BMW A T Elec PDF

Initial Print Date: 1/15/03 Revision Date:
Subject Page
Purpose of the System ........................................................................ 4
Transmission Versions and Control Systems ................................... 6
Transmission Identification ................................................................. 8
System Components ........................................................................... 10
Transmission Control M odule ................................................................ 11
Speed Sensing ..................................................................................... 12
Transmission O il Temp Sensor .............................................................. 13
K ickdown Switch/Circuit ....................................................................... 14
Brake Switch ........................................................................................ 15
Transmission Range Selector Switch .................................................... 16
Transmission Program Switch ............................................................... 17
Steptronic Components ........................................................................ 18
M agnetic Valves .................................................................................... 19
Pressure Regulating Solenoids .............................................................. 20
M echatronics M odule ............................................................................ 21
Instrument Cluster ................................................................................. 22
Transmission Features and Principles of Operation ........................ 24
Adaptive Hydraulic Pressure Control ......................................................24
Downshift Protection.............................................................................. 25
Reverse Lockout ................................................................................... 25
Engine Warm Up Cycle ......................................................................... 25
ASC/DSC Shift Intervention .................................................................. 25
Torque Reduction ................................................................................. 25
Emergency Program ............................................................................. 26
A/C Compressor Load Sensing ............................................................ 27
Shift Lock ............................................................................................. 27
Torque Converter Clutch ....................................................................... 28
Shift Solenoid Control ........................................................................... 30
Pressure Regulation .............................................................................. 31
Shift Programs .......................................................................................32
Steptronic ..............................................................................................34
Table of Contents
Electronic Transmission Control
3
Model: All with BMW Automatic Transmission
Production: All
Objectives:
After completion of this module you will be able to:
Identify BM W EH Automatic Transmissions.
Identify Electronic Transmission Control Components
Understand Electronic Transmission O peration
Diagnose Transmission related faults using the DISplus or GT-1
Understand service items and special tools.
4
Purpose of the System
Electronically controlled transmissions were introduced on BM W products in 1986 on 5 and
7 series vehicles. Currently EH (Electro-hydraulic) transmissions are offered on almost every
production model (Except E46 M 3 and E39 M 5). EH transmissions offer the following ben-
efits the to driver:
Increased driving safety by reducing fatigue. All shifts are automatic as opposed to
manual transmissions which require more driver interaction.
Increased fuel economy through use of lock up torque converter.
Increased fuel economy through optimized shift points.
Improved shift comfort by use of O verlap Shift technology (ZF).
M ore available features through the use of CAN bus technology.
5
The EH Control System is designed to work in conjunction with the engine electronics for
precise shift control. The TCM receives information on engine RPM , load and throttle posi-
tion to provide optimum shift points to maximize fuel economy and driver comfort.
The function of an EGS System is to:
M onitor all operating conditions through input signals
Continually assess operating conditions by processing input data and select the
appropriate operating program for current conditions.
Activate transmission system components and to communicate with other drivetrain
control systems.
Respond to driver selected driving program (Economy, Sport or M anual).
In addition to providing shift control, the TCM also adapts to changing conditions within the
transmission by monitoring slip ratios and modifying line pressure. This increases the life of
the transmission and reduces maintenance and adjustments. The TCM controls the oper-
ation of the Lock-Up Torque Converter which further increases economy.
O n current models, the TCM also has the capability of adapting to driver habits and
responds to changing environmental conditions. Items such as rate of throttle input and
kickdown requests are monitored to select the most appropriate shift program.
The EGS system is also required to maintain occupant safety, safeguard drivetrain damage,
improve vehicle emissions and operate in failsafe mode when a malfunction occurs.
6
Transmission Version and Control Systems
Each BM W Electro-hydraulic transmission has a corresponding control system. They are
designated GS which stands for Transmission Control. This acronym is from the German
words Getriebe Steurung. Each transmission can have more than one control system, this
depends upon application (model year, series etc.). Below is a listing of ZF control systems
used on BM W vehicles, Hydramatic control systems are shown on the opposing page.
ZF Control Systems
Transmission
BMWID #
Manufacturer
ID
Model/Year Control SystemEngine
4HP22 (EH) 4HP22 (EH) 86 535i
86 635i
86 735i
GS 1.2X
GS 1.2X
GS 1.2X
M 30
M 30
M 30
4HP24 (EH) 4HP24 (EH) 88-9/91 750iL (E32)
92-94 750iL (E32)
90-94 850i/Ci (E31)
GS 1.27
GS 1.29
GS 1.29
M 70
M 70
M 70
A5S310Z 5HP18 93 530i/iT (E34)
94 530i/iT (E34)
95 M 3 (E36)
96-99 M 3 (E36)
GS 7.3
GS 7.32
GS 7.11
GS 8.32
M 60
M 60
S50 (US)
S52
A5S325Z 5HP19 00 323i/Ci/CiC (3/00-8/00)
01 323iT (from 4/01)
01-02 325i/Ci/CiC from 9/00
00-01 330i/Ci/CiC from 6/00
01- 525 from 3/01
01- 530 from 3/01
03 Z4 (E85) 2.5i and 3.0i
GS 8.60
GS 8.60
GS 8.60.4
GS 8.60.4
GS 8.60.4
GS 8.60.4
GS 8.60.4
M 52 TU
M 52 TU
M 54
M 54
M 54
M 54
M 54
A5S440Z 5HP24 97 840Ci (E31) from 9/96
97 540i (E39) 1/97-8/97
97 740i/iL (1/97 - 4/97)
97 740i/iL (5/97-8/97)
98-03 540i
98-01 740i/iL
00- X5 4.4i
GS 8.55 (CAN index 50)
GS 8.60.2 (CAN index 60)
GS 8.60.2 (CAN index 60)
GS 8.60.2
M 62
M 62
M 62
M 62
M 62, M 62 TU 99-02
M 62, M 62 TU 99-01
M 62TU
A5S560Z 5HP30 93-94 740i/iL (E32)
93 540i (E34)
94-95 540i (E34)
94-95 840Ci (E31)
95 740i/iL (E38)
95-01 750iL (E38)
96-97 740i/iL ( -1/97)
96 840Ci (E31)
95-97 850Ci
GS 9.2
GS 9.2
GS 9.22
GS 9.22
GS 9.22
GS 9.22.1
GS 9.22.1
GS 9.22.1
GS 9.22.1
M 60
M 60
M 60
M 60
M 60
M 73/M 73TU
M 62
M 62
M 73
GA6HP26Z GA6HP26Z
GA6HP26Z
02- 745Li (E65/E66)
03- 760Li (E66)
GS 19
GS 19
N62
N73
7
Hydramatic Control Systems
Transmission
BMW ID #
Manufacturer
ID #
Model/Year Control
System
Engine
A4S310R
(THM-R1)
4L30-E(A4S310R) >>> 90-92 525i (E34)
93-95 525i (E34)
92 325i, is, ic (E36)
93-95325i, is, ic (E36)
92-95 318ti (E36)
GS 4.14
GS 4.16
GS 4.14
GS 4.16
GS 4.14 & GS 4.16
M 50
M 50 TU
M 50
M 50 TU
M 42
A4S270R 4L30-E(A4S270R) >>> 96-98 328i (is, ic -97)
96-98 318i (is, ic-97)
96-98 318ti (E36/5)
96-98 Z3 1.9 (E36/7)
96-98 Z3 2.8
97-98 528i (E39)
GS 8.34
GS 8.34
GS 8.34
GS 8.34
GS 8.34
GS 8.34
M 52
M 44
M 44
M 44
M 52
M 52
A5S360R (GM5) 5L40-E (A5S360R) >> 99-00 323i/Ci (7/98-3/00)
99-00 328i/Ci (6/98-5/00)
99-00 528i (E39) 9/99-8/00
99-00 Z3 (E36/7) 2.3/2.8
GS 20
GS 20
GS 20
GS 20
M 52 TU
M 52 TU
M 52 TU
M 52 TU
A5S390R (GM5)
5L40-E (A5S390R) >> 00-03 X5 3.0i (4/00 - )
01 325iT (8/00-3/01)
01-03 325xi/xiT & 330Xi (-
8/00)
01 525i/iT (9/00-3/01)
01 530i (9/00-3/01)
01-02 Z3 2.5/3.0 (6/00- )
GS 20
GS 20
GS 20
GS 20
GS 20
GS 20
M 54
M 54
M 54
M 54
M 54
M 54
GS 20 TCM (Siemens)
8
Transmission Identification
BM W automatic transmission are manufactured by two suppliers for the US market:
Zahnradfabrik Friedrichshafen: Commonly referred to as ZF. ZF manufactures both
manual as well as automatic transmissions.
