Last year I bought a used 2004 XJ6 from an enthusiast who purchased it in 2017. Prior to that time, it had sat in an Auckland warehouse, having never been run through the certification process after importing from Singapore in 2011 (the importer went bankrupt and it took that long to liquidate the warehouse), thus it is likely the Transmission Control Module had never had a software update since new. The car tended to have some bumps in shifting, but a visual inspection and proper fluid change by a ZF transmission specialist found no damage or indications of wear. Thus, yesterday I used an Autel MP808 Scanner to erase the Adaptation data, figuring I would retrain the car to my driving style. Big mistake.

On beginning the training (i.e. driving gently, trying to keep the RPMs between 1800-2000), the shifting was either hammer like or slipping, and it would then not shift at the right time and would then start throwing dashboard gearbox error messages that would clear by shutting the motor off and restarting. I ran out of time and did not bother putting the OBD reader on to see the actual error codes because it was fairly clear I had screwed up the TCM software and needed more information. A call to Autel was not very helpful, except to confirm that yes, the MP808 does erase the adaptation and the adaptation data was not recoverable.

Is it normal for post-adaptation wiping to result in such bad transmission performance?

I stopped by one Jag dealer who said no, their system deletes older software and my 2004 car was too old for them to support. They recommended an independent shop who sounded credible on my visit, but when I called to set up an appointment, they said they just had a flood and their equipment was damaged.

I stopped by another Jag dealer and after checking with the service department, they said yes, they have access to all the Jag software world-wide, and I could come in on Friday to upgrade the TCM. However, he also said this is not something they see often. The prospect of paying $175/hour for a mechanic unfamiliar could result in dealer money-drain without satisfaction, or the "buy a new transmission" routine because dealers are not that interested in keeping older cars on the road.

It seems my first step would be to put a battery charger on the battery and use the MP808 to repeat the wiping of the TCM adaptation to make sure it is not corrupted. Then repeat learning. Correct?

But if this results in the same outcome, what next?

This is the first computer-controlled transmission I have encountered and is new territory for me.

 

A hard reset, may default to the cars learning phase of operation.

 

When I changed the trans fluid in my 06 str I cleared the adaptations. The next couple of short soft pedal drives had hard shifts or wild shift points. After 10 or 20 soft pedal drives it was perfect. Takes time to learn. I thought the book said.dont go over 1500 rpm. Soft pedal. Ease around

 

That is what I was expecting. But I kept driving in hopes it would get better. I drove like the chauffeur's standard with the un-spilled martini on the dashboard for miles, both in the city and keeping below 80 kph (50 mph) on the highway, annoying the drivers behind as I was driving like an old man, but there was zero improvement. I probably did 100 soft pedal movements, but no joy.

In regard to RPM, mine is a 3.0 XJ6, not the V8 that calls for lower RPM

 

Do you mean I should do a hard reset (remove battery cables from battery, touch together), or that what I did means the X350 is ready to learn? If the latter, is it normal at the onset of learning to have bang-shifts and throw error codes?

 

to clear the tcm adaptations you need to use ids sdd. Battery disconnect will only clear ecm learning. You do not have to reprogram the tcm to clear what it has learned but it may be helpful

 

Hi x350,

I can't think of what the Autel could have done to corrupt the TCM, but at this point it probably couldn't hurt to try clearing the adaptations again, and as always, anytime you are programming a module, you should have a stable power supply connected to the vehicle's battery. Jaguar calls for a 50-amp Midtronics PSC-550 which provides a stable 13.6 volts output with very low ripple. Most battery chargers do not maintain a constant voltage, and have relatively poor rectification/filtering of AC ripple.

If the MP808 is powered by the vehicle's OBD Data Link Connector, having it connected to its power supply may not be mandatory, but it would be a good idea to reduce the possibility of a power glitch during the adaptation clearance.

When I have cleared X350 TCM adaptations without proceeding to update the firmware, I have noticed some odd shifting behavior for awhile, but not for more than a couple of days. And I don't recall any DTCs being triggered.

I have a few Autels but haven't tried any of them for transmission work on the X350, so I can't say whether your experience is typical or unsusual.

Wingrider's idea of a hard reset might help. Just disconnect the negative battery cable and touch it firmly to the positive cable for a couple of minutes or clamp it in place overnight if you really want to drain all the keep-alive memory capacitors completely. You don't have to disconnect the positive battery cable from the battery - when you touch the negative cable to the positive cable the battery will be out of the circuit. You can also try turning the key to position II (Ignition ON) without starting the engine when you do your hard reset, which may help drain more of the capacitors.

The best solution may be to either see if that Jaguar dealer really can clear your adaptations and upgrade the firmware, or find a good independent shop with SDD who knows what they are doing. The official Jaguar procedure calls for completing a diagnostic adaptation drive cycle after the firmware update, and it usually takes me more than an hour to get all of the clutch adaptations to reset, even while following the rpm-range guidelines in SDD.

Cheers,

Don

 

And if that doesn't help, post the codes for at least PCM & TCM! (Make sure none in ABS, too.)

