THIS SECTION INCLUDES

Transmission Identification

Transmission Service and Adjustments

2-4

Diagnosis and Testing

- Fluid Analysis
- Road Test
- Pressure Testing
- Stall Testing

5-6
7-8
9-10
10-12

Hydraulic Operation

13-40

Removal and Installation

41-45

Repair Policy

46

Warranty Statement

47

Special Tools

48

Towing

48

TRANSMISSION IDENTIFICATION - 4HP 22 HYDRAULIC

ZF stands for Zahnrad Fabrik - Friedrichshafen, Germany.

A metal plate on the side of the transmission identifies a specific unit as follows:

1043
010
332

= Family Type HP 22/24

= 4 speed
= Specification or Type Number, i.e. specific units used with
Land Rover Products - relates to clutch build, planetary
ratios, valve block version, etc.

Getriebe Nr. = Serial Number (Gearbox Number)

4 = 4 speed
HP = Hydraulic Planetary
22 = Family ID (4.0 Litre)
Gear Ratios:
1st gear
2nd gear
3rd gear
4th gear
Reverse

= 2.48 : 1
= 1.49 : 1
= 1.00 : 1
= 0.73 : 1
= 2.09 : 1

TRANSMISSION SERVICE

Land Rover specifies a complete Automatic Transmission service at the first 30,000 mi
(48,000 km) under Normal operating conditions. More frequent servicing should be
recommended if a particular vehicle is used continuously in stop and go traffic, off-road
extensively or used for frequent towing.
A complete service includes replacing the filter (screen), suction "O" rings, drain plug washer
and transmission pan gasket. Simply draining and refilling the transmission is not
sufficient and is not a transmission service.
Follow the procedure in the Workshop Manual for the particular vehicle you are servicing.
1 - O Rings
2 - Spacer
3 - Filter
4 - Pickup
5 - Securing bolts

Having to remove the cross-member and in most cases part of the exhaust system
complicates the job but is necessary for pan removal. Be sure that the oil pan clamps are
correctly placed to avoid leaks and/or pan damage.

1 = Side Clamp
2 = Corner Clamp
2

TRANSMISSION SERVICE

Total Fluid Capacity, including Torque Converter:

9.5 U.S. qts (9.1 liters)
The refill quantity will vary after a service depending upon drain time, number of coolers in the
circuit, etc. Always check the dipstick with the transmission cold and engine idling in neutral
or park.
In addition, the adjustment of both the selector cable and kickdown (throttle valve) cable
needs to be verified during the service/road test.
Selector Cable:
Place the transmission in Park
Check that the transmission manual valve lever is fully in the Park detent with no preload
and the shifter is fully engaged in it's detent within the shift housing.
Select Drive and Reverse
Check that the transmission lever is fully in the Drive and Reverse detents in the
transmission and the shifter is fully engaged in the Drive and Reverse detents in the shift
housing. If not sure, remove the cotter pin and washer and check that the trunnion fits
exactly into the manual valve lever hole. If not, loosen the locknut and turn the trunnion 1
revolution in the correct direction ..... recheck.
Tighten trunnion locknut, replace washer and new cotter pin.
Adjust shift graphic if required for alignment.

TRANSMISSION LEVER

SELECTOR CABLE

TRUNNION

TRANSMISSION SERVICE

Kickdown Cable
Correct adjustment of the throttle valve (kickdown cable) is critical to correct shifting
performance of the transmission. Overadjustment increases throttle pressure too early and
results in downshifts which occur too soon. Underadjustment causes the exact opposite and
is often confused by the customer as a lack of power since the transmission remains in a
higher gear too long. Adjust the kickdown cable as follows:

Check that the throttle is fully closed at idle and fully open at W.O.T. (Wide Open Throttle)
- adjust hand nut if required.
Measure gap "A" in illustration. It should be 0.010-0.050" (.25-1.25mm) with the throttle
fully closed.
If out of spec, loosen the 2 locknuts on the cable housing and adjust as required.
If replacing the cable and the crimp sleeve in the new cable is loose, measure distance "B"
on the old cable and crimp on the sleeve accordingly. Use special tool LRT-44-002 (LST
109) to align the valve block after replacing the cable. See the Workshop Manual for the
step by step procedure.

After performing a maintenance which includes a transmission service, make sure that the
transmission shifts properly into and out of all gears, torque converter lockup works and
kickdown occurs. The shift point/ road test section of the appropriate Workshop Manual
should be reviewed if you are in doubt about the operation of the transmission. They are
found in Section 4 of the Workshop Manual.
Also, shift the transfer gearbox into and out of low range and engage/disengage diff-lock if
fitted. This simple exercise will help prevent linkage seizure cause by lack of use by the
owner.
Rev. 6/97

DIAGNOSIS AND TESTING

Fluid Analysis
Due to the time and cost associated with either replacing or overhauling an automatic
transmission it is vital that a technician performs a complete diagnosis before work begins.
After reviewing the customer complaint, the first thing that a tech will normally do is to check
for fluid level and condition. An overfilled transmission will generally do one of two things:
Shift erratically - caused by fluid foaming and air entering the valve block and clutch
circuits.
"Mysteriously expel fluid from the dipstick tube especially after a long drive or when
towing.
Most service station attendants (where they still exist) and owners have learned to check the
fluid level hot - which is INCORRECT for a ZF unit. Level must always be checked cold.

Checking the level hot will make the transmission appear to be overfilled when in fact it is at
the correct level. Underfilling is similar to overfilling - fluid foaming and pump cavitation
normally result.
Fluid condition is usually judged by color and smell. DEXRON ATF is darker than other types
and tends to darken further as it ages. This fact needs to be recognized at the outset to avoid
an incorrect diagnosis. The following chart should help with your analysis of ATF.