GM Powertrain - Hydramatic: Hydramatic is a manufacturing division of General
M otors located in Strasbourg, France. Hydramatic supplies automatic transmis-
sions to BM W for four and six-cylinder vehicles.
BM W has developed an internal numbering system for their transmissions for ordering
parts, information research and identification. Also, each transmission manufacturer uses
an internal identification system. Here is a breakdown of these identification codes:
Hydramatic Transmissions have internal designations , however they are not used often.
The internal code for the A4S310/270R is 4L30-E and the A5S360/390R is 5L40-E.
A5S 440Z
A = Automatic
S= Standard
Number of Gears
O verdrive Ratio
S = Top Gear O verdrive
D = Top Gear Direct Drive
M aximum Input Torque Rating in Nm.
M anufacturer
Z = ZF
R = Hydramatic
G = Getrag
BM W Identification Code Breakdown
ZF Identification Code Breakdown
5HP 24
Number of Gears
HP = Hydraulic Planetary
(automatic)
ZF Internal Designation
9
Transmission ID Tag Location
In order to identify BM W transmissions there are identification tags located externally on the
transmission case. The tag contains information such as M anufacturer, Serial number,
transmission type etc. This information is needed when ordering parts, referencing bulletins
and calling for technical assistance.
ZF - Tag is Located on -
1. Right hand side (passenger side)
of transmission case.
(5HP30 and 5HP18)
2. Left hand side (drivers side) of
transmission case.
(6HP26Z, 5HP24 and all 4HP)
3. Rear under output shaft. (5HP19)
GM - Located on left hand side
(drivers side) of transmission
case.
Typical ZF Tag
Hydramatic ID Tag Location (GM5)
ID Tag Location 5HP19
ID Tag Location 5HP24
GM ID Tag (GM 5)
10
System Components (Electrical)
ASC DME
+
DIAGNOSIS -- PROGRAMMING
RANGE
RANGE DISPLAY
PROGRAM DISPLAY
A 5 S 4 4 0 Z
G S 8 . 5 5
G S 8 . 6 0 . 2
M 6 2
SHIFT LOCK
VALVE BODY
PROG SWITCH
E38-E31*
KICK DOWN
SWITCH
INPUT SPEED
MANUAL GATE
STEPTRONIC
+
SPEED
SIGNALS
WHEEL
CAN
OUTPUT SPEED
OIL TEMP
WITHOUT
STEPTRONIC
HALL EFFECT
BRAKE PEDAL
SENSOR
CAN
TERMINATING
RESISTOR
87a
ECM
Main
Relay
EDS 1
POWER
EDS 4
EDS 3
EDS 2
EDS 5
MV 1
MV 2
MV 3
8.55 (CAN 60)
8,60.2
DISplus
GT-1
11
Transmission Control Module
The TCM receives inputs, processes information and actuates the output elements to pro-
vide optimal shift points. The TCM is programmed for maximum shift comfort and fuel
economy. The TCM on most BM W vehicles is located in the E-Box next to the ECM (DM E).
Always refer to the proper ETM for TCM location.
There are several types of TCM housings:
35 Pin TCM (TCU) - used on the 4HP transmissions
55 Pin TCM - used on the A4S310R (THM -R1)
88 Pin TCM - used on all others up to 98
134 Pin TCM - used on all BM W transmission from the 99 model year.
(Note- the 134 pin TCM was introduced on the 98 M odels equipped with the
A5S440Z).
The 134 Pin TCM is also referred to as SK E (Standard Shell Construction). The SK E hous-
ing uses 5 separate connectors. O n transmission applications only three connectors 1, 3
and 4) are used. Connectors 2 and 5 are blank and are NOT used. The connectors are blue
in color to avoid confusion with the ECM (DM E) connectors which are black.
!34 Pin control modules are supplied by Bosch for ZF transmissions and Siemens for
Hydramatic transmissions. Bosch and Siemens control modules are NO T interchangeable.
Connectors 1 2 3 4 5
134 Pin TCM
with SK E housing
55 Pin TCM 88 Pin TCM
12
Turbine Speed Sensor
The Turbine Speed Sensor is used to provide input (turbine) shaft speed information to the
TCM (EGS). The input shaft speed signal is used in conjunction with the output shaft speed
signal to determine gear range and slip time information for processing in the TCM . Not all
BM W transmissions use a turbine speed sensor. Some TCM s use the TD (engine speed)
signal to determine input shaft speed. All transmissions with the exception of the A5S325Z
use an inductive type sensor which generates an AC analog signal. The A5S325Z currently
uses a Hall Effect Turbine Speed Sensor which will send a digital square wave signal to the
TCM .
4HP22/24 (EH), A4S310/270R: These transmissions do not use a Turbine Speed Sensor.
The TD signal is used to determine input shaft speed. The TD signal is an output signal of
the DM E control unit.
A5S310Z, A5S325Z, A5S440Z, A5S560Z, A5S360/390R: These transmission use a tur-
bine speed sensor. The TD signal is also used with the turbine speed signal to allow the
TCM to monitor Torque Converter Clutch operation. The TCM can control torque convert-
er clutch slippage and also monitor for faults.
Output Shaft Speed Sensor
The O utput Shaft Speed Sensor is used to provide output shaft speed information to the
TCM . The output shaft speed signal is used in conjunction with the turbine speed signal to
provide the TCM with information on gear ranges and slip times.
All BM W electronic transmissions have an output shaft speed sensor. The output shaft
speed sensor is an inductive type which will generate an AC analog signal to the TCM . The
frequency and amplitude of the signal will increase as output shaft speed increases. The
exact location of the output shaft speed sensor varies by transmission model.
