessary.
fault
P092813 Gear shift lock solenoid Gear shift lock solenoid LIN Check the gear shift lock solenoid and LIN circuits.
circuit open circuit: open circuit Refer to the electrical guides. Rectify as
fault
circuit low circuit: short circuit to Refer to the electrical guides. Rectify as
ground necessary.
circuit: open circuit
fault
circuit high circuit: short circuit to power Refer to the electrical guides. Rectify as
fault
circuit high circuit: short circuit to Refer to the electrical guides. Rectify as
ground necessary.
fault
circuit high circuit: short circuit to power Refer to the electrical guides. Rectify as
fault
P173D00 Ignition key lock solenoid Shift lock solenoid circuit: Check the shift lock solenoid and circuits (between
circuit open open circuit the gear selector module and the transmission
Shift lock solenoid fault control module). Refer to the electrical guides.
Rectify as necessary.
P173E00 Ignition key lock solenoid Shift lock solenoid circuit: Check the shift lock solenoid and circuits (between
circuit low short circuit to ground the gear selector module and the transmission
P173F00 Ignition key lock solenoid Shift lock solenoid circuit: Check the shift lock solenoid and circuits (between
circuit high short circuit to power the gear selector module and the transmission
U210511 Switch Pack Signal "A" Shift Lock position signal Refer to electrical circuit diagrams and check shift
circuit - short to ground, lock position signal circuit for short to ground,
open circuit open circuit
U210512 Switch Pack Signal "A" Shift Lock position signal Refer to electrical circuit diagrams and check shift
circuit - short to power lock position signal circuit for short to power
Automatic Transmission/Transaxle External Controls - Selector Lever Cable
Adjustment
General Procedures
1. Check the operation of the transmission selector lever.
2. Remove the gear selector knob.
Refer to: Selector Lever Knob (307-05, Removal and Installation).
3.
4. 4. CAUTION: Make sure that the selector lever

and the gearshift mechanism are in the park (P)
position.
Release the selector cable adjuster.
5. 5. CAUTION: Make sure that the selector lever

and the gearshift mechanism are in the park (P)
position.
6. Lock the selector cable adjuster.
7. Secure the gear selector cover.
8. Install the gear selector knob.
Refer to: Selector Lever Knob (307-05, Removal and Installation).

Automatic Transmission/Transaxle External Controls - Selector Lever
Assembly
Removal
1. Remove the floor console.
Refer to: Floor Console (501-12 Instrument Panel and Console,

2.
Position the transmission selector lever into PARK.
Depress and hold the selector cable ball joint release button,
using a lever carefully disconnect the cable.
Release the cable.
3.
Torque: 10 Nm
Installation
1. To install, reverse the removal procedure.

Automatic Transmission/Transaxle External Controls - Selector Lever Cable
Removal
CAUTION: Make sure that the selector lever and the gearshift mechanism are in the park (P) position.

stands.
2. Remove the driveshaft.
Refer to: Driveshaft - Vehicles W ithout: Diesel Particulate Filter

(DPF) (205-01 Driveshaft, Removal and Installation).
3. Remove the floor console.

4. Remove the air cleaner assembly.
5. Remove the instrument panel, lower trim panels.
6.
7. Remove the RH instrument pack lower bracket.
8.
9.
Position the transmission selector lever into
PARK.
10.
Depress and hold the selector cable ball joint
release button, using a lever carefully
disconnect the cable.
Disconnect and remove the cable.
11. Release the cable sealing plate.
12.
13.
14. 14. NOTE: This step requires the aid of another
technician.
Remove the gear selector cable assembly.
Installation
1. 1. NOTE: This step requires the aid of another technician.
Install the selector cable.
2. Secure the cables in the clips.
3. Install the heat shield.
4. Secure the selector cables.
5. Install the sealing plate.
Torque: 7 Nm
6. Install the gearshift lever.
Torque: 10 Nm
7. Connect the selector cable ball joints.
8. Install the instrument pack bracket.
Torque: 25 Nm
9. Secure the drain tube and heater duct.
10. Install the instrument panel, lower trim panels.
11. Install the air cleaner assembly.
12. Install the floor console.