DIAGNOSIS AND TESTING

Fluid Analysis

COLOR

ODOR

CAUSE/ACTION

Dark Brown, no particles

present

Burned smell

Overheated fluid - service

transmission

Whitish Pink or Whitish

Brown

Normal or glycol smell

Coolant leak from cooler into

transmission

Black or very Dark Brown,

particles present

Strong burned smell

Friction materials from clutches.

may need trans overhaul or
replacement

Foamy - normal color

Normal

Overfilled or underfilled - fluid

aerated

Note that a large amount of friction material in the pan or on the filter screen may indicate the
need to overhaul or replace the transmission. Simply servicing the transmission invites future
problems as the fresh additives can break loose varnish and other residue and cause
problems in the valve body.
Normally the torque converter is not drained or serviced. Regular fluid changes keep the
additive strength high enough to cope with the several quarts of used fluid in the transmission
when it is serviced.
The only practical method of cleaning the torque converter is through specialized flushing
equipment at a commercial transmission shop. Never flush a ZF converter with solvent or
other cleaning fluids - use only clean ATF. The chemicals in most solvents will damage the
bonded lining of the torque converter clutch.

DIAGNOSIS AND TESTING

Road Test
After your preliminary fluid inspection the next step is a road test to verify the complaint and
determine needed repair. Skip this step, of course, if the vehicle is a tow-in or exhibits
obvious problems such as no drive but reverse OK, etc.
The Workshop Manual (WSM) for the vehicle on which you are working should be used to
evaluate shift points, converter lockup, kickdown speeds, etc. It is found in Section 44 of the
appropriate WSM. The older editions for Range Rover Classic also include a fault finding
tree.
Evaluate each shift, up and down, converter lock/unlock speed, any flare between shifts,
slipping on take-off, delay on engagement into drive or reverse, off-line performance, unusual
noises etc. DO NOT aggressively drive a vehicle which clearly has a transmission problem or
else the transmission might fail altogether.
The following clutch application chart indicates which components are active for each gear
selected and can be used as a starting point in your diagnosis. If, for instance, a Range
Rover Classic will not Drive off in Drive, 3 or 2 but will move in shift lever position 1 the chart
helps by telling you that UD 2 has failed. How? CB 3 is applied only in shift lever position 1,
NOT in Drive, 3 or 2. UD 2 which holds in Drive (1st gear), 3 (1st gear) or 2 (1st gear) is
made redundant by CB 3 which, incidentally, gives us engine braking in lever position 1.
Check TC Lock
During the road test you can quickly determine if the DDC lockup has occurred by observing
the following:

Slowly accelerate the vehicle to about 52 mph (83 kph)

4th gear shift will occur at about 300 mph (48 kph) with a 200 rpm drop and lockup occurs
at about 52 mph (85 kph) with a 300 rpm drop.
To test if DDC has engaged press the accelerator down for an instant and watch the
tachometer.
A. Tach doesnt move - DDC engaged
B. Tach immediately indicates a 300-500 rpm increase - DDC not engaged.
Lockup on the 1997 Defender 90 occurs at approximately 56 mph (90 kph).

Rev. 6/97

DIAGNOSTICS AND TESTING

Clutch Application Chart

ZF 4HP 22 Hydraulic Transmission

Clutch
Lever
Position/
Gear

Park/
Neutral
Drive - 1ST

Drive - 2ND

Drive - 3RD

Drive - 4TH
+ LOCKUP
1 - 1ST

REVERSE

Clutch Brake

Unidirectional Clutch

Indicates the component is holding or engaged.

DIAGNOSTICS AND TESTING

Pressure Testing
Further analysis of a transmissions condition can be made using a pressure gauge. For ZF
transmissions in Land Rover products, the correct tools are:
Pressure Gauge

LRT-44-007
Hose and Fittings
Adaptor/Seal

LRT-44-008
LRT-44-009

X = Mainline
Z = Torque Converter

The pressure gauge can be connected to read either mainline or torque-converter pressure
depending on which test port is selected. Testing can be done on the road or in the shop or
both.
CAUTION: Make sure that the gauge hose is tied clear of the exhaust or catalyst!
Hook up the gauge adaptor to the appropriate test port or shown in the illustration. Use a
6mm allen socket and replace the sealing washer when done.

DIAGNOSIS AND TESTING

Test Pressures should be as follows:
Mainline Pressures:

150 5 psi (1055 35 kpa) in D, 3, 2, 1 @ 2000 rpm (under load)

0 psi
in P, N, R at all speeds

Torque Converter Pressure: 100 5 psi (700 35 kpa)

in all gears, park and neutral @ 2000 rpm
0 psi with DDC engaged
Lower than normal mainline pressure can indicate a worn pump, defective primary regulator,
circuit, leaking clutch or clutch brake pistons, or more typically a partially clogged filter screen
or low fluid level.
Stall Testing
Stall testing is a poorly understood and possibly destructive diagnostic procedure.
When performed properly, however, it can provide a great deal of information to the
technician.
The stall in stall testing occurs when the turbine portion of the torque converter is prevented
from turning (stalled) by the vehicle brakes with the vehicle in gear at W.O.T.
A stall test will reveal the following:
Slipping clutches, clutch brakes and unidirectionals
A freewheeling torque converter stator
Weak or poorly tuned engine
Since stall testing is done with the brakes fully locked and zero road speed it will be possible
to test the holding/driving power of the components responsible for 1st gear in Drive, 3, 2 and
1 and for Reverse gear. A stall test wont reveal problems with the clutches or clutch brakes
specifically responsible for second, third or fourth gear, but by testing 1st and reverse we can
confirm or eliminate the following components as being a problem:
A Clutch - used in all foreward gears
C Clutch - used in 1st, 2nd, 3rd and Reverse
CB 3 - used in 1st (selector pos. 1)
UD 2 - Holding D, 3, 2 positions

Rev. 6/97

10

ROAD TEST

Stall Test Procedure

Do the following to ensure that the stall test you are performing is accurate and safe.
CAUTION: Never let anyone walk or stand in front of the vehicle while stall testing.

