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#21
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#22
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Would you consider carrying out the repair yourself? By far the worst aspect of the job is getting the transmission out and back into the vehicle afterwards. If you have access to a ramp, or know someone that could do this part, then repairing the transmission itself is the easy bit.
https://www.rangerovers.net/threads/...eardown.27361/ http://jagrepair.com/images/AutoRepa...r%20Manual.pdf http://akpp-ivanovo.ru/wp-content/up...5HP24-diag.pdf I have loads of (used) parts available if you need them (including a dozen A-clutch drums/input shafts), and I’m only a couple of hours away if you need other help. Just a thought. Phil |
#23
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Hopefully going to catch RRPhil in this thread if he's subscribed. Troubleshooting my 5hp24, and COULD NOT find any pressure range specs for the
"PH" = Line Pressure "A" = A Clutch pressure test port taps on any of the repair manuals, diagnostic guides, or by searching what's out there online. I'm about to buy some adapters and want to determine which pressure range the gauge should be. Quote:
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2003 4.6, esotril blue, over 215,000KM. Every previous owner failed to keep up the vehicle maintenance. Restoration project. |
#24
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The only pressure tapping points that exist on later models of the 5HP24 are for the B & E clutches and the torque converter.
Very early transmissions had pressure tapping points for just about everything. If we look at this early cut-away transmission from the official repair manual you can see pressure tapping points for PH, A, WKa & WKz (as well as the main flow to the cooler ZK) Indeed, the overhaul kit still contains plugs for all these tapping points. Over the production lifetime, the casting was modified. First the tappings were no longer machined, PH, A, ZK, WKa & WKz F, D & C and then eventually the majority of them disappeared altogether. The solenoids operate off a regulated 5 bar supply. I would guess that the main pressure typically runs around 10 bar (A clutch pressure will be the same), maybe increasing to 15 bar for Reverse? Phil |
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