Just recently I have been having this error pop up from time to time when driving uphill, not necessarily a steep incline, for example, the long steady climb towards Shap on the M6.
All gear changes are fine, the issue only happens when the gearbox changes down from 6 to 5 due to the change in engine load whilst climbing the incline. The gearbox then stays in 5th once the road has levelled out and a short while after I hear the dreaded beep and the “Transmission Fault” message appears in the display, if I then take my foot off the accelerator the revs drop down to idle indicating that there is no drop down to any gears, however, when I pull off the motorway to the services for example the gears will change down fine as the car drops in speed.
I can read and reset the error code and the gearbox adaptions and carry on my journey with no issues. So long as I don’t put too much load on the gearbox it drives fine. What I’m trying to get my head around is whether this is an electrical or mechanical problem
As the reset seems to clear things for a while I’m inclined to opt for an electrical issue but knowing the complexity of these boxes it could easily be mechanical
The gearbox failed completely just over a year ago and was supposedly rebuilt by a specialist ( supplying dealer had this carried out at their expense so heaven only knows how that was carried out) Since then I have had the gearbox oil changed by my local Indy just for my own piece of mind about 6 months ago.
As my Freelander 2 is a 2007 model year I can see from reading similar posts on this forum that this is a troublesome year for these gearboxes.
Before I hand this over to my Indy to investigate further is there anything I can look for first ?
There was a mention elsewhere about possible electrical connections being at fault Anyone have any pointers or pictures to aid identification and what to look for? It would be nice to think that a plug has worked loose and just requires reseating but we all know the likelihood of that is remote but anything is worth a try.

Was speaking with my Indy last week and showed him the faults that were registered when the gearbox decided to throw the fault. He is convinced that the issue it with the torque converter, so today I dropped the vehicle off to him to have this replaced. Will update once I've had the vehicle back and have covered a few hundred miles to see if this has solved the issue

P0741 code definition
Torque Converter Clutch Circuit Performance or Stuck Off
What the P0741 code means
The Powertrain Control Module (PCM) will set the P0741 diagnostic trouble code when it notices a difference between the rotational speed of the torque converter and the transmission input shaft that is greater than 200 revolutions per minute (RPM).
The rotational speed of the torque converter and the transmission shaft should be equal when the torque converter lockup engine engages. If the torque converter RPM and the transmission input shaft RPM are not equal, the required 1:1 ratio has not been achieved, and the P0741 diagnostic trouble code will be set by the PCM as an indication that the torque converter clutch circuit is out of performance or stuck off. FL2 XS SD4 Auto 2010 2012-2017 (21k - 91k miles) (MY2011)
FL2 Metropolis SD4 Auto 2014 2017- (16k - 76k+ miles) (MY2015)

Hi Ian thanks for the info, sounds like the issue I’m having so hopefully the new torque converter will solve this. I’ll be doing around 700 miles over the weekend so should be able to report back how things have gone

The work to replace the torque convertor was completed on Friday 1st March, since then I have travelled just over 1,000 miles and have had no issues. I have driven the M6 up to Shap and the gearbox was happy to sit locked in 6th gear the whole time.
A rather expensive repair at just shy of £1,200 but nice to know the money spent does appear to have solved the issue

You may be able to help with troubleshooting transmission vibration issues:

Q - did you have any vibration or resonance around 2000rpm prior to torque converter change? and if so have you noticed any change or improvement?

LongDave, Interested in this answer as I've suspected the TC being the cause of the vibration at 1800rpm, ever since I had a similar problem on a D2 TD5,
rather expensive cure if it is though.
Dave DAVE.
I.A.M. F1rst Driver.
Gone 2003 Discovery TD5 Auto,
Gone 1986 Defender 90 Station Wagon
Gone 1984 Range Rover 3.5 Vogue Manual.
Gone 1970 Series 11A/3 SWB 3.5 V8 Hybrid
Gone 1964 Series 11A LWB Van
Gone 1966 Series 11A SWB Van
Gone 1964 Series 11A LWB Station Wagon,

No noticeable vibration at any revs Gearbox would work fine driving around town I only ever had an issue when driving long distance and under load when it would drop down from 6th to 5th then refuse to go back up to 6th.

An old thread but I thought I would add my 2 cents worth. I have had the 1800rpp shudder/vibration in most gears. In my case it appeared after changing ATF. I used a Valvoline JWS3309 which is the correct spec but the trans did not seem to like it. That is a multi vehicle fluid and is synthetic where as the original fluid is mineral, but the synthetic is used by indies in vehicles that require JWS3309 and there are people online saying that in the Aisin AWF21 Transmission, it is an improvement.
I used the dump and fill method (about 12 litres) after installing an ATF cooler and this shudder became quite noticeable. Anyway the other day I had my indy do another ATF change using what he thought was a better fluid.

He did 3 things differently 1. different fluid 2. he put in 50mls of shudder fix and 3 he drained using the ATF cooler pipe which may have given him a better flush. I have not felt the shudder in the week since. I'll let you know if it comes back.

Last edited by ribama1 on 21st Apr 2022 8:26 am. Edited 1 time in total

thats why i like manual gears,especially here on the farm,i dont think an auto would take the stress we put our freelander under towing ,pulling all sorts.

Auto only for towing nowadays for me
They are not what they used to be and clutches cannot handle the power and weight while still giving an acceptable pedal pressure

Also on a farm and not 1 tractor or machine has manual gears anymore
All tractors have vario transmission its a mixed fleet of case massey and fendt
2 teleporters both jcb torque converter gearboxes
3 industrial fork trucks no gears
Combine is a hydrostatic as is the self propelled spud harvester and sprayer
And interestingly we have not had a single transmission problem that I can remember in over 10 years the nearest we have come is a new shuttle lever on a tractor but that's electrical issue

Oh just remembered we have an old transit van for running parts and diesel round in
I had to put a clutch in that a few years ago

I became acquainted with the exceptional performance of Torque Converters for towing in the 1960s.

I used the DB 42hp tractor to tow 25 - 30 ton bombers around an airfield quite easily.

The tractors torque converter was aided by a high/low ratio and 3 forward and 1 reverse in the main manual box.

The gears were only selected when stationary, but with any gear the torque converter gave an impression of great power.

I am pleased to say that my SD4 FL2 reminds me of that 'take off' power.

https://www.britmodeller.com/forums/index....g-tractor/

https://tractors.fandom.com/wiki/David_Brown_950_Taskmaster FL2 XS SD4 Auto 2010 2012-2017 (21k - 91k miles) (MY2011)
FL2 Metropolis SD4 Auto 2014 2017- (16k - 76k+ miles) (MY2015)

pinhead wrote:

Auto only for towing nowadays for me
They are not what they used to be and clutches cannot handle the power and weight while still giving an acceptable pedal pressure

Also on a farm and not 1 tractor or machine has manual gears anymore
All tractors have vario transmission its a mixed fleet of case massey and fendt
2 teleporters both jcb torque converter gearboxes
3 industrial fork trucks no gears
Combine is a hydrostatic as is the self propelled spud harvester and sprayer
And interestingly we have not had a single transmission problem that I can remember in over 10 years the nearest we have come is a new shuttle lever on a tractor but that's electrical issue

Oh just remembered we have an old transit van for running parts and diesel round in
I had to put a clutch in that a few years ago

My freelander auto does just fine too
I couldn't image reversing 2 ton up hill would be that good on the clutch of a manual but an auto just does it effortlessly
If we had low range such things would be different but we don't