Make sure the powertrain is at normal operating temperature and that the transmission,
coolant and engine oil are topped up.
Connect TestBook or an accurate tachometer. The vehicle tach is NOT acceptable for
stall testing.
Block the wheels and apply both the hand brake and foot brake firmly.
Start the engine and place selector in Drive
Depress the accelerator to the floor and hold until it stabilizes. Release the accelerator
and record the rpm. Do not hold the throttle at W.O.T. for more than 5 seconds.
Shift into neutral and hold at 1000 rpm for 30 - 60 seconds to cool the ATF.
Repeat in 1st gear lever position 1, record results.
Cool for 30 - 60 seconds as indicated above.
Repeat in Reverse gear, record results.

2000

TACHOMETER
WARNING: A stall test must only be performed in high range.

11

Rev. 6/97

DIAGNOSIS AND TESTING

The following chart gives you the information needed to analyze stall test results.

RPM
2000 5 %
2700 +
1600 - 1800 rpm
1000 5%

INDICATION
Clutches holding - normal condition
Clutches slipping - repeat in other gears,
ranges to isolate
Weak, badly tuned or misfiring engine
Freewheeling stator in T.C.

Loud metallic noise, T.C. internal problem or drive plate problem

clicking

Note: A torque converter with a seized stator will not show up on a stall test. On a road test,
however, off line performance will be good but the vehicle will be sluggish at higher speeds
and have excessive fuel consumption.
The RPM values shown above will all be somewhat lower at high altitudes (except possibly for
slipping clutches).
Hydraulic Operation
Beginning on the next page is a complete circuit description of the hydraulic operation and
function of the ZF 4HP 22 transmissions valve block and related components.

12

HYDRAULIC VALVE BLOCK - OPERATION

Drive, 1st gear
When the engine is started the ATF pump and the primary regulator will begin to operate. Fluid
is supplied to the torque converter and governor, and also passes through the 3-4 shift valve to
apply clutch "C". Select "Drive" and the pressurised fluid will be fed to clutch "A" and the 1-2
shift valve. So long as the governor is not rotating, governor line pressure will be minimal,
certainly not enough to move any of the shift valves.
With clutch "A" and "C" applied 1st gear is now engaged.
one-quarter throttle.

Accelerate gently at about

As the governor spins on the output shaft it allows a percentage of mainline pressure to pass to
the larger diameter valve faces of the 1-2, 2-3 and 3-4 shift valves.

MANUAL VALVE

Fig. 1

13

HYDRAULIC VALVE BLOCK - OPERATION

Drive, 1 - 2 Shift
Soon the governor pressure applied to the large face of the 1-2 shift valve is high enough to
overcome the 1-2 shift valve spring and the valve moves to the right causing a change into
2nd gear. Fig. 2 shows that in 2nd gear clutch brakes CB 2 and CB 1 are applied and fluid is
now fed to the 2-3 shift valve.

MANUAL VALVE

Fig. 2

14

HYDRAULIC VALVE BLOCK - OPERATION

As the vehicle and output shaft accelerate the governor will allow a greater percentage of main
line pressure to pass into the governor line.
Drive, 2 - 3 Shift
Eventually this pressure will be high enough to overcome the 2-3 shift valve spring causing a
change into 3rd gear by the application of clutch "B" and the release of CB 1 as seen in Fig. 3.

MANUAL VALVE

Fig. 3

15

HYDRAULIC VALVE BLOCK - OPERATION

Drive, 3 - 4 Shift + Lockup
Continued acceleration of the output shaft will cause the governor line pressure to increase
still further to move the 3-4 shift valve to the right. As the valve is moved mainline pressure
will apply CB 4 and release clutch "C". Fluid from clutch "C" will exhaust via a port in the 3-4
shift valve as shown.
Only after 4th gear is engaged will the governor pressure be high enough to move the torque
converter/direct drive clutch control valve to the right also seen in Fig. 4. The movement of the
TC & DDC valve causes the TC fluid flow to reverse and the DDC to be applied.
This is the basic system and works well with light throttle application. Additional
controls are needed for hard acceleration were we want up-shifts to occur at higher
speeds. A throttle valve which supplies pressure based on throttle position and which
opposes governor pressure is needed.

MANUAL VALVE

Fig. 4
16

HYDRAULIC VALVE BLOCK - OPERATION

Throttle Valve Operation
The throttle valve is made up of two components. "P" the plunger and "V" the valve. Mainline
pressure is fed to port "A" and careful examination will show that the fluid can just leak past the
valve into port "B". Once through port "B" it can also reach the end face of the throttle valve via
port "C" where it will force the valve to the left against the spring as seen in Fig. 6. Once the
pressure in the throttle line is equal to the spring, fluid is exhausted at port "D" and the valve
moves back over to the right. This valve, like the main line pressure regulator, shuttles
continuously to provide throttle pressure "T", Fig. 6.
Remember this pressure is a percentage of mainline pressure and the actual percentage
figure is related to compression of the throttle valve spring which is determined by the driver's
foot. With the plunger shown in the position seen in Fig. 7 the pressure is applied to the spring
end of each of the shift valves where it opposes the governor pressure to delay the upshifts.
The upshifts will now depend on throttle pressure and vehicle road speed. The throttle plunger
when depressed fully opens a secondary feed of throttle pressure "T" which connects to the
shift valves to further delay the upshifts. Upshifts are therefore attainable at any speed
between the minimums and full throttle maximums.
1-3 or 1-4 upshift are also possible by accelerating fairly hard in first to create a high throttle
pressure, then release the throttle to cause the pressure to escape out of port "E," Fig. 6 and
the transmission will upshift 1-3 or 1-4.

Fig. 5

Fig. 6

Fig. 7

17

HYDRAULIC VALVE BLOCK - OPERATION

Throttle and Shift Valves

Fig. 8 shows the throttle valve in the system and how it is connected to the shift valves. In "D"
1st gear with light to moderate throttle opening throttle pressure is fed to two surfaces at the
spring end of the 2-3 and 3-4 shift valves but only to the spring chamber of the 1-2 shift valve.
The throttle pressure now assists the shift valve springs to oppose the governor pressure thus
causing the upshifts to occur at a higher road speed.
For maximum acceleration upshifts and to provide high speed kickdown a secondary feed of
throttle pressure is available when the throttle is fully depressed, which also assists the shift
valve spring in opposing the governor pressure as seen in Fig. 9 on the next page.
With the addition of the throttle valve we have the basis of a system which will work
reasonably well but still requires further refinement.

