Metre Per Second – Premium Car Service & Repair — Plot No. M-8, Mahadevpuram, KPHB Road, Gajularamaram, Hyderabad, Telangana 500055. Call +91 8555824915.
Automatic / DSG / CVT Transmission Repair for Land Rover cars at Metre Per Second, KPHB Hyderabad, covers 6 Land Rover models built 2009–2022: Discovery ZF 8HP, Discovery Sport 9HP, Range Rover Velar ZF 8HP, Range Rover Sport ZF 8HP, Range Rover Evoque 9HP and Defender ZF 8HP. The setups we service are ZF 8HP 8-speed torque converter, Ingenium 2.0d, TDV6 3.0 and SDV6 3.0; scoping is done on JLR Pathfinder with the Land Rover topology set before any parts are quoted. Typical Land Rover faults through the bay: ZF 8HP mechatronic sleeve seal failure, P0729 shift solenoid fault and Torque converter lock-up shudder. Jobs begin at ₹8,500 – ₹38,000. Free inspection, fixed written quote, 12-month warranty, complimentary pickup and drop city-wide — typically 30–40% below what an authorised Land Rover centre charges.
Modern automatics are precision instruments. A DSG dual-clutch, a ZF 8HP planetary, a Mercedes 9G, an Aisin AWF, a Honda CVT — each needs OEM-spec ATF (Lebenslang G052/G055/G060, ZF Lifeguard 8, MB 236.14, Honda HCF-2), exacting fluid level (warm-fill on DSG, hot-fill via fill-port on ZF), and adaptation re-learn after any service. Get any of those wrong and the gearbox is on a clock. At MPS we run a 4-stage gearbox workflow: SCAN + CLUTCH-WEAR / SOLENOID-CURRENT LIVE READ (ISTA / XENTRY / ODIS / IDS — confirms whether it's the mechatronic, the clutch pack, the fluid, the cooler, or just adaptation that's the issue); FLUID + FILTER + PAN SERVICE (drain + flush, magnetic-filter inspection, gasket renewal, OEM-spec fluid in the right quantity); MECHATRONIC / VALVE-BODY / TCU REPAIR (bench rebuild of solenoids, lead-frame, accumulator, position-sensor block — done on dedicated bench, ~₹65k-1.4 lakh vs ₹2-3 lakh OE); CLUTCH PACK / TORQUE CONVERTER REBUILD (K1/K2 dry/wet clutch on DSG, lock-up clutch + planetary friction on torque-converter autos). We service Volkswagen Group DSG (DQ200 dry, DQ250 wet, DQ381, DQ500, DL501), ZF 6HP/8HP (BMW, Audi, Range Rover, Jaguar), Aisin TF-60SN/TG-81SC (VW, Volvo), Mercedes 722.6 / 722.9 / 725 7G/9G, BMW GA8HP/GS19/GS20, Honda 5AT/CVT, Toyota Aisin/Continuously Variable, Hyundai-Kia A6MF/A8/DCT. Every job ends with full adaptation re-learn, kick-down test, and 30-km road-test under load.
Every modern Land Rover and Range Rover in India runs a ZF automatic — 8HP70 on the big diesels, 9HP48 on the transverse Discovery Sport and Evoque — and each has a distinct personality. The 8HP is a proven unit stressed by the vehicles' weight and heat; the 9HP is a compact 9-speed whose early builds shipped with software and adapter-seal quirks Land Rover never fully chased out. We run Pathfinder/SDD diagnostics alongside ZF-level hydraulic knowledge.
Used in: Discovery, Defender, Range Rover Sport / Vogue (3.0d)
Heavy-duty 8HP handling 600+ Nm in a 2.5-tonne SUV — reliability is excellent, but heat load in Hyderabad summers is at the top of its design envelope.
Watch for: Lock-up shudder on degraded fluid, mechatronic sleeve leak (delayed morning engagement), heat-stressed fluid on cars that tow or off-road.
