Range Rover Automatic Transmission. Manual — part 2
1-13
Operation Pride
Interface with Body electronic Control Module (BeCM) , see schematic 1
The BeCM provides power to the TCM via an ignition feed fuse F6 and a permanent feed via fuse F3.
In addition to power, the BeCM also routes the engine speed signal that the GEMS ECM outputs
and the diagnostic K/L lines that go to the Data Link Connector (DLC). The TCM, ECM, HEVAC,
ABS and BeCM are all attached to the same K/L lines in the DLC.
The TCM also uses the Manual Economy Sport (MES) lines to signal to the BeCM what mode of
operation it is in. If a fault condition occurs, these lines will remain high (battery voltage minus 2
volts) to indicate to the BeCM that the TCM has encountered some form of failure. The BeCM
uses this information to send a “GEARBOX FAULT” message to the instrument pack message
center.
The BeCM also receives the gear position switch information to allow it to display the currently se-
lected gear on the message center. However, it too does not need the reverse selection or starter
inhibit switch positions as it can determine this information from the status of the “XYZ” switches.
The MES lines are also connected to the H-Gate so that the currently selected gear can be indi-
cated by a “red dot” on the shifter mechanism.
Interface with the Transfer Box Control Unit (TCU) , see schematic 1
The High/Low signal is used by the TCU to select the correct mode on application of the “MES” switch
lines, i.e. Economy or Sport modes in High range and Economy or Manual modes in Low range.
Shift points are very different in the Economy mode in the High/Low ranges. In addition, it should
also be noted that cruise control does not function when in low range. Cruise control is controlled
by the BeCM and not the TCM.
Solenoid Valves
The TCM has control over four solenoid valves: MV1 (shift valve 1), MV2 (shift valve 2), pressure
regulator and torque converter lock up.
The power for all the solenoids comes from the TCM via pin 19; this power is controlled by an in-
ternal relay. If any fault occurs which needs limp home capability, the TCM will interrupt the power
supply. Interupting the power supply defaults the transmission to third if the vehicle was stationary
and fourth if the vehicle was moving. Figure 1 shows the transmission electrical connections and
the resistance across all pins. The transmission electrical connector is located on the left hand
side of the transmission about 8 inches from the rear of the gear position switches.
Shift Valves
When the driver selects Drive, the TCM controls the gear selection by the use of the two solenoid
valves, MV1 and MV2. If a fault occurs in one or both of these valves, then a different gear than
the one selected will result. If the TCM defaults the transmission, then the common supply to all
the solenoid valves is removed and the transmission mechanically shifts either to third gear, if the
vehicle is stationary, or fourth, if moving. MV2 is also used to prevent the driver from selecting re-
verse when the vehicle is moving at more than 8 km/h ( 5 mph) and from disengaging at reverse
speeds greater than 6 km/h (4 mph). This is known as “Reverse Safety” and will not be available if
MV2 is non-operational or the transmission is defaulted. Figure 1 shows the transmission electri-
cal connections and the resistance across all pins.
1-13
Operation Pride
Pressure Regulator Solenoid
The gear shift quality is controlled by modulating the pressure regulator, which is controlled by the
TCM. The solenoid is powered closed, so that if a failure occurs, then the regulator will allow de-
fault gear change. Figure 1 shows the transmission electrical connections and the resistance
across all pins.
Torque Converter Lock-Up Solenoid
The torque converter slips to allow smooth operation of the transmission. Lock-up occurs when
the vehicle reaches a speed of 48-72 km/h (30-45 mph), depending on model year, in either third
or fourth gears. Figure 1 shows the transmission electrical connections and the resistance across
all pins.
Output Shaft Speed Sensor
The automatic transmission system incorporates an output shaft speed sensor which is an input
to the TCM. This is a two wire shielded input and enables the TCM to compare input shaft speed
(engine speed) with the output shaft speed.
This comparison is used to determine which gear is currently selected and allows the TCM to ac-
curately determine the upshift/downshift points and the duration of the shift, ensuring smooth gear
shifts under all conditions. Figure 1 shows the transmission electrical connections and the resis-
tance across all pins.