13. Install the driveshaft.
Refer to: Driveshaft - Vehicles W ithout: Diesel Particulate Filter

(DPF) (205-01 Driveshaft, Removal and Installation).
Published: 07-Nov-2011
Automatic Transmission/Transaxle External Controls - Selector Lever Knob,
Boot and Bezel
Removal
• NOTE: Make sure that the selector lights function correctly. If the ribbon cable is damaged it will be necessary to remove
the floor console to access the ribbon cable connector on the selector lever assembly.
1. Position the gearshift lever in NEUTRAL.
2. Switch the ignition off.
3.
Release the gear lever surround by pulling
upwards firmly at the rear.
4.
Release the locking ring.
5.
6.
7. 7. WARNING: The selector lever knob will be

released suddenly, keep face clear during removal.
CAUTION: Make sure the selector lever button is

depressed when removing the selector lever knob.
Failure to follow this instruction may result in damage
to the selector lever assembly.
8.
9. 9. CAUTION: Take care not to touch the printed
side of the printed circuit board (PCB).
10. 10. CAUTION: Discard the component.

Remove and discard the selector lever assembly printed

circuit board.
Installation
1.
2.
3. 3. CAUTION: Take care not to touch the printed

side of the printed circuit board (PCB).
4. 4. CAUTIONS:
Make sure the selector lever button is depressed

when installing the selector lever knob. Failure to
follow this instruction may result in damage to the
selector lever assembly.
Make sure the ribbon cable is routed in front of

the selector shaft.
5. 5. NOTE: Make sure the cut out on the locking ring
faces towards the front of the vehicle.
Install the locking ring.
6.
Secure into the 3 clips.
7. Switch the ignition on.
8. Position the transmission selector lever into PARK.

307 Automatic TransmissionTransaxle

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Published: 11-May-2011

* Do not use any lubricant other than that specified

+ Do not over lubricate

Item Capacity (liters/pints/US quarts)

Item Part Number Description

The AW F21 transmission has the following features:

Designed to be maintenance free

AW F21 Automatic Transmission - Sectional View

Item Part Number Description

Item Part Number Description

Item Part Number Description

Line Pressure Control Solenoid - SLT

Lock-Up Control Solenoid - SLU

3-W ay Solenoid - S1, S2

Fluid Temperature Sensor

Clutch / Brake Operation

One-W ay clutch - Typical

Item Part Number Description

PLANETARY GEAR TRAIN

Gear 1st 2nd 3rd 4th 5th 6th Reverse

Item Part Number Description

Clutch and Brake Operation

Power Flow - 1st Gear

The planetary gear trains are in the following conditions:

Front planetary gear train

Rear planetary gear train

Front Planetary Gear Train

Rear Planetary Gear Train

Power Flow - 2nd Gear

Clutch and Brake Operation

The planetary gear trains are in the following conditions:

Front planetary gear train

Rear planetary gear train

Front Planetary Gear Train

Rear Planetary Gear Train

Power Flow - 3rd Gear

Clutch and Brake Operation

The planetary gear trains are in the following conditions:

Front planetary gear train

Rear planetary gear train

Front Planetary Gear Train

Rear Planetary Gear Train

• NOTE: Engine braking is available when this gear is selected.

Power Flow - 4th Gear

Clutch and Brake Operation

The planetary gear trains are in the following conditions:

Front planetary gear train

Rear planetary gear train

Front Planetary Gear Train

Rear Planetary Gear Train

• NOTE: Engine braking is available when this gear is selected.

Power Flow - 5th Gear

Clutch and Brake Operation

The planetary gear trains are in the following conditions:

Front planetary gear train

Rear planetary gear train

Front Planetary Gear Train

Rear Planetary Gear Train

• NOTE: Engine braking is available when this gear is selected.