MANUAL VALVE

Fig. 8

18

HYDRAULIC VALVE BLOCK - OPERATION

Timing has always been a major problem with automatic transmissions and this is
understandable when you consider the number of varying factors which have to be accounted
for when driving a car, i.e. load, speed, rate of acceleration, engine power, torque and of
course traffic conditions. All these constantly changing factors would cause incorrect gear
shifts if the timing was not right.
The gearshift quality which is closely related to timing is another factor which can be a
problem.
Harsh shifts even when they occur at the desired speed are not so acceptable now as they
were 30 or 40 years ago, so a solution to this problem must also be found.
To summarize then, we have main line pressure to apply the clutches etc, governor pressure
to do the basic gear shift timing and dampers to improve the shift quality, but the system still
requires fine tuning of the gear shift timing and quality. This is achieved in the ZF unit as it is
in most automatic transmissions by the introduction of the modulator, so let us look at this
valve next.

MANUAL VALVE

Fig. 9
19

HYDRAULIC VALVE BLOCK - OPERATION

Modulator Operation
Figs. 1 & 2
The modulator valve is yet another pressure regulator but one which is sensitive to throttle
pressure and provides a pressure which is always lower than throttle pressure.
As can be seen in Fig. 10 with the valve at rest, fluid from main line pressure can pass through
ports "A" and "B" to reach the lifting surface of the valve "C", causing the valve to move to the
left against the spring. Further movement of the valve to the left causes the exhaust port "D"
to be uncovered allowing the pressure to fall and the process repeat over again.
In order to make "modulator pressure" throttle pressure is used to compress the spring as
seen in Fig. 11. In this way the amount of modulator pressure required to open exhaust port
"ID" must be relative to throttle pressure, and thus modulator pressure is created. Modulator
pressure will vary with the throttle pressure and is a percentage of it, in just the same way
throttle pressure will vary according to throttle position and is a percentage of mainline
pressure.

Fig. 10

Fig. 11

20

HYDRAULIC VALVE BLOCK - OPERATION

Next let us see how the modulator fits into the system. Unfortunately the modulator pressure
is supplied to additional valves in the system which have not been shown in previous diagrams,
thus Fig. 12 does appear rather complicated. However, to make the explanation easier it is
strongly advised that you color the different hydraulic circuit pressures using the following color
code.
0
1
2
3
4

Black
Brown
Red
Orange
Yellow

5
6
7
8
9

Green
Blue
Violet
Grey
White

For this exercise the following colors should be used:

4=
2=
5=
6=
3=

Zero pressure i.e. exhausting fluid - pump suction, etc.

Main line pressure
Throttle pressure
Governor pressure
Modulator pressure

Intermediate pressures are shown as stripes Example 6.4 = blue and yellow stripes.
Assuming, as suggested, the hydraulic circuit Fig. 12 is colored in, we will start the explanation
with a brief summary.

21

HYDRAULIC VALVE BLOCK - OPERATION

Fig. 12 Explanation
With the engine running and Drive selected mainline pressure Red is determined by the
primary regulator. When Drive is selected the main line pressure will progressively apply
clutches "A" and "C". These clutches are normally only applied when the vehicle is stationary
and therefore the dampers need only be of comparative simple design. Full main pressure is
not applied to clutches "A" and "C" until both dampers have moved to the left and compressed
the damper springs.
We already know that the governor pressure is necessary to move the shift valves to cause
upshifts to occur and that throttle pressure is fed to the spring end of the shift valves to delay or
time the upshifts.
Now, lets just think about main line pressure in relation to throttle opening. With light throttle
openings the amount of power clutches "A" and "C" must transmit is quite small by comparison
with a kickdown, or even a full throttle start, where the amount of power transmitted is very
large.
In order to ensure that neither of these clutches slip during hard acceleration, all that is
necessary is to ensure main line pressure is high enough to hold the clutches.
Fig. 12 shows that the modulator pressure is fed to the spring side of the primary regulator
where it obviously assists the spring and causes an increase in main line pressure. Modulator
pressure is also fed to the spring chambers of the dampers of CB2, CB4 and clutch B where it
absorbs the hydraulic shock when any of these units is applied. This pressure is also fed to the
delay valve for CB 1 to assist timing.
Reverse Interlock
In this diagram, governor pressure can also be seen to move the reverse interlock valve over to
the right and is present in the accumulator spring chamber of CB3. The feed of governor
pressure to the reverse interlock prevents main line pressure from engaging (reverse gear
CB3) when "R" is selected while travelling forward above 12 mph (19 kph). The presence of
governor pressure in the damper spring chamber of CB 3 will absorb the hydraulic shock as
and when reverse gear engages.
The supply of throttle pressure to the 4-3 KD (Kickdown) valve is of no significance at this stage
but will become clear later.

22

HYDRAULIC VALVE BLOCK - OPERATION

MANUAL VALVE

Fig. 12

23

HYDRAULIC VALVE BLOCK - OPERATION

Now that we know that the modulator pressure is fed into the spring chambers of the damper
for CB 4, CB 2 and clutch "B", it is perhaps a good stage to explain exactly how these three
dampers work.
For the purpose of this explanation we are showing clutch brake CB 2 damper which is used in
2nd gear.
Fig. 13 shows the damper in simplified form. The fact that branch lines of mainline pressure
go to other parts of the system makes no difference to the way it operates. Now color in Figs.
13, 14 and 15.
OPERATION OF DAMPERS CB4, CB2 AND "B" FIGS. 13, 14 & 15
Modulator pressure "3" is present in the damper spring chamber of CB 2 prior to the 1-2
upshifts occurring and a small restriction washer is fitted in the main line supply to the damper
at "R".
When the 1-2 shift valve is moved to the right due to governor pressure, main line pressure is
fed to damper and clutch brake piston, where it begins to move the piston to clamp the clutch
plates. A sudden application of CB 2 would of course result in a harsh shift so what happens is
this:
Main line pressure enters at port "A" and passes through the valve to the valve lifting surface
"C". The pressure at "C" causes the valve to move over to the right against the damper spring,
in doing so the main line supply at "A" is cut off and the exhaust port "D" opened.
The resulting fall in pressure at "C" causes the valve to move over to the left again and the
process repeats, so ensuring a regulated pressure feed to clutch piston and damper.