 

The relearn process after clearing the transmission adaptations can be tricky. There were a few posts here in the last 1-2 years where the transmission had aged enough to not allow the process to be completed. Typically an adaptation reset is only done after a rebuild. https://www.jaguarforums.com/forum/x...-shift-229120/

Using SDD is far better for this process because it will show you a visual of the clutch re-learns. The TCM wants to have the engine within a narrow torque band for it to relearn each shift clutch (A-E).

This TSB gives a short description of the relearn drive cycle:

Carry out the adaption drive cycle road test:
• Drive the vehicle for ten miles in an urban environment to provoke the transmission to carry out upshifts and downshifts.
• Use light throttle only and do not exceed 2500 rpm.
• At one point in the drive cycle, when the traffic conditions allow, accelerate gently to 60 mph (95 km/h) then allow the vehicle to coast down to 25 mph (40 km/h).
Note: This process must be carried out in normal mode (not sports mode). The transmission fluid temperature must be above 60°C (140°F) (Having the vehicle at normal operating temperature will ensure transmission fluid temperature is above 60°C (140°F).
Note: The customer must be advised to use normal mode (not sports mode) for 200 miles (321 km) and to try to avoid full throttle/kick down over this period.

 

It seems every step of the way, I encounter a new bit of technology that I don't have, and with limited access to knowledgeable shops, I may be on my own.

It looks like the Jag recommendation applies to JLR-USA as the PS-550 is for 120v 60 cycles and we have 230V 50 cycles, the EU/UK standard.

In looking up stable power supplies, I encounter computer power supplies. If I have a computer power supply that outputs 12V 50 amps, will this work? These are easy to find. Units for cars, not so easy and probably require buying from overseas.

Alternatively, I purchased a new JLR battery last month. The old battery worked but output was 12.2V so out of prudence I replaced it with new. If I put both new and old on chargers to ensure full charge and then connect the old battery to the new while clearing the TCM adaptation again, do you think this may give me sufficient clean power to complete the operation?

 

Would this work? https://www.jaycar.co.nz/13-8v-40a-s...upply/p/MP3089

• AC Voltage rating 240V
• DC Voltage Rating DC Voltage 13.8V
• DC Current Rating DC current rating 40A
• Hard Wired Frequency 50Hz
• Mains Voltage Range 190V-240V

 

That might work fine if you add cables with battery clamps. But if you have eBay in NZ, search for a used Midtronics PSC-550. I found mine on eBay for about USD $100.00 or $125.00.

Cheers,

Don

 

Bad idea.
First, as already outlined, reprogramming requires a high voltage during the whole process, typically 13.6 Volts, something that even a new battery (or several good batteries in parallel) cannot deliver.
Second, if your old battery is really toasted and cannot deliver the right voltage, putting it in parallel with a sound battery may be risky with uncontrolled current flows.
You need a good battery and a suitable stabilised power supply as Don B mentioned.

 

It worked. This time when the Autel cleared adaptation and I began driving the shifts were much better. Not perfect, but as I drove in the city and then on the motorway the transmission returned to somewhat normal. Normal of course does not mean Jag-like, that's why I began tinkering with it in the first place. My hunch is that the transmission software has never been updated, since it probably was auctioned in Singapore in 2010, sat in a NZ warehouse until 2017, and the enthusiast who sold it to me did not have the TCM flashed in his ownership. So, next step is either to have an independent shop flash the TCM or risk taking it to the dealership and hope there is an old guy whose been working there since 2004.

And it seems, I should be on the lookout for a power supply as I gradually build up a toolset to keep the old girl running. I have to say, it is beginning to make me appreciate my 1969 Alfa Spider with zero electronics that probably will be running long after new cars have gone to the crusher when the electronics become unmanageable. tro

FYI, before clearing it, I checked the error messages from the other day.

• P0782 Gear Load 2-3 (2-3/3-2 gear load fault)
• P0783 Gear Load 3-4 (3-4/4-3 gear load fault)
• P1582 Flight recorder data is stored (this is not an error but an advisory)

Also got

• U1262 SCP (J1850) communications bus fault
• B1940 Seat memory positions out of range (but the explanation says to ignore if the XJ VIN number is G10854 onwards... (mine is G33067)
• B2309 Seat motor out of range (ditto)

 

Hi x350,

That's great news! Something must have not quite cleared properly the first time, possibly due to a brief connection glitch at the Data Link Connector or possibly a power glitch.

Regarding network DTCs like your U1262 SCP (J1850) communications bus fault, it can be helpful to note which control module is reporting the code. This usually shows up in the scan as an acronym such as ECM, ASM, DSCM, DDM, IC, etc. The SCP tells us it was a fault in the Standard Corporate Protocol network rather than the Controller Area Network or D2B Network.

The definitions of the control module abbreviations are in the DTC Summaries manual, available for download here:

Jaguar X350 DTC Summaries 2004

The diagrams of the multiplex systems toward the end of the Electrical Guide show the maps of control modules on each network:

Jaguar X350 Electrical Guide 2004

Cheers,

Don