1
B -PRESSURE REGULATOR
E -ROAD SPEED SENSOR +VE
F -ROAD SPEED SENSOR –VE
H -MV1 SOLENOID
K -MV2 SOLENOID
L -MVWK SOLENOID
M-SOLENOID SUPPLY
B
E
F
H
K
L
M
B
–
O/C O/C
32
32
37
5
E
O/C
–
320 O/C O/C O/C O/C
F
O/C 320
–
O/C O/C O/C O/C
H
32
O/C O/C
–
53
58
26
K
32
O/C O/C
53
–
58
26
L
37
O/C O/C
58
58
–
32
M
5
O/C O/C
26
26
32
–
– O/C = OPEN CIRCUIT
– FIGURES SHOWN ARE TYPICAL VALUES
OF RESISTANCE
TRANSMISSION ELECTRICAL PINOUTS (MATING FACE)
H
B
K
M
J
F
E
1-13
Operation Pride
2
PIN
FUNCTION
1
Rough Road Detected
2
Cam Sensor
3
—
4
Low Range Detected
5
—
6
—
7
Fuel Level
8
HO2S Bank B Upstream
9
—
10
Knock Sensor Ground
11
Knock Sensor A
12
Knock Sensor B
13
Air Temperature
14
Coolant Temp
15
Throttle Position
16
Mass Air Flow
17
HO2S Bank A Downstream
18
Park/Neutral
19
—
20
Diagnostic L Line
21
Heated Front Windshield
22
—
23
Diagnostic K Line
24
—
25
—
26
Immobilization
27
Vehicle Speed
28
A/C Request
29
Condenser Cooling Fan Request
30
Fuel Pressure (97.5 MY)
31
Ignition Retard Request (PWM)
32
O2 Sensor Ground
33
HO2S Bank B Downstream
34
HO2S Bank A Upstream
35
Fuel Temp
36
Sensor Ground
PIN
FUNCTION
1
A/C Grant
2
Fuel Used
3
Condenser Cooling Fan
4
—
5
—
6
Canister Vent Solenoid (97.5 MY)
7
—
8
—
9
—
10
—
11
Injector, Cyl 3
12
—
13
Injector, Cyl 1
14
—
15
IACV-D
16
IACV-B
17
Injector, Cyl 6
18
Injector, Cyl 8
19
Purge Valve
20
—
21
Oxygen Sensor Heater Upstream
22
MIL
23
Engine Speed output
24
Fuel Pump
25
—
26
—
27
Throttle Position (PWM)
28
Oxygen Sensor Heater Downstream
29
Engine Torque (PWM)
30
Injector, Cyl 4
31
—
32
Injector, Cyl 7
33
Injector, Cyl 5
34
IACV-C
35
IACV-A
36
Injector, Cyl 2
18
1
36
1
1
36
12
13
13
12
2
5
7
24
13
6
25
12
24
CONNECTOR B (POWER)
C509 (18-BLACK)
CONNECTOR A (OUTPUTS)
C505 (36-BLACK)
CONNECTOR C (INPUTS)
C507 (36-RED)
PIN
FUNCTION
1
Coil Driver Cyls 5&8
2
—
3
—
4
TPS 5V Supply
5
Ground
6
—
7
Main Relay Supply
8
Ignition Sense
9
Ground
10
Ground
11
Crank Sensor Neg
12
Crank Sensor Pos
13
Coil Driver Cyls 2&3
14
Coil Driver Cyls 1&6
15
Coil Driver Cyls 4&7
16
Ground
17
Main Relay Control
18
—
GEMS CONNECTOR LAYOUT
1-13
Operation Pride
3
1
20
38
PIN
FUNCTION
1
Ignition Supply
2
Vehicle Speed Sensor Positive
3
Engine Speed
4
—
5
Solenoid Valve MV2
6
Pressure Regulator Solenoid
7
Digital Ground
8
—
9
—
10
—
11
—
12
—
13
—
14
Gear Position Switch-Y Line
15
Diagnostic L Line
16
MES 1
17
—
18
—
19
Solenoid Valves Supply
20
Earth (Screens)
21
Engine Torque (PWM)
22
—
23
—
24
Solenoid Valve MV2
25
—
26
Power Ground
27
—
28
—
PIN
FUNCTION
29
MES Mode Select
30
—
31
MES 2
32
Torque Reduction Request (PWM)
33
Gear Position Switch - Z Line
34
—
35
—
36
—
37
—
38
Vehicle Speed Sensor Negative
39
Permanent 12V Supply
40
—
41
—
42
Torque Convertor Solenoid
43
—
44
—
45
—
46
Transfer Box High/Low
47
Throttle Position Input (PWM)
48
—
49
—
50
Gear Position Switch - X Line
51
Diagnostic K Line
52
—
53
—
54
—
55
—
C601
TCM CONNECTOR LAYOUT
55
37
19
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