Fig. 13

Fig. 14

Fig. 15

24

HYDRAULIC VALVE BLOCK - OPERATION

The regulated pressure will also squeeze through the restrictor "R" and progressively move the
damper piston to the left, where it displaces the fluid from the modulator and compresses the
valve spring.
The progressive compression of the spring will of course cause the pressure to the clutch to
rise in unison until the clutch plates are clamped by the full main line pressure at which point
the valve will cease to regulate. Put simply, the valve regulates the pressure rise until it is
equal to mainline pressure, to ensure smooth operation of the clutches and good quality gear
shifts.
There now remain only five more valves and several loose restrictor washers to complete the
system. Three of the valves are exclusive to the operation of direct drive clutch and the
remaining two are the " 1 position" locking valve and the "2 position" locking valve. At this
stage we have sufficient information to attempt an explanation of all the hydraulic operation.
The hydraulic control in Drive with light and moderate throttle opening has been sufficiently
explained previously. What still needs to be explained is how the system operates when there
is the greatest amount of hydraulic activity, D selected with a Kickdown start for example.
Other questions which also need explanation are:
What happens when "3", "2" or " 1 " positions are selected from Drive, or from a standstill?
Why are there no upshifts in " 1?
Why does the transmission start in 1st when "2" is selected from rest but engages 3rd when "2"
is selected from Drive at high road speeds?
Though it would require very many more hydraulic diagrams and pages of text to explain every
possible hydraulic permutation, the hydraulic explanation and diagrams in this section should
be enough to allow you to work out some of the permutations for yourself by cross reference.
At the very least, attempting to do so can only expand your general knowledge of this
transmission and more importantly, diagnostic knowledge of the hydraulics.
Color in each hydraulic circuit beginning with mainline and revise the operation of each valve as
you progress. Only when all the circuits shown in Fig. 16 are colored, should you read on.

25

HYDRAULIC VALVE BLOCK - OPERATION

Kickdown start, Drive selected 1st gear - Fig. 16
In this diagram we see all the valves incorporated in the system. The"'I" and"2" position
locking valves can be seen adjacent to the l-2 and 2-3 shift valves and the DDC shift, DDC
hysteresis (differential) and damper are located on the left of the diagram.
In 1st gear with a Kickdown start mainline pressure of approximately 150 PSI (1050 Kpa) is
applying clutch "A" and "C".
Throttle pressure (5) is assisting the shift valve springs to hold the valves to the left to delay
upshifts. It is also preventing governor pressure reaching the 3-4 shift valve by holding the 3-4
KD valve over to the right which accounts for the fact that if the throttle is held at KD, 4th gear
and also DDC will not engage. Modulator pressure as explained previously is present in
dampers CB 4, B and CB2 ready to cushion the upshifts, it is also supplied to the primary
regulator to help raise the main line pressure. Remember, the main line pressure needs to be
the highest when the torque and loads are greatest which is during acceleration. Think how
much effort it takes to manually push a car and how much less effort it takes to keep it moving
once it has started rolling, the circumstances are the same.
The modulator pressure is also assisting the spring to keep the CB 1 delay valve pushed to the
left, we will understand why later. Now let us see what happens as the vehicle moves off:
As the vehicle begins to move the Blue pressure will steadily rise. It is not only fed to the
faces of the 1-2 and 2-3 shift valves but also to the DDC hysteresis valve, the CB3 damper and
the reverse interlock valve. At speeds above 12 mph (20 kph) the pressure is high enough to
move the reverse interlock valve over to the right thus preventing reverse gear engagement
(even if selected) at forward speeds above 12 mph (20 kph) (see reverse gear hydraulic
diagram). Continued acceleration will cause the "Blue" pressure to continue rising until it is
able to move the 1-2 shift valve which brings us to the next diagram.

26

HYDRAULIC VALVE BLOCK - OPERATION

MANUAL VALVE

Fig. 16

27

HYDRAULIC VALVE BLOCK - OPERATION

Throttle at Kickdown, Drive Selected 1-2 Upshift - Fig. 17
Here we see that the 1-2 shift valve has moved to the right due to the pressure increase in line
"6". The movement of the shift valve allows the red pressure to flow to CB 2 where the damper
is shown at the actual point of damping the application of CB 2. Note that the damper valve is
controlling the pressure rise and the damper piston has not yet fully compressed the spring.
Until the damper control for CB 2 ceases to operate the CB 1 delay valve will not have moved
fully to.the right. Thus, the delay valve ensures that until CB 2 is fully applied, CB 1 cannot be
applied. The delay valve therefore performs a very important timing function in ensuring
correct sequenced application of CB 2 and CB 1.
Line 2 pressure, once through the CB delay valve assists the spring in the 2 position locking
valve and also passes through the 2-3 shift valve to the CB 2 damper valve, where it joins with
line "2" again at junction "J" once the damper has ceased to operate.
Mainline pressure continues from junction "J" to a third lifting surface on the primary regulator
where it assists in opposing the spring (plus modulator pressure) to bring about a reduction in
main line pressure from approximately 150 PSI (1050 kpa) to 120 PSI (840 kpa), a fall about 30
PSI (210 KPA).
This pressure fall which we call "cut back" is necessary to ensure correct timing of the 2-3, 3-4
shifts and DDC engagement. With the throttle still held at KD and the vehicle still accelerating,
the governor will continue to allow a progressively greater percentage of the 120 PSI (840 kpa)
main line pressure to pass into line 6 to bring about the 2-3 upshift.

