Trans Failsafe

[haigha]

On the N62 transmission, there's a small part in the valve body that has to be set correctly when re-assembling it for gear selection to work properly. X5only ran into this issue when putting his back together. I don't know if it would cause the issue you're seeing if it has the same feature and isn't seated correctly.

[Purplecty]

Originally Posted by andrewwynn

How's the trans connector look? It should have just been reconnected but if was dirty and not cleaned I've seen similar

Trans connector is clean!

[andrewwynn]

The setback of the main plug i think can be not inn the right groove and the pins won't all make contact. I've seen that before and it will give similar crazy gear selection values


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[Purplecty]

Originally Posted by andrewwynn

With the scanner you should be able to monitor the L-pins value and compare to a chart of what they should be.

You mean the expected solenoid ohms? I have this from a range rover thread but no failsafe and the trans is in neutral when the expected selected gear indicator on the cluster goes unlit

[Purplecty]

Originally Posted by andrewwynn

The setback of the main plug i think can be not inn the right groove and the pins won't all make contact. I've seen that before and it will give similar crazy gear selection values


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How is this adjusted? It seems as if the selector switch or cable is off by a hair but its been adjusted.

[RRPhil]

The inhibitor switch is dowelled into a fixed position on the casing. The cable is the only adjustment.



Unlike with the GM 5L40-E, where the inhibitor/gear position switch is inside the transmission and therefore the 20-pin connector also carries the L1-4 signals, the 5HP24 has a separate connector for this (& therefore only needs a 16-pin connector at the back of the casing) where you can test the signal.



https://xoutpost.com/844101-post2.html

Phil

[Purplecty]

Originally Posted by RRPhil

The inhibitor switch is dowelled into a fixed position on the casing. The cable is the only adjustment.







Unlike with the GM 5L40-E, where the inhibitor/gear position switch is inside the transmission and therefore the 20-pin connector also carries the L1-4 signals, the 5HP24 has a separate connector for this (& therefore only needs a 16-pin connector at the back of the casing) where you can test the signal.







https://xoutpost.com/844101-post2.html



Phil

Thanks Phil! I guess I can take another stab at more cable adjusting...

[andrewwynn]

I forgot the v8 uses separate connector for L1-4. See if your scanner will let you monitor those values real-time. I'm looking for the chart that shows which pins are engaged for which gear but in the meantime:


http://jagrepair.com/images/AutoRepa...r%20Manual.pdf


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[andrewwynn]

That took way too long to find.

If you can get the L1-4 on your scanner you can compare.

If they don't match suggests the selector switch, wiring or connector likely at fault. As R Phil mentioned you can measure right at the selector switch connector just need to determine which pins are L1-4 and if 1-0 are referenced to ground or hot.

[Purplecty]

This Andrew? I have INPA / ISTA / DIS so im sure one of those can hepp