Used in: Discovery Sport, Evoque, Velar 2.0
Compact 9-speed with dog clutches for the top ratios — efficient, but shift refinement depends heavily on software level and adaptation state.
Watch for: Clunky 1-2 and hesitant kickdown, adapter-seal leaks, TCM software several updates behind on cars serviced outside the network.
Used in: Discovery 3/4, older Range Rover Sport
The previous-generation workhorse; all Indian examples are now high-mileage.
Watch for: Mechatronic sleeve and bridge-seal leaks, converter shudder, limp mode when hot — all classic ageing-6HP faults.
Fluid: ZF LifeguardFluid 8 (8HP) / LifeguardFluid 9 (9HP) / LifeguardFluid 6 (6HP). Interval: 60,000–80,000 km — the low end for cars that tow, off-road, or live in city crawl.
A 2.5-tonne SUV in 45° Hyderabad summer works its fluid harder than the same gearbox in a sedan. We treat 'lifetime fill' claims accordingly.
Land Rovers reach us in two streams: high-mileage Discovery 4s and older Range Rovers with textbook ageing-ZF symptoms (morning engagement delay, hot-weather limp mode), and newer Discovery Sports whose owners are frustrated by clunky low-gear shifts that three software updates would have fixed. On the big diesels, we've learned to check the transmission cooler and thermostat first — a cooked cooler quietly kills an otherwise healthy 8HP.
Usually calibration, not hardware. The 9HP48's shift quality is notoriously software-dependent; we check the TCM software level first, update where needed, then run a full adaptation drive. Genuine mechanical faults show up clearly in the pressure data if present.
That is the ZF mechatronic sleeve leak — pressure bleeds down overnight. It is a known, inexpensive repair (sleeve and adapter seals with a fluid service). Ignored, it lets the clutches engage dry every morning, which is how rebuilds are born.
Mechanically, comfortably. Thermally, only if the cooling system is healthy and the fluid is fresh — heat is what kills these units in India. Before the towing season we recommend a fluid service and a cooler-circuit check; it is cheap insurance on a gearbox that costs lakhs to replace.
Yes — we run JLR Pathfinder/SDD for diagnostics, software and adaptation, plus ZF-level hydraulic repair capability the dealer network itself doesn't offer in-house; dealers replace complete units, we repair them.
Final price depends on diagnosis. We share a written estimate before any teardown — no surprises.
6 Land Rover models — Discovery ZF 8HP (2009-2022), Discovery Sport 9HP (2014-2022), Range Rover Velar ZF 8HP (2017-2022), Range Rover Sport ZF 8HP (2009-2022), Range Rover Evoque 9HP (2011-2022) and Defender ZF 8HP (2020-2022). Body styles range across SUV. Each of those Land Rover models has its own automatic transmission repair page listing the exact automatic gearbox fitted, the faults we log on it in Hyderabad and what the job involves.
The Land Rover hardware through our bay covers ZF 8HP 8-speed torque converter, Ingenium 2.0d, TDV6 3.0, SDV6 3.0, ZF 9HP 9-speed transverse torque converter, Ingenium 2.0i, 2.0d and 3.0 SDV6, plus 4 other factory fitments. Codes we work to: Ingenium 2.0d / TDV6 3.0 / SDV6 3.0, Ingenium 2.0i / 2.0d, Ingenium 2.0d / 3.0 SDV6, TDV6 3.0 / SDV6 3.0 / 5.0 V8 SC, Ingenium 2.0i / 2.0d / TD4 and Ingenium 2.0i / 3.0d / 5.0 V8. By model that breaks down as Discovery ZF 8HP — ZF 8HP70 / 8HP75, Discovery Sport 9HP — ZF 9HP48, Range Rover Velar ZF 8HP — ZF 8HP70 / 8HP75, Range Rover Sport ZF 8HP — ZF 8HP70 / 8HP75, Range Rover Evoque 9HP — ZF 9HP48 and Defender ZF 8HP — ZF 8HP70 / 8HP75. Pinning the variant down first is not pedantry — a Discovery ZF 8HP and a Defender ZF 8HP take different parts, different clearances and a different adaptation afterwards.