28

HYDRAULIC VALVE BLOCK - OPERATION

MANUAL VALVE

Fig. 17

29

HYDRAULIC VALVE BLOCK - OPERATION

Drive Selected, 2-3 Shift Explanation -Fig. 18
Here we see that the 2-3 shift valve has moved into the 3 KD gear position and has brought
about the following changes in the hydraulic system: First of all the mainline pressure feed to
CB 1 has been redirected to apply clutch "B" via a ball valve and the damper. Main line
pressure which was applying CB 1 escapes via the delay valve and an exhaust port in the 2-3
shift valve, now shown in yellow.
To summarize: "A", "C", CB 2 remain applied. CB 1 is released and clutch "B" applied to
provide 3rd gear. One other change is that governor pressure is now causing the DDC
hysteresis valve to regulate the pressure fed to the DDC shift valve. This is an intermediate
pressure which should be coloured in blue with yellow stripes (6.4).
Having attained 3rd gear with the throttle at KD you will see that the governor pressure has no
access to the end face of the 3-4 shift valve, as the passage is blocked by the 4-3 KD valve.
Obviously until the throttle pressure to the 4-3 valve is exhausted no further upshift can occur.
The answer is of course to release the accelerator pedal to the full throttle position so that the
4-3 KD valve can move to the left and allow governor pressure to reach the 3-4 shift valve and
the transmission will shift into 4th as seen in Fig. 19.

30

HYDRAULIC VALVE BLOCK - OPERATION

MANUAL VALVE

Fig. 18

31

HYDRAULIC VALVE BLOCK - OPERATION

Full Throttle, Drive Selected 4th Gear
Movement of the 3-4 shift valve has brought about the application of CB 4 and the release of
clutch C.
As can be seen in this diagram, fluid is exhausted from clutch C and its damper via a port in
the 3-4 shift valve, the fluid color is now yellow (4).
Line 2 (red) is now passing through the 3-4 shift valve to apply CB 4 via its damper, it is also
fed to the DDC shift where it is ready to operate the TC & DDC control valve and damper.

MANUAL VALVE

Fig. 19

32

HYDRAULIC VALVE BLOCK - OPERATION

Full Throttle Drive Selected, 4th Plus DDC
The continued rise in the governor pressure will cause the DDC hysteresis valve to stop
regulating the pressure to the DDC shift and the valve will move fully to the left. Governor
pressure now acts directly on the DDC shift to allow the red pressure to move the TC & DDC
control valve and damper.
Movement of the DDC control to the right causes the fluid flow through the torque converter to
be reversed, which in turn brings into operation the DDC. A torque converter when transmitting
power during acceleration generates heat which is the reason for having a cooler but once the
TC is at coupling point it ceases to produce heat and begins to act, as a cooler.
The actual rate of fluid flow through the TC unit is controlled by restrictor holes in the DDC
piston which also ensure sufficient pressure difference to prevent slip in the DDC drive. The
fluid for the TC (color 2.4) is via a second larger restrictor which is also the damper exhaust.

MANUAL VALVE

Fig. 20
33

HYDRAULIC VALVE BLOCK - OPERATION

Summary
First, refer to Fig. 16 (page 27). Mainline pressure needs to be high 150 PSI (1050 Kpa) during
hard acceleration in 1st and 2nd gears. To obtain high pressure, modulator pressure is fed to
the spring chamber of the primary regulator to assist the spring. As 2nd gear is engaged (Fig.
17, page 29) main line pressure falls (cut back) to 120 PSI (840 Kpa).
Governor pressure see in Fig. 18 (p. 31), which moves the shift valves will continue to rise even
after main line pressure has fallen.
Throttle pressure is used to oppose the effect of governor pressure on the shift valves to delay
upshifts proportional to throttle opening. At KD throttle opening from a standing start, throttle
pressure is fed to two surfaces on each shift valve which oppose the governor pressure, as
seen in Fig. 18. While at light to moderate throttle openings as seen in Fig. 8, 19 & 20 throttle
pressure is present only in the spring chambers of each shift valve, thus allowing upshifts to
occur sooner.
If the throttle is held at KD shown in Fig. 17, the transmission will not upshift into 4th nor will the
DDC engage because of throttle pressure applied to the 4-3 KD valve. Therefore the throttle
pedal must be released to allow 4th gear and DDC engagement as seen in Figs. 19 and 20.
Explained next is how a 1st - 3rd or a 1st to 4th DDC shift is achieved.
1st - 3rd or 1st - 4th DDC
Let us assume that we have started in Drive 1st at KD (Fig. 16) and the vehicle is accelerating
rapidly. If we now release the throttle completely the transmission will upshift into 4th DDC
(Fig. 20). Another option is to start at Fig. 16, but this time releasing the throttle only a
moderate amount will cause an upshift into 3rd (Fig. 18), thereby missing out 2nd.
In fact, by careful adjustment of vehicle speed and operation of the throttle pedal a very large
number of up and down shift variations can be achieved to suit traffic conditions.
1 Selected from Drive - Fig. 21
Next we need to consider the other selector positions, but first carefully color the diagram
Fig. 21.
Let us assume we are in 4th DDC as per Fig. 20, travelling at about 70 mph (112 kph) (the
precise speed is not important) and the selector is moved to the " 1 " position (Fig. 21). The
transmission will immediately down shift to 3rd gear as seen in Fig. 21. The reason for an

Rev. 6/97

34

HYDRAULIC VALVE BLOCK - OPERATION

immediate downshift to 3rd is obvious. Selection of " 1 " gives a feed of main line pressure to
the spring chamber of the 3-4 shift valve and since the valve surface area is about the same at
the spring end and the governor end, the valve is forced to the left. Movement of the valve
causes clutch C to engage and the DDC and CB 4 to disengage. Fluid from the DDC control
and CB4 can be seen draining out of a port in the 3-4 shift valve.
You will also see in Fig. 21 that main line pressure is directed to both " 1 " and "2" locking valves
which regulate and apply a pressure slightly lower than mainline to both shift valve spring
chambers, as well as to the large valve surface marked "Z" on the 1-2 and 2-3 shift valves.
As the vehicle speed falls governor pressure will also slowly decrease thus allowing pressure
(color 2.4) from the 2 locking valve to move the 2-3 shift valve to the left as seen in Fig. 22 and
the transmission down shifts into 2nd gear, at about 68 mph (1 09 kph).