GETRIEBESTEUERUNG
DME
Turbine Speed Signal
O utput
Speed Signal
Typical Speed Sensor Signal
TCM
13
Transmission Oil Temp Sensor
The TCM is provided with transmission oil temperature information via a temperature sen-
sor. O n most BM W transmissions, the sensor is an NTC element which is part of the trans-
mission internal wiring harness.
4HP22/24 (EH): These transmissions do not use a transmission oil temperature sensor.
There are no transmission oil temperature influenced features on the 4HP transmissions.
All Except A5S360/390R, GA6HP26Z: The transmission fluid temp sensor is part of the
transmission internal wiring harness. O n these transmissions, the sensor cannot be
replaced separately. The harness must be replaced.
A5S360/390R transmission: the sensor is a separate, replaceable sensor that can be
unplugged from the harness.
GA6HP26Z: the sensor is located in the M echatronics M odule, which is located inside of
the transmission.
Note: The Mechatronics Module is not currently serviceable at this time. Contact
the BMW Technical Hotline in the event of a failure. Do not attempt any repair or
replacement of the Mechatronics Module.
The transmission oil temperature information is used to:
Initiate the Warm Up Program
To inhibit TCC operation until
a specified temperature has
been reached.
For determining fluid level
when used with diagnostic
equipment.
The transmission oil temperature
sensor is connected to the TCM via a
5 Volt reference and a circuit ground.
As transmission oil temperature
increases, the circuit resistance and
voltage decrease proportionately.
NTC Temp Sensor
TCM
14
Kickdown Switch
The TCM receives a kickdown request via one of two possible methods:
The kickdown signal is a direct ground input to the TCM . The kickdown input is
provided by a kickdown switch located under the accelerator pedal.
This method is used on most BM W vehicles without electronic throttle control sys-
tems (except M 52TU with M DK ).
The kickdown request is provided by the ECM (DM E) via the CAN bus. The kick
down request originates from the PWG. There is no separate switch in the PWG.
When the PWG voltage reaches approximately 4.5 volts, the ECM will process a
kickdown request to the TCM via CAN. The PWG contains a kickdown detent to
simulate the feel of a kickdown switch.
This method is used on the M 62TU, M 54, M 73, M 73TU, N73 and N62 engines.
K ickdown
Switch
K ickdown signal to TCM
via CAN
DME
PWG
TCM
D.C. Analog Signal from
PWG to DM E
.1 to 4.9 Volts
CAN bus
Twisted Pair Wiring
15
Brake Switch
The brake switch is located on the brake pedal linkage. The brake switch signal is an input
to the TCM which is used for:
De-activation of the shift lock solenoid. When the ignition key is turned to K L15 the
shift lock is active. The shift lock solenoid is de-activated when the brakes are
applied.
De-activate the Torque Converter . The TCC is deactivated whenever the brake is
applied. (only on Hydramatic Transmissions ).
There are two types of brake switches used on BM W vehicles:
O n early vehicles such as E32, E34, E36, E24, E28 and E31 the brake switch is a
double-contact mechanical switch. There is a brake light circuit and a brake test
circuit. The brake test circuit is used for a plausibility check to indicate faults within
the brake light circuit.
O n the E38, E39, E46, E65/66, E85 and E53 the brake switch is a hall effect type
switch. The electronic switch is also monitored for faults and plausibility.
16
Transmission Range Selector Switch
The range selector switch is an input to the TCM . The input is used by the TCM to deter-
mine the position of the manual valve. The range switch uses the familiar coded input sig-
nal to determine selector lever position. O n all transmissions except the A5S360/390R, the
range switch uses a 4 wire configuration to determine 7 range selector positions. The
A5S360/390R uses a five wire arrangement.
M ost range switches are located on the transmission
case with some exceptions. The E36 with the
A4S270/310R the range switch is located is the cen-
ter console on the selector lever assembly. The E39
with A4S270R the range switch is located on the
transmission case and is adjustable. The range selec-
tor switch on the A5S360/390R is located inside the
transmission housing. GA6HP26Z is part of the
M echatronics M odule.
The range switch can be checked by using Status
Requests in the DISplus or GT-1.
A multimeter or an oscilloscope can also be used to check the range switch. If the read-
ing on Status Requests does not match the actual selector lever position, there will be
various transmission malfunctions.
Always refer to the proper ETM when diagnosing the range selector switch. Use the switch
logic chart to diagnose faults in the switch.
In the example below, the range switch is in neutral. Using the logic chart, switches L1, L2
and L3 are closed providing B+ voltage to the corresponding pins of the TCM . Switch L4
is open and no voltage is sent to the TCM . M alfunctions in the range switch or wiring can
cause various shifting complaints and possible No-Start complaints.
Switch
Logic
Chart
Range Switch A5S440Z
17
Transmission Program Switch
The transmission program switch is used to switch between various operating modes of
the transmission. The normal default mode of the TCM is Economy which is indicated in
the program display as E. Economy mode allows the transmission to operate in the most
efficient mode. Shift priorities are for maximum economy and shift comfort. O n some vehi-
cles the program switch is designated A for economy mode. Program switches come in
2 or 3 position configurations. Early vehicles with the 4HP (Early E7) used a rotary program
switch.
The TCM can also be switched to M anual M ode which on some vehicles is designated
Winter M ode. M anual mode is used to start the vehicle off in a higher gear when encoun-
tering slippery conditions. The program display will indicate M (manual) or an asterisk
symbol for Winter M ode.
Sport M ode is the third operating mode that is available. Sport mode allows for a slightly
delayed and more aggressive shift. Sport mode is obtained a number of ways. O n vehi-
cles with 2 position program switches, moving the selector lever out of drive to 4, 3, or 2
with the program switch in Economy will allow Sport mode. O n vehicles with 3 position pro-
gram switches, Sport mode can be obtained by switching to S.
3 Position
Program
Switch
E38 Selector Lever with 2
Position Program Switch
18
Steptronic Components
The Steptronic system uses additional components not found on a conventional system.
These components consist of a manual switch and an Up/Down microswitch. O therwise,
the Steptronic system uses the same transmission and TCM .
The TCM monitors the Steptronic shifter position from P through D via the conventional
range selector switch located on the transmission. The Range Selector Switch provides
positions P through D to the TCM because the automatic gate of the shifter only travels
through these positions.
When the Steptronic Shifter is moved to the left 15 degrees into the manual gate, the TCM
receives a ground input from the manual gate switch. The ground signal is provided to the
TCM through the Transmission Position Indicator. The transmission position indicator also
provides range position signaling to the range position indicator in the shift console.
Steptronic was introduced on the E31 850Ci (10/94) and the 840Ci (1/96). Steptronic was
subsequently introduced into the E38, E39, E46, E36/7 and the E53.
The Steptronic system can be diagnosed through Status Requests with the DISplus or
GT-1.
Refer to TRI Bulletin B 24 75 96 for more information on Steptronic.
Transmission
Position
Indicator
(up to 2001 M Y)
M anual
Switch
Steptronic
Up/Down
Shift Switch
M anual
M ode
Upshift
Down
Shift
TCM
From 2002 model year the Steptronic shifter
has changed slightly. Downshifts are now
achieved by moving the selector lever for-
ward and upshifts are now rearward.