Model by model, the faults we log are Discovery ZF 8HP — ZF 8HP mechatronic sleeve seal failure; P0729 shift solenoid fault; Torque converter lock-up shudder, Discovery Sport 9HP — ZF 9HP TC bearing whine; Solenoid pack failure; Harsh 2-3 shift, Range Rover Velar ZF 8HP — ZF 8HP mechatronic sleeve seal failure; P0729 shift solenoid fault; Torque converter lock-up shudder, Range Rover Sport ZF 8HP — Range Rover Sport 8HP heat-exchanger failure cross-contaminating coolant into ATF; P0868 line pressure low under full-throttle overtakes; Mechatronic connector sleeve leak wicking oil up the loom to the TCU, Range Rover Evoque 9HP — ZF 9HP TC bearing whine; Solenoid pack failure; Harsh 2-3 shift and Defender ZF 8HP — ZF 8HP mechatronic sleeve seal failure; P0729 shift solenoid fault; Torque converter lock-up shudder. Taken together the recurring themes on Land Rover are ZF 8HP mechatronic sleeve seal failure, P0729 shift solenoid fault, Torque converter lock-up shudder, Pan gasket leak, Harsh shifting and ZF 9HP TC bearing whine. Hyderabad's crawl-speed traffic, 45°C summers and inconsistent fuel bring them forward by 20–30% against the Land Rover maintenance schedule, so we chase the root cause before quoting instead of replacing parts on symptoms.
Yes — every Land Rover automatic transmission repair starts with a full-system scan on JLR Pathfinder with the Land Rover topology set, so we read manufacturer live values, freeze-frame data and adaptation counters rather than generic OBD-II codes. That matters on Land Rover, because Ingenium 2.0d / TDV6 3.0 / SDV6 3.0, Ingenium 2.0i / 2.0d, Ingenium 2.0d / 3.0 SDV6, TDV6 3.0 / SDV6 3.0 / 5.0 V8 SC and Ingenium 2.0i / 2.0d / TD4 each report different parameter blocks and need their own test plan. After the repair we run whatever the automatic gearbox on your Discovery ZF 8HP or Discovery Sport 9HP needs — coding, basic settings, calibration or a guided adaptation — then re-scan and road-test to confirm the fault memory stays clear.
Indicative rates: ATF + filter ₹8,500 – ₹38,000; Mechatronic rebuild ₹65,000 – ₹1,40,000; DSG K1/K2 clutch ₹85,000 – ₹1,80,000; Full rebuild ₹1,40,000 – ₹3,80,000. Where your Land Rover lands inside that band depends on the variant — a Discovery ZF 8HP does not price like a Defender ZF 8HP, and models on ZF 8HP 8-speed torque converter carry different part costs to those on Ingenium 2.0d. You get a written fixed-price estimate after a free inspection and before any teardown, normally 30–40% below an authorised Land Rover quote.
Most Land Rover jobs finish in 1–3 working days, and diagnosis plus the written estimate are usually same-day. Access drives the rest: a Discovery ZF 8HP or Discovery Sport 9HP is straightforward, whereas a Defender ZF 8HP on Ingenium 2.0i / 3.0d / 5.0 V8 needs extra bench time and a post-fit adaptation. Anything needing a part flown in for a Land Rover of that generation adds a day or two; we confirm the timeline with the quote and send daily photo updates from the bay.
The 12-Month Warranty applies to parts and labour on every Land Rover job, with a free re-check at the KPHB bay during the cover period. Nothing below OE-equivalent goes onto a Discovery ZF 8HP, Discovery Sport 9HP, Range Rover Velar ZF 8HP, Range Rover Sport ZF 8HP and Range Rover Evoque 9HP or any other model in the list, and because we itemise part numbers and supplier brands on the invoice you can verify the spec against Land Rover documentation before you pay.