MANUAL VALVE

Fig. 21
35

HYDRAULIC VALVE BLOCK - OPERATION

1 Selected 3rd to 2nd Downshift
Color Fig. 22 at this stage noting that mainline pressure has passed through the 2-3 shift
valve and has moved the "2" locking valve to the left stopping it from regulating.
With the "2" locking valve no longer regulating, main line pressure now enters the spring
chamber of the 2-3 shift valve and is also applied to surface "Z". This effectively prevents the
2-3 up shift occurring even if the vehicle at this stage, is accelerated.
Let us assume however that we wish to continue decelerating and see what happens next.
Continued deceleration in Fig. 22 will obviously cause the governor pressure to fall still further,
allowing the pressure (color 2.4) from the "l " locking valve to move the 1-2 shift to the left, to
disengage 2nd gear and the transmission is in 1st as seen in Fig. 23.

MANUAL VALVE

Fig. 22
36

HYDRAULIC VALVE BLOCK - OPERATION

1 Selected, 1st Gear
Now if you have been thinking and coloring at the same time, you will realize that the
transmission will not shift out of 1st gear and therefore this diagram (Fig. 23) also explains
what happens if "1" position is selected with the vehicle stationary.
Summary
If "1" position is selected from "D" at high speed the transmission will immediately shift down to
3rd gear. Continued deceleration will allow a change down to 2nd, if at this stage the vehicle
is accelerated no upshift into 3rd will occur. Continued deceleration and 1st gear will engage
with no possibility of upshifting into 2nd if the vehicle is accelerated. Once Ist gear has
engaged the transmission will not upshift in the " 1 " position.
Fig 23 therefore illustrates " 1st" gear " 1 " position, whether selected stationary or from Drive.

MANUAL VALVE

Fig. 23
37

HYDRAULIC VALVE BLOCK - OPERATION

2 Position Selected Vehicle Stationary
Color Fig. 24 now.
If "2" position is selected with the vehicle stationary, you can see in the diagram that main line
pressure is passing through the 1-2 and 2-3 shift valves to the spring chamber of the "2"
locking valve, via the CB 2 damper valve.
Mainline pressure is also present in the spring chamber of the 2-3 shift valve as well as at
surface "Z", this pressure will prevent any upshifts into 3rd gear. The transmission will
therefore start in 1st gear as shown, and will then upshift into 2nd gear, but will not upshift into
3rd for the reasons given above.
It is also fairly obvious that if "2" position is selected from Drive 4th DDC, 3rd will immediately
engage. Deceleration will allow 2nd gear to engage after which the transmission will not
upshift into 3rd gear but will change down to 1st as the vehicle slows.

MANUAL VALVE

Fig. 24
38

HYDRAULIC VALVE BLOCK - OPERATION

Reverse Gear
Here we see that clutches "C", "B" and "CB 3" are applied to provide reverse gear. Since the
pressure which is applying clutch "C" passes through the 3-4 shift valve, it is essential to
ensure that the 3-4 shift valve cannot be moved by governor pressure. Do not forget,
governor pressure will still be generated even with the output shaft rotating backwards.
Main line pressure passing through the reverse interlock to apply "CB 3" and clutch "B" is
therefore also fed to the end of the 4-3 KD valve which allows any governor pressure to drain
from the 3-4 shift valve.
It is interesting to see that the 1-2 and 2-3 DDC hysteresis and DDC shift valves will be moved
as the vehicle is reversed but of course no shifts will occur.

MANUAL VALVE

Fig. 25
39

HYDRAULIC VALVE BLOCK - OPERATION

Park
Park and neutral are hydraulically identical, in both positions clutch "C" is applied.
Fluid level should be checked in "N", with the transmission cold at idling speed.
Fig 26 Also shows mainline and torque converter pressure gauge connection points.
TC="Z, Mainline="X"

MANUAL VALVE

Fig. 26

40

REMOVAL AND INSTALLATION

Removal
Removal of the 4HP 22 unit will vary somewhat depending upon which vehicle is involved.
Refer to the Workshop Manual for Range Rover Classic, Discovery and 97 Defender as
necessary.
In general terms, it is best to remove the transmission, torque converter and transfer-gearbox
as a unit. Since this assembly weighs about 300 lbs. (136 kg) a hydraulic transmission jack is
highly recommended.
In order to adapt the table of the tranmission jack to the transfer gearbox/transmission
combination Land Rover supplies premade adaptor plates. They provide a safe means of
retaining the assembly while its being lowered and minimize damage to you and the
transmission.
For 4HP 22 transmissions with LT230T or Q Transfer gearboxs use: LRT-99-008.

LRT-99-008

13
41

Rev. 6/97

REMOVAL AND INSTALLATION

For 4HP 22 transmissions with Borg Warner Transfer Gearboxes (Range Rover Classic) use:
LRT-99-009. The adaptor plates are available through the Kent-Moore tool program.

LRT-99-009
With the transmission removed, use special tool LRT-44-505 to support the transmission on
an engine stand. This holding fixture allows the unit to be rotated and does not interfere with
the removal of any components.

LRT-44-505

14
42

REMOVAL AND INSTALLATION

Installation
Installation of the automatic tranmsission and transfer gearbox combination is essentially the
reverse of removal except for some very important checks and adjustments:
Flywheel/Drive Plate
Figure 1 shows an exploded view of the flywheel/drive plate components which support and
drive the torque converter.
If any drive plate parts are replaced, it is important to measure the clearance as shown in
figure 2. Shims are avilable to adjust drive plate position (see table). Make sure that the bolts
which secure the drive plate assembly to the crankshaft are coated with Loctite 270 to prevent
leaks or loosening.

