Any update to what this problem was? My issue returned so interested to know if you fixed it and how? 1st time FL2 owner. 2007 SE i6 in Tambora Flame.

Hi

I trade all the bigs solenoid, and somehow.. the Solenoid E was still apearing sometimes on error.... i changed the Module od the autogear... and guess what??



The problem still happening, but much smoth than it was... on hills 1,4RPM ... is where he is leaving now... after more than 1 year trying to solve this...

I have made my decision.. I am selling the car.. but my rear diff is dead now... i am going to trade it first... and as i cant buy any new Land Rover with Brazilian prices... i am moving to one A4 2012>

Hi to all, restoring old topic.
Now experiencing similar problem, same fault code, no shaking or vibration just dropping P0960-00 fault code in any gear on harder acceleration and around 2000RPM then goes to limp mode 3rd gear only.

diesel 2011 107k km

P0960 P0960-00
P0961 P0961-00

TCM wiring diagram

https://www.freel2.com/gallery/albums/userpics/13861/TCM.pdf


P0960 is permanent until ignition recycle, after that it goes to intermitent, temporary and historic until harder acceleration again.

Click image to enlarge

Click image to enlarge

Click image to enlarge

Line Pressure Control Solenoid - SLT
The line pressure control solenoid (SLT) is installed on the front valve body. The solenoid is controlled in a linear manner by the TCM which uses throttle opening degree signals and engine torque information from the Engine Control Module (ECM) to determine the solenoid operation. The solenoid controls the line pressure applied to the clutches and brakes to provide smooth shifting.

If the solenoid fails, the TCM will remove the current supplied to the solenoid. Maximum line pressure will be applied to the clutches and brakes unless the failure is due to the solenoid valve sticking, which may result in low line pressure.

(3)Line pressure control solenoid - SLT

Fault apears when crankshaft torque reaches 6400Nm which is something unreal

Click image to enlarge

Click image to enlarge

Judging from the graphs, it looks, in my opinion, about OK.
In both graphs, the requested and the measured current looks almost the same...
Except that when the requested current drops below about 200mA drive, it looks that the measured current is following a much steeper drop and maybe there the ECU considers that something is wrong and triggers the limp mode.
And that below 200 mA range is reached only on harder acceleration.
Could be a problem on the solenoid (imperfect connection) or an ECU driver problem.

Otherwise, all looks OK from the graphs...

Click image to enlarge

Previous repairer replaced valve block and wiring with used ones for two times and still the same fault code, then put all old parts back. Would you check crankshaft torque reading next to current?

pictures from the WEB

Click image to enlarge

Click image to enlarge

Click image to enlarge

The info about torque is supplied by the engine ECU. The gearbox has no way to determine the engine/crankshaft torque.
It's possible that the supplied info from various sensors to became, during time, out of range, because of the wear and tear of different things (egr, restriction in airflow, turbo pressure, injected quantity requests and corrections, etc).
And therefore, the computed engine torque, based on the info from sensors and driver requests, became out of range.
Do you have a modified firmware (chip tuning) for the engine?

Stock, anyway would you check yours? 6400Nm looks way out of range

Problem SOLVED

It took long time testing, replacing twovalve bodies, two valve body wirings and finally it was faulty control module TCM. Took used one and configured it.

Click image to enlarge