Yes. Coverage runs across 2009–2022, and the oldest entry in our Land Rover table is the Discovery ZF 8HP (2009-2022). For Land Rover cars outside dealer parts support we source OE-equivalent components directly from the original suppliers, and where the automatic gearbox is rebuildable we overhaul the existing unit rather than quoting a full assembly — usually the difference between a viable repair and writing the car off.
There is no charge for it. Our drivers cover Kondapur, Begumpet, Secunderabad, KPHB, Kukatpally, Manikonda, Financial District, Nanakramguda, Miyapur and Bachupally and 12+ other Hyderabad localities. Should the Land Rover be undriveable we send a flatbed rather than risk the car. Ring or WhatsApp 8555824915, tell us the model and year — Discovery ZF 8HP, Discovery Sport 9HP, whichever you own — and we will lock in a same-day slot.
Because this is a Land Rover-focused independent workshop rather than a multi-brand garage or a franchise. Scoping happens on JLR Pathfinder with the Land Rover topology set, repairs happen at component level instead of assembly-swap, and there is no service-advisor layer between you and the technician holding the spanner. Owners of the Discovery ZF 8HP and the other 5 Land Rover models in our table typically pay 30–40% less than a dealer quote for the same OE-grade parts.
ATF + filter + adaptation service is ₹8,500-38,000 depending on gearbox type and fluid. DSG DQ200/DQ250 mechatronic rebuild is ₹65,000-1.4 lakh vs ₹2-3 lakh OE. DSG K1/K2 clutch service is ₹85,000-1.8 lakh. ZF 6HP/8HP lead-frame + valve body is ₹65,000-1.8 lakh. Mercedes 7G/9G conductor plate + TCU is ₹45,000-1.4 lakh. Torque converter rebuild is ₹38,000-95,000. Full gearbox rebuild is ₹1.4-3.8 lakh. Fixed-price quote after live scan.
Yes — and the people telling you 'lifetime fluid' are wrong. ATF degrades from heat. By 60,000 km your DSG fluid is dark, the magnetic filter is loaded with friction-material debris, and varnish is forming on the solenoids. A ₹15-25k service every 60k km buys you 250-300,000 km of gearbox life. Skip it and you're rebuilding the mechatronic + clutch at 120-150,000 km for ₹2-3 lakh.
Honestly, torque-converter (Aisin in Toyota/VW, ZF in BMW/Audi/Land Rover, Mercedes 7G/9G) is more tolerant of stop-and-go than DSG. DSG dual-clutch is engineered for shift speed, not city slogging — the mechatronic and K1/K2 clutch wear faster in heavy traffic. That said, both are reliable for 250,000+ km IF you do the fluid service on time and IF the previous owner did too.
The mechatronic is the brain + valve body of a DSG dual-clutch — it houses the TCU PCB, solenoids, hydraulic accumulator and position sensors all in one ATF-bathed unit. Failures: solenoid wear, accumulator pressure loss, lead-frame fatigue (DQ250), PCB heat damage. Symptoms: harsh engagement, juddering, EPC / 'gearbox emergency' warnings, P0700 / P17BF / P189C codes. Bench rebuild ₹65k-1.4 lakh — replacement is ₹2-3 lakh OE.
Yes, extensively documented across BMW (5/6/7/X-series), Audi (A6/A7/A8/Q7), Range Rover, Jaguar XF/XJ. The lead-frame (copper-trace ribbon connecting TCU to solenoids) cracks from thermal cycling — intermittent shift faults, P0700, harsh shifts. We replace the lead-frame and re-learn adaptation — a fraction of the OE TCU price.
Possibly. Honda, Toyota and Maruti CVTs (Jazz, Civic, Camry, Corolla Altis, Baleno, Ciaz) use a steel belt + variator pulleys. Belt wear shows as whining, flare-up on acceleration, and 'rubber band' feel. Sometimes a step-motor solenoid drift causes the same symptoms — fluid + step-motor reset can buy time. Severe belt wear needs full pulley assembly rebuild, ₹1-2 lakh.
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