Figure 1
1.
2.
3.
4.
5.
6.
7.

Crankshaft
Adjustment shim.
Crankshaft adaptor.
Starter ring gear and drive plate.
Spacer/spigot aligner.
Flexible drive plate.
Chamfered clamping plate.

15
43

REMOVAL AND INSTALLATION

1.
2.
3.
4.
5.
6.
7.

Crankshaft
Adjustment shim.
Crankshaft adaptor.
Starter ring gear and drive plate.
Spacer/spigot aligner.
Flexible drive plate.
Chamfered clamping plate

Figure 2

Crankshaft Shims
Dimension (mm)
1.2 - 1.25
1.3 - 1.35
1.4 - 1.45
1.5 - 1.55
1.6 - 1.65
1.7 - 1.75
1.8 - 1.85
1.9 - 1.95
2.0 - 2.05
2.1 - 2.15

Part No.
FRC 7084
FRC 7085
FRC 7086
FRC 7087
FRC 7088
FRC 7089
FRC 7090
FRC 7091
FRC 7092
FRC 7093

NOTE: Vehicles with 4.0 GEMS engines use a single 12mm spacer instead of shims.

16
44

REMOVAL AND INSTALLATION

Torque Converter
When installing the torque converter onto the transmission stator support, make sure that it is
fully inserted and that the pump drive tangs are engaged in the pump. The distance between
a torque converter attachment boss to the face of the bell housing is approximately 2 inches
(50 mm) when the converter is fully seated.
With the bell housing bolted up to the engine block, it should be necessary to slightly pull the
converter up to the drive plate.
Oil Coolers
Completely flush out the cooler circuit or circuits. If the previous failure left metal particles in
the system it may be necessary to replace the external cooler or radiator or both.
Final Adjustments
Before returning the vehicle to the customer after the transmission has been replaced, do the
following:
- Double Check the cold oil level - if possible after one thermal cycle.
- Adjust the selector cable to correctly index in both the transmission and shift housing detents
(see p. 3)
- Adjust the kickdown cable for correct crimp gap (see p. 4)
- Check the operation of the transfer gearbox
- Thoroughly road test observing shift points, kickdown, lockup, etc.
- Check for leaks.

45
17

4HP 22 HYDRAULIC REPAIR POLICY

Due to the cost of transmission parts, valve blocks, etc. LRNA has an agreement with ZF
North America to supply reasonably priced complete exchange units to retailers. At the time
of printing (Spring 1997) dealer net costs for these units ranged from about $1600 - $2200
(MSRP $2150.00 to $2980.00) plus a $500.00 core surcharge.
During the warranty period, these units must be used when an internal failure has occurred.
These units should not be used where external leaks or other minor problems are the cause
for complaint. Leaks can be solved with readily available gaskets and seals. Refer to the
appropriate WSM, section 44 for specific repair instructors.
Customer paid repairs are, of course, at the discretion of the retailer. Whether or not to
attempt an overhaul will depend upon the extent of failure. Overhauls involving replacement of
clutch linings, gaskets and seals but no hard parts may be viable. It is best to check the price
of the appropriate exchange unit prior to giving the customer his or her options.
Remember....an exchange transmission is complete with torque converter.
When ordering a remanufactured transmission it is important to be specific about the particular
vehicle it will be going into. Valve block calibration, clutch pack build and even planetary
gearsets will vary.
For instance, the transmission used in the 1993-1995 Range Rover Classic LWB 4.2 has
heavier planetary gearsets, B clutch, CB 1 and 2 as well as a recalibrated valve block
when compared with SWB transmissions.
On the next page is a list of repairs is from the current Warranty Handbook and specifies
which repairs are permitted. In any case the 80% rule applies - if the total repair cost is 80%
that of the cost of a repair unit, use the re-man unit.

18
46

WARRANTY STATEMENT

The following is a list of repairs dealers are authorized to perform on the

automatic transmission. All other defects require replacement of the
complete transmission with a Factory Remanufactured unit.
A.

Transmission in Vehicle
1. Elimination of Leaks
Inhibitor switch
Intermediate plate screw plug
Selector shaft
Oil pan
Throttle cable
Gearbox extension
2. Elimination of Mechanical Failure
Inhibitor switch
Oil pan
Oil screen
Control unit (Valve Body)
Dipstick tube seal
Shift parts (selector shaft, throttle cam, stop plate, etc.)
Gearbox extension
Governor housing
Throttle cable
Governor hub
Parking mechanism
Breather (complete) or renew 'O'-ring

B.

Transmission out of vehicle

1. Elimination of Leaks
Torque converter*
Pump housing*
Pump seal*
Between gearbox housing and intermediate plate
2.Elimination of Mechanical Failures
Pump*
Intermediate plate*

*Not available for Range Rover 4.0SE/4.6HSE

As of 2000 Warranty Policies & Procedures Manual
19
47

TOOLS AND TOWING

Special Tools
In order to properly service and repair Land Rover automatic transmissions you will need to
use a number of special tools dedicated to the purpose.
Most Land Rover retailers will have the essential Automatic Transmission tools which were
shipped as part of their original tool and parts order.
Broken, lost or missing tools can be ordered through the Kent-Moore tool program. A
complete list of all necessary tools is included in Section 44 of the specific Workshop Manual
being used for the repair.
Towing
Never tow a Land Rover product on all 4 wheels unless both the transfer gearbox lever and
the automatic transmission selector lever are in neutral.
Leaving the transfer gearbox in high range will back drive the automatic. Since the
transmission oil pump is engine driven (not wheel driven), the planetary gearsets and unidirectional clutches will not receive lubricant and quickly fail.
Whenever possible Land Rover products should be towed with all wheels off the ground - on a
rollback or similar vehicle.
Towing with two wheels on the ground is NOT recommended. If necessary, the vehicles drive
shafts must be removed.

48
20