19
Magnetic Valves
M agnetic Valves (M V) are used to electronically control hydraulic fluid flow to the various
shift elements within the transmission. M agnetic valves are located on the valvebody and
replaceable as separate components. In ZF transmissions, M V valves are designated M V1,
M V2, M V3 etc. In Hydramatic transmissions, they are designated Shift Valve A, Shift Valve
B, Shift Valve C etc.
The magnetic valves are controlled by the TCM . They are supplied power by an internal
TCM relay and are ground controlled. The TCM switches one or more of the M Vs on or off
in various combinations to achieve various shifts. M ost transmission have 2 or 3 M Vs to
control shifting.
In addition to controlling shifts within the transmission, magnetic valves are also used for
overlap shifting and pressure regulation on some transmission applications. For example
M V4 and M V5 are used for overlap shifting in the A5S310Z. M V5 is used for pressure reg-
ulation on the 4HP22/24EH transmissions. When used for pressure regulation, the mag-
netic valves are pulse width modulated by the TCM .
TCM
Internal
Relay
20
Pressure Regulating Solenoids
Pressure Regulating Solenoids are used to modify line pressure for use in the transmission.
There are numerous terms for these solenoids depending upon transmission type and man-
ufacturer. ZF transmissions use the term EDS, while Hydramatic Transmissions use the
term DR solenoid, Force M otor Solenoid and Variable Bleed Solenoid (VBS).
EDS valves are used for main line pressure regulation, TCC application and O verlap Shift
Pressure Control on the A5S440Z and A5S560Z. All pressure regulating solenoid are con-
trolled by Pulse Width M odulation.
Using the example in the picture below, this is a section of the A5S440Z/560Z valve body.
The EDS valves are used for the following:
EDS 1 is used for main line pressure regulation
EDS 2, 3 and 5 are used O verlap Shift Pressure Control
EDS 4 is used for TCC application. (GWK ) Gradually applied TCC.
Hydramatic Pressure Regulator
The valve body shown at the right is
from the A5S360/390R. Note the
location of the main pressure regula-
tor. Depending upon the reference
text, the pressure regulator is also
known as the Force M otor Solenoid
, Variable Bleed Solenoid or PC
Solenoid.
SHIFT
VALVE
"A"
ACCUMULATORS
MANUAL VALVE
SHIFT
VALVE
"B"
SHIFT
VALVE
"C"
TORQUE CONVERTER
LOCKUP REGULATOR
SOLENOID
MAIN PRESSURE REGULATOR
DO NOT REMOVE THESE
TWO SCREWS WHEN REMOVING
VALVE BODY FROM TRANSMISSION
21
Mechatronics Module GA 6HP26Z
1 Position Slide Switch 9 EDS 2
2 Parking Lock Cylinder Piston 10 EDS 1
3
Solenoid Valve 3, parking lock Cylinder
11 Electronic Plug Connector
4 EDS 12 Electronic M odule
5 Solenoid Valve 1 13 Hydraulic M odule (Valve body)
6 EDS 4 14 Solenoid Valve 2
7 EDS 5 15 Position Switch
8 EDS 3
22
Instrument Cluster
The cluster is used to report information to the driver regarding transmission status. There
are three items of information needed by the driver:
Transmission Range- this indicates the position of the range selector lever.
The driver needs to know whether the transmission is in P, R, N, D, 4, 3, or 2.
Transmission Program- this indicates the mode of operation. There are 3 modes,
Economy, M anual and Sport .
Transmission Fault Information- the driver needs to know of there is a malfunc-
tion in the transmission. Depending upon application, transmission faults can be
indicated by an icon or by a Transmission Program message in the instrument
cluster display matrix.
Depending upon vehicle model and transmission, these pieces of information arrive at the
cluster through different methods.
The most current method for this information to arrive at the cluster is through the
CAN bus. The cluster processes this information from the TCM via CAN.
O n early E38 and E39 vehicles these is a O ne Way Data Signal from the TCM to
the cluster. There is a one way serial data line that transfers this information to the
cluster. O n later vehicles, the cluster was introduced to the CAN bus and this
method was no longer used. This was used on the E38 vehicles to 5/97 and E39
vehicles to 8/97 production.
Early vehicles such as E32, E34, E36 etc. used a various combination of methods
to transfer this data. Some clusters use the Coded Input method for the program
indicator. Fault indication is done by a ground circuit through the TCM .
Transmission range indication is achieved by a direct connection between the range
switch and cluster or by a coded input to cluster.
There will be a FC6 in the K ombi when the TCM goes into failsafe mode.
When attempting to diagnose any of these circuits, always refer to the proper ETM .
TRANSMISSION PROGRAM
TRANSMISSION PROGRAM
E46 Trans Indicator
High Cluster
E38/E39/E53
23
CAN Bus
Or
One Way Data Signal
-Selector Position
-Program Indication
-Fault Lamp/Matrix Display
Instrument Cluster
E34
Program Switch
TCM
Cluster E38/E39
24
Transmission Features and Principles of Operation
Adaptive Hydraulic Pressure Control
Pressure adaptation has been a feature of ZF automatic transmissions since the 4HP22EH.
The TCM will maximize shift quality by adapting to transmission wear over time. The TCM
will adjust transmission shift pressures to compensate for wear in the multi-plate clutches.
This is accomplished by monitoring the input and output speeds of the transmission. When
the transmission shifts, the TCM monitors the time that it takes to accomplish the shift. The
time change in gear ratio is monitored and compared to an internal time value in the TCM .
If the ratio change takes more time than the stored value, the TCM will compensate by
adjusting the transmission shift pressures via the EDS valve solenoids. The adaptation
value is stored in the TCM . This adaptation values can only be cleared by the diagnostic
tester (DIS plus or GT-1).
Note: DO NOT clear adaptation values unless directed to do so by technical assis-
tance. Clearing pressure adaptations should not be done to resolve a customer
complaint. The only time that you would need to do so is after a transmission or
valve body replacement or software change.
Also it is important not to confuse pressure adaptation with AGS features. AGS
features will be discussed later in this chapter. AGS features are not stored on a
long term basis and will not be cleared when the pressure adaptations are
cleared. Note: Driving style is NOT stored.
GETRIEBESTEUERUNG
DME
25
Downshift Protection
Downshift protection is a feature that prevents unwanted or improper downshifting. If the
range selector were moved to a lower gear at a high road speed, engine damage could
occur from an unintended over-rev. This feature will prevent engine over-rev by delaying or
preventing the unwanted downshift until the proper road speed is achieved. The result is
increased safety by preventing unwanted deceleration slip.
Reverse Lockout
The TCM will lockout reverse above 3 M PH to prevent drivetrain damage. The range selec-
tor lever will go into the reverse detent, but reverse will not engage. This is achieved by the
TCM through hydraulic intervention. The transmission will appear to be in neutral.
Note: Reverse Lockout is not operative when in failsafe.
Engine Warm Up Cycle
The transmission shift points are modified after cold start to raise engine RPM during shift-
ing. This allows for a faster engine warm up and reduction of catalyst warm up time. The
TCM uses the transmission oil temperature information to determine the implementation of
this function.
The warm up phase program will be terminated if any of the following conditions exist:
The vehicle exceeds 25 M PH or
Transmission oil temperature exceeds 60 Degrees Celsius or
A M aximum of three minutes is exceeded.
ASC/DSC Shift Intervention
During ASC/DSC regulation upshifts are inhibited to enhance the effectiveness of traction-
al control. Depending upon vehicle model, this action can take place via the CAN bus or a
dedicated shift intervention signal wire. O n later model vehicles where the ASC/DSC mod-
ule is connected to the CAN bus, the shift intervention signal is sent to the TCM via CAN.
Torque Reduction
In order to allow a smoother shift and reduce load on the transmission, engine torque is
reduced during shifting. This is accomplished by a signal that is sent from the TCM (EGS)
to the ECM (DM E) during shifting. The ECM will retard timing momentarily during the shift
for a few milliseconds. This timing change is transparent to the driver. Depending upon
application, the torque reduction signal is sent over a dedicated wire or a signal over the
CAN bus.
26
Emergency Program
When a malfunction occurs within the transmission, the Emergency program (failsafe mode)
will be initiated. The Emergency Program will prevent unintended gear engagement and
ensure driver safety. The following will occur during Failsafe O peration:
All shift solenoids are de-energized via TCM internal relay.
The pressure regulation solenoid is de-energized resulting in maximum line pressure.
The Torque Converter Clutch is de-activated.
The Reverse Lockout function is cancelled.
Shift lock solenoid is de-energized.
Fault indicators are active.
The fault indicator varies depending upon model, year and cluster type etc. High version
instrument cluster will display a message in the matrix display. Vehicles with low version
clusters will display a fault symbol in the cluster.
During failsafe mode the transmission will be shifted into a higher gear to allow the vehicle
to be driven to a service location. Depending upon application, the transmission will shift
into 3rd or 4th gear (on a 4spd) and 4th or 5th gear (on a 5 spd). For example the
A5S360R transmission will go into 5th gear when there is a malfunction and 4th when there
is a power failure to the TCM . Since pressure regulation ceases, the shift to failsafe mode
will be abrupt or harsh, unless the transmission is already in the failsafe gear.
O n newer O BD II compliant vehicles, the M IL light will also be illuminated by the ECM
(DM E).
Note: When diagnosing transmission related complaints, it is possible to have an
erroneous fault indicator warning. Faults in the cluster can cause a false indica-
tion or Trans Program message. One indication of this scenario would be a
transmission fault message in the cluster with no transmission faults stored in the
TCM.
T0198U05.ai
E46 Transmission Fault Indicator
27
AC Compressor Load Sensing (Hydramatic Transmissions)
When the AC Compressor is switched on, additional load is placed on the engine. To com-
pensate for the additional load, the TCM modifies line pressure and shift points. O n the
THM R-1, the TCM receives these signals via a direct connection to the AC compressor
control circuit.
O n vehicles equipped with CAN bus technology, the AC on signal is sent to the TCM from
the DM E as a CAN bus message.
Shift Lock
The shift lock solenoid is mounted on the
selector lever assembly and locks the selector
lever in Park or Neutral when the ignition is O N.
This prevent the selection of a gear unless the
brake pedal is depressed. The solenoid is acti-
vated by a switched ground from the TCM .
Power is supplied by the TCM internal relay.
During failsafe operation, the shift lock is dis-
abled. O n later models, the shift lock will also
be active when the TD signal is present and the
shifter will remain locked above an engine
speed of 2500 RPM regardless of brake appli-
cation.
G
E
T
R
I
E
B
E
S
T
E
U
E
R
U
N
G
28
Torque Converter Clutch
Since the efficiency of the torque converter at coupling speed is approximately 1.1 to 1, fuel
economy is compromised. To offset this a torque converter clutch was added on EH con-
trolled transmissions. The torque converter clutch locks the turbine to the converter hous-
ing. This creates a mechanical coupling with a ratio of 1:1. This can only be achieved at
higher engine speeds, the torque converter clutch must be disengaged at low engine
speeds to prevent stalling.
There are two methods for controlling the torque converter clutch on BM W transmissions:
A4S310/270R, 4HP22/24 EH, A5S310Z - These transmissions use an on/off
control method to lock and unlock the torque converter. The Torque Converter
Clutch is either completely engaged or disengaged. This method of engagement
provides an abrupt sensation when the TCC is locking and unlocking. This abrupt
sensation can be undesirable to some drivers.
A5S560Z, A5S440Z, A5S325Z, GA6HP26Z,A5S360/390R - These transmissions
use a gradual approach to TCC control. The TCC is gradually applied and released,
this method reduces the abrupt feel of the on/off type TCC. The TCC solenoid is
controlled by pulse width modulation. This allows fluid to be gradually introduced
and released to the TCC.
The TCC is spring loaded to the engaged position. Pressurized fluid releases the TCC,
when the pressurized fluid is released, the TCC is engaged. Depending on transmission
application, the TCC can be engaged in 3rd, 4th or 5th gear. The TCC must be disengaged
at low speeds to prevent stalling.
Gradual
Lockup
Control
O n/O ff
Lockup
Control
On
Off
On
Off
Lock-Up Torque Converter
29
Torque Converter
Clutch Piston
Torque Converter
Clutch
Turbine Shaft SPlines
One Way Clutch
Torque Converter Shell
Stator
Turbine
Impeller
30
Shift Solenoid Control
M agnetic valves are used to direct the flow of transmission fluid to control shift elements in
the transmission. Another Term for M agnetic Valve is Shift Valve. M agnetic valves (M V)
are solenoids controlled by the TCM . They can be switched by B+ or B-.
O n ZF transmissions, magnetic valves are designated M V1, M V2, M V3 etc. O n GM trans-
missions they are designated Shift Valve A, Shift Valve B, Shift Valve C etc.
Either valve can be checked for proper resistance using a multi-meter, DISplus or GT-1.
Also, the Activate Components function can be used to check the M agnetic valves. M ost
all magnetic valves are switched on/off instead of Pulse Width M odulation (PWM ).
All magnetic valves (except THM R-1 to 12/95) are supplied power from an internal relay
located in the TCM . The magnetic valves are switched on and off by final stage transistors
in the TCM . During failsafe operation, power to all M Vs is switched off by the internal relay.
M agnetic valves are located on the valve body. They can be replaced individually. Refer to
proper repair instructions for installation and removal procedures.
Magnetic
Valve
(Shift Valve)
TCM Internal Relay
31
Pressure Regulation
Pressure regulating solenoids modify line pressure for hydraulic operation. Solenoids for
pressure regulation are referred to as EDS valves in ZF transmissions. GM transmissions
have a few terms such as Force M otor Solenoid, Variable Bleed Solenoid, and DR solenoid.
Regardless of the name used, they are all used to control main line pressure based on throt-
tle position and engine load.
O n ZF transmissions, EDS valves are also used to control O verlap Shifting. This allows
for improved shift comfort by controlling pressures during shifting.
Depending upon transmission application, pressure regulating solenoids can be controlled
using Pulse Width M odulation on B+ or B-.
The TCM will increase line pressure by regulating current flow to the pressure regulator.
Current flow is controlled by pulse width modulation. When the duty cycle is low, the cur-
rent flow to the solenoid is low. This allows spring pressure to close the valve. Therefore
maximum line pressure is achieved. As the duty cycle increases, the current flow also
increases. The valve opening increases, which allows pressure to be released through the
pressure discharge which in turn decreases line pressure.
M ain line pressure is also increased during failsafe operation and when needed during
Adaptive Hydraulic Pressure Control functions. M ainline pressure will also default to max-
imum pressure when power to the TCM is switched off.
32
Shift Programs
BM W EH transmissions have selectable shift programs (or modes) to suit driver needs and
operating conditions. There are 3 basic shift programs available:
Economy Program - The economy program is the default program which is adopt-
ed every time the vehicle is started. When in economy mode, the operating priority
is for maximum economy and shift comfort. Shifts will take place at low engine
RPM and road speed. The economy mode is indicated by an A on the program
switch. The cluster will display an E to indicate economy mode.
Manual Mode (Winter Mode) - M anual mode is used to start out the vehicle in a
higher gear on slippery surfaces when more traction is needed. A higher gear will
reduce torque to the rear wheels. M anual mode can also be used to select a lower
gear when needed such as when climbing a hill. Depending upon vehicle applica
tion an M will appear in the cluster when in M anual M ode or an asterisk ( * ) sym-
bol will appear in the instrument cluster to indicate Winter M ode.
Sport Mode - Sport M ode provides raised shift points and a more aggressive shift
program for the Enthusiastic BM W driver. The cluster will display an S when in
sport mode.
Regardless of vehicle application, the program switch provides a momentary ground to the
TCM to switch between modes. There have been numerous designs of the program switch
since its introduction. The program switch configurations are as follows:
2 Position Slide Switch - This switch has the A and the M selection. Sport
mode is achieved by moving the selector lever from D to 4, 3 or 2 when in the
Economy M ode. The 2 Position slide switch is used on most models. These vehi-
cles usually have a range and program display located in the instrument cluster.
2 Position Rocker Switch- This switch operates the same as the slide switch, but
it is used exclusively on the E36. The E36 does not have a program indicator in the
cluster. The rocker switch will illuminate, indicating the current program.
3 Position Slide Switch - This switch has the added position for sport mode. The
shifter does not have to be moved out of drive (D) to be in sport mode. This switch
is used on the E36 M 3 and the 4HP22/24 EH (Version Late E-7).
3 Position Rotary Switch - This switch is used only on the Early 4HP22 EH trans
missions (Version Early E-7).
No Program Switch - O n some vehicles with AGS features, there is no program
switch. Shift modes are obtained by moving the shift lever out of D range or auto-
matically by adaptive shift functions. (Example E39)
33
E38
Selector Lever
and Program
Switch
(2 Position)
Program Switch
Instrument Cluster (E34)
TCM
3 Position Program Switch
34
Steptronic Shift Modes
The Steptronic shifting system was introduced to the BM W model line on the 95 E31 850Ci
(from 10/94). Steptronic was subsequently added to other BM W models and is available
on all BM W models with automatic transmissions. O ther than a few additional components
in the shifter mechanism, Steptronic equipped vehicles use the same transmission and
TCM as non-Steptronic equipped vehicles.
Since the introduction of Steptronic, there have been several variations in Steptronic func-
tion. Regardless of version, the Steptronic system provides the driver with two modes of
operation:
To operate the transmission in fully automatic mode as with a non-Steptronic trans-
mission.
To operate the transmission in the manual shift mode by tilting the shift lever forward
or backward when in the manual gate.
The Steptronic shift lever console contains and automatic and a manual shift gate. The
automatic gate contains the gear lever positions P/R/N/D. When the lever is placed in D
all of the shifting takes place based on the shift map programming in the TCM . To enter
the manual gate the shift lever is moved 15 degrees to the left. Depending upon applica-
tion, there are three possible configurations of the manual gate:
O n the E31 850Ci, the gate is marked as M only. There is a plus and minus sign
for manual shifting. Upshifts are achieved by momentarily moving the shifter forward.
Downshifts are achieved by moving the shifter rearward. When placing the shifter
into the M gate, the transmission will adopt the current gear that is engaged.
The transmission will stay in that gear until an upshift or down shift request is made.
O n all other vehicles until the 2002 model year, the gate is marked M /S. There is
also a plus and minus sign for manual shifting. When placing the shifter into the M /S
gate, the transmission will adopt Sport mode. All shifts will still be automatic. Full
manual mode is achieved when an upshift or downshift request is made. Upshifts
are achieved by moving the shifter forward momentarily and downshifts are achieved
by moving the shifter rearward.
O n all models with Steptronic from 2002, the only change is to the manual shifting
modes. In order to be consistent with SM G operation, the positions were reversed.
Upshifts are now achieved by moving the shifter rearward and downshifts are now
forward. O therwise, Steptronic operation is identical to the previous models.
35
Automatic Functions in Manual Mode
When in manual mode there are certain functions which occur automatically to prevent dri-
vetrain damage and improve driveability:
Engine Overspeed Prevention: To prevent engine over-rev, the TCM will upshift
automatically just prior to max engine cutoff.
Kickdown: If plausible, the TCM will automatically shift down to the next lower when
a kickdown request is received.
Decelerating: If in 5th gear and coasting to a stop, the TCM will automatically down
shift to 4th gear at approximately 31 mph and then 3rd gear at approximately 19
mph. The automatic downshift allows for an acceptable gear when re-accelerating.
(6 cylinder models will shift to 2nd gear when stopping vehicle)
Implausible Gear Requests: Certain shift requests are ignored by the TCM . For
example, requesting a downshift at a high rate of speed would be ignored. Any shift
request that would cause the engine to exceed the maximum RPM limit would not
be allowed. Also starting out in a high gear is also not allowed. O nly 1st, 2nd or third
gear is allowed when accelerating from a stop.
E31 850Ci
Shifter Console
1995 to 1997 Model Year.
36
Steptronic Shifter Circuit
In order to achieve manual shifts with Steptronic, the selector lever is moved 15 degrees to
the left. A pin on the selector lever engages the up/down microswitches which are a
ground input to the TCM . The selector lever also triggers the M gate microswitch which
is also a ground input to the TCM .
The example on the right shows a typical
shift console for an E31. Note the shift
pattern, upshifts are forward and down-
shifts are rearward. This shift pattern
was used on vehicles up to the end of
2001 production. O n vehicles from 2002
production, the shift pattern is reversed.
37
Steptronic System Comparison
Detail E31 850Ci
1995 to 1997
All model except
E31 850Ci up to
2001 Model year
with Steptronic.
All Models from
2002 model year
with Steptronic
Shift Console Layout
M Gate M /S Gate M /S Gate
Selection of Manual
Mode
Shift to M gate Shift to M /S gate and
move lever momentarily
to + or to -.
Shift to M /S gate and
move lever momentarily
to + or to -.
Gear Range
in Manual Mode.
2nd to 5th gear (1st gear
only accepted for 2 min-
utes after cold start. If the
throttle is pressed 100% a
2-1 shift will occur
1st to 5th gears 1st to 5th gears
Un-allowable gear
requests.
4th and 5th gear after
vehicle standstill.
Downshifts that can
cause engine over-rev.
1st gear after engine
warm up.
vehicle standstill.
Downshifts that can
vehicle standstill.
Downshifts that can
Upshifts/Downshifts
Upshifts - Forward
Downshifts - Rear
Upshifts - Forward
Downshifts - Rear
Upshifts - Rear
Downshifts - Forward
Shift Pattern up to 2001 Shift Pattern from 2002
2
Table of Contents
Subject Page
Adaptive Features ................................................................................ 38
Driver Influenced Features ..................................................................... 39
Environmentally Influenced Features ...................................................... 40
CAN Bus Communication ....................................................................42
Diagnosis and Troubleshooting ...........................................................46
Estblishing a Diagnostic Plan .................................................................47
Fault Codes ...........................................................................................48
Identification Page .................................................................................49
Diagnostic Program ...............................................................................50
Test M odules ..........................................................................................51
Diagnostic Tips ......................................................................................52
Information Resources ...........................................................................53
TCM Coding and Programming ...........................................................54
Transmission Fluid Information ...........................................................56
Transmission Fluid Checking Procedures ...............................................57
Transmission Fluid Application ...............................................................58
Transmission Service ............................................................................59
Transmission Tools ...............................................................................60
Review Questions .................................................................................66
38
Adaptive Features (AGS)
AGS features were introduced in 1994 with the A5S560Z transmission. AGS control con-
sists of adaptive features that will modify transmission operation according to various fac-
tors. AGS operation can be influenced by two major functional groups:
Driver influenced features (influenced by throttle and kickdown input)
Environmental influences (such as road conditions - icy, traffic etc.)
The driving program selection is not adapted on a long term basis - nor is it stored
in the control module memory when the ignition is switched off. It continually
changes as the driver of the vehicle changes driving habits.
39
Driver influenced features of AGS
The adaptive drive program is based primarily on throttle input. The throttle information
comes from the ECM (DM E) via the CAN bus. The TCM continuously monitors the throttle
input for:
The current throttle position
The rate of change in pedal movement
The number of acceleration requests
The number of kickdown requests
Drive away Evaluation
The AGS system selects the appropriate shift program based on the amount of accelera-
tion that occurs during takeoff. When driving away under full throttle the transmission will
shift from XE to E.
Kick Fast Feature
Based on these inputs, the AGS will select one three different driving programs as follows:
Extreme Economy - Shift points are a low speeds for maximum comfort and economy
Economy - The shift points are raised for more performance with economy as priority
Sport - The shift points are higher to take advantage of full engine performance.
Under full throttle acceleration at high speed, single gear downshifts are possible. A two
gear downshift is possible if the accelerator pedal is moved quickly to kick-down. The
Extreme Sport program was eliminated as part of the kick-fast feature.
40
Environmentally influenced AGS features
STOP and GO
The feature is activated by defined sequence of shifts which are as follows:
Upshift from first to second - followed by a downshift from second to first - followed
by another upshift from first to second. This is then followed by the vehicle coming
to a complete stop.
After this sequence occurs, the transmission will stay in second gear. The AGS control has
recognized stop and go driving and this function will prevent excessive shifting during heavy
conditions. The second gear start will be cancelled when:
The vehicle speed exceeds 40 M PH
The throttle pedal is pressed more than 90%
The range selector is moved to Park, Neutral, Reverse or Sport (4, 3 or 2)
The vehicle is in Sport M ode
Winter Drive Program
This feature is activated when the TCM detects slippage at the rear wheels by comparing
front and rear wheel speed signals. When slippage is detected by the TCM , the transmis-
sion will start in second gear and the shift points will be lowered. This will reduce torque to
the rear wheels allowing improved driveability and traction on slippery roads.
41
Hill Recognition Program
There are two hill recognition programs, one for Uphill and one for Downhill. The TCM will
activate this feature when it receives a high engine load signal at slower road speeds. The
TCM will perceive this information as being consistent with climbing a hill. The shift points
will be raised to prevent constant up and down shifting. This is referred to as the pendulum
shift effect. When driving downhill, road speed will increase with minimal throttle input. The
TCM will detect a downhill situation and hold the current gear to prevent an upshift when
going downhill.
Curve Recognition
This feature will inhibit upshifts when the vehicle is in a curve. This is to improve stability
when the vehicle is cornering at high speeds. The TCM will initiate this feature when it
detects a difference between left and right (front) wheel speed signals. The difference in
these signals will indicate that the vehicle is in a curve. Be aware that improper tire sizes,
brands and inflation pressures can influence this feature. Always address these issues first
when diagnosing delayed upshift complaints.
Cruise Control Drive program
A special cruise control shift map is selected by the TCM when cruise control is active. The
TCM will prevent unwanted locking and unlocking of the torque converter clutch. Also,
upshifting and downshifting will be minimized. Depending upon application, the cruise con-
trol interfaces with TCM via a single wire data link or as on vehicles with electronic throttle
control, the TCM will interface with the ECM (DM E).
Manually Selected Extreme Sport Program
This feature is activated by moving the shift lever to position 4, 3 or 2. This activates the
Extreme Sport Program where the shift points are raised for maximum rpm and perfor-
mance. O n Steptronic equipped vehicles, the sport program is obtained by moving the
shifter to the manual gate to initiate the Sport Program.
Modifications to AGSfeatures
Since the introduction of AGS features in 1994, there have been some software changes
to address customer concerns. Some AGS features have been perceived by the customer
as malfunctions. To correct this, some of the AGS features were modified with updated
software. The AGS features previously discussed in this text reflect the updated modifica-
tions. Always refer to the latest Service Information Bulletins for more information on AGS
features.
42
CAN Bus Communication
The CAN bus is a serial communications bus in which all connected control units can send
as well as receive information. Data over the CAN bus operates at a rate of up to 1M b/s
(megabits per second).
The CAN protocol was developed by Intel and Bosch in 1988 for use in the automotive
industry to provide a standardized, reliable and cost-effective communications bus to com-
bat the increasing size of wiring harnesses.
The CAN bus was originally introduced on BM W automobiles in the 1993 E32 740i/IL as a
data link between the TCM (EGS) and the ECM (DM E).
O n earlier EGS systems, various signals were transmitted on individual signal wires. This
reduced reliability and increased the amount of wiring needed. The CAN bus allows faster
signal transmission and increased versatility. For example, the signals listed in the chart
below were previously transmitted on individual wires, now these signals are all on the CAN
bus. This chart represents only some of the signals on the CAN bus, there are many more
signals transmitted between the TCM and ECM .
Sender Information Item Receiver Signal Use
ECM Engine Temperature TCM Shift Point Calculation
ECM Engine Load (tL) TCM Shift Point Calculation
ECM Engine RPM (TD) TCM TCC Slippage
ECM Throttle Position (DK V) TCM Shift Point Calculation
ECM A/C Compressor O N TCM Fine tune shift points to compensate
for increased engine load.
TCM Transmission Range ECM Engine Idle Speed Control
TCM Torque Reduction Signal (M E) ECM Timing Retard during shifts.
TCM TCC Lockup Status ECM Engine Timing M ap adjustment.
Bi-Directional Data
43
CAN Bus Topology
The CAN bus consists of two twisted copper wires. Each wire contains an opposing sig-
nal with the exact same information (CAN-High, CAN-Low). The opposing signals trans-
mitted through the twisted wire serve to suppress any electrical interference. Early CAN
bus wiring included a grounded shield around the two wires, later vehicles discarded the
shield in favor of the unshielded twisted pair wiring.
Due to the linear structure of the network, the CAN bus is available for other modules in the
event of a disconnected or failed control unit. This is referred to as a Tree structure with
each control unit occupying a branch.
As previously mentioned, the CAN bus initially was used as a high speed communication
link between the DM E and AGS control units.
With the introduction of the E38 750iL (95 M .Y.), the CAN bus was expanded to include the
EM L and DSC control modules. The 750iL made exclusive use of the star coupler to link
the individual CAN bus ends to a common connector.
The 1998 model year introduced new users of the CAN bus. The instrument cluster and
the steering angle sensor were linked to expand the signal sharing capabilities of the vehi-
cle.
The 1999 750iL was the last vehicle to use the shielded cable, after which the entire CAN
bus went to twisted pair wiring.
Note: Always refer to the proper ETM to determine the exact wiring configuration
for a specific model.
44
O n models that use twisted pair, the wire color of the CAN bus is uniform throughout the
vehicle with: CAN-Low GE/BR and CAN-High GE/SW or GE/RT. Shielded wiring is easily
identified by the black sheath surrounding the CAN bus.
Troubleshooting the CAN Bus
The failure of communication on the CAN bus can be caused by several sources:
Failure of the CAN bus cables.
Failure of one of the control units attached to the CAN.
Failure of the voltage supply or ground to individual modules.
Interference in the CAN bus cables.
Failure of the CAN bus cables
The following faults can occur to the CAN bus wiring:
CAN-H/L interrupted
CAN-H/L shorted to battery voltage
CAN-H/L shorted to ground
CAN-H shorted to CAN-L
Defective plug connections (damaged, corroded, or improperly crimped)
In each instance, the connected control units will store a fault due to the lack of information
received over the CAN bus.
O n most current models the CAN bus pro-
vides data exchange between the following
control modules:
ECM (DM E)
EM L (750iL E38)
TCM (EGS)
IK E/K ombi
ASC/DSC
LEW
45
The voltage of the CAN bus is divided
between the two data lines: CAN-High
and CAN-Low for an average of 2.5V per
line. The voltage measurement is taken
from each data line to ground. Each mod-
ule on the CAN contributes to this voltage.
The fact that 2.5V are present does not
mean that the CAN bus is fault free, it just
means that the voltage level is sufficient to
support communication.
Terminal Resistors: are used in the CAN bus circuit to establish the correct impedance
to ensure fault free communication. A 120 O hm resistor is installed in two control units of
the CAN between CAN-H and CAN-L. Because the CAN is a parallel circuit, the effective
resistance of the complete circuit is 60 O hms. O n some vehicles there is a jumper wire that
connects the two parallel branches together, others have an internal connection at the
instrument cluster.
The resistance is measured by connecting the appropriate adapter to any of the modules
on the CAN and measuring the resistance between CAN-L and CAN-H. The resistance
should be 60 O hms. The CAN bus is very stable and can continue to communicate if the
resistance on the CAN bus is not completely correct; however, sporadic communication
faults will occur.
The terminal resistors are located in the ASC/DSC
control unit and either the instrument cluster or in the
DM E.
Early 750iL vehicles that used the star connector have
a separate external resistor which connect CAN-H
and CAN-L together.
M odules which do not have the terminal resistor can
be checked by disconnecting the module and check-
ing the resistance directly between the pins for CAN-
H and CAN-L. The value at these control units should
be between 10kO hms and 50kO hms.
Print
Multimeter
End
Oscilloscope
setting
Change
Counter
Services Help
Stimulators Preset
measurements
BMW Test system Multimeter
Measurement
Function
Measurement
Connection
Measurement
Kind
Measurement
Range
10 0 10
Resistance
Ohm
Temperature
C
o
Voltage
V
Current
MFK 1 MFK 2
Current Current Diode test Pressure
2A 50A 1000A bar -|>|-
Current probe Pressure
Sensor
Temperature
Sensor
Freeze image
2nd
measurement
System voltage
Rotation speed
Stimulate
Minimum
Maximum
=
Effective value
automatic 10 V
2.35 V 2.65 V
46
Diagnosis and Troubleshooting
Due to the cost and complexity of today' s electronic transmissions, BM W recommends
that the technical hotline be contacted before any repairs are performed. It is important that
the technician perform some basic diagnostic procedures before contacting technical
assistance. The following procedures should be followed:
Always Verify customer complaint, make sure the complaint is not related to normal
operation. (i.e. Warm Up Phase, AGS operation etc.)
Survey Fault M emory - Perform complete quick test. There may be other systems that
interface with EGS that could cause faults. (i.e DM E, ASC/DSC, IK E/K ombi etc.)
Print out all fault code with fault conditions. Also print out copy of Identification page and
diagnostic report.
CHECK TO SEE IF THERE ARE ANY SERVICE BULLETINS THAT APPLY TO YO UR
SPECIFIC CO M PLAINT. THIS INCLUDES THE SERVICE RO UNDTABLE.
Ensure that battery voltage is sufficient. Battery voltage must be greater than 12.5 with
ignition switched off. Check battery connections for tightness and condition.
Check ground connections. (chassis to engine, grounds to bulkhead and shock tower.)
Check over vehicle to look for transmission leaks, physical damage, loose connections
etc.
If necessary, check fluid level and condition using DISplus or GT-1.
Check to see if any aftermarket or performance components have been installed that
could effect transmission operation. (DM E or EGS software as well as any engine mod-
ifications).
Check repair history to see if there were any recent repairs that could effect the proper
operation of the transmission (i.e. Engine replacement with damaged dowel pin etc.).
Check DCS for any open campaigns or recalls pertaining to drivetrain.
Check and record chassis number, production date and transmission serial # before
contacting technical assistance.
47
Establishing a Diagnostic Plan
O nce all of the pre-diagnostic criteria has been satisfied, a logical diagnostic plan should be
followed. A logical, well organized diagnostic plan will help avoid improper diagnosis,
unnecessary parts replacement and lost diagnostic time. A technicians goal should be to
satisfy the customer by Fixing it the first time, on time, every time. The productivity of the
technician can also be improved by following a logical, common-sense approach to prob-
lem solving. The following steps are recommended to form a diagnostic plan:
Verify the Customer Complaint - This step is the most important , but also the
most overlooked. The focus should always be on the exact customer concern.
M ake sure that the customer complaint is not a misunderstanding of proper vehicle
operation. This step can avoid unnecessary diagnosis and lost time. If the customer
concern is not exactly identified, any subsequent repairs can not be verified as being
effective. This is the most common cause of comeback repairs. Communication
between the customer to advisor and the advisor to technician must be clear. Vague
or misunderstood customer complaints are often improperly diagnosed. Also make
sure that the conditions under which the concern has occurred are duplicated.
For example: If the customer is customer is complaining about a shifting concern
after a cold start, then the vehicle should be road tested under those conditions.
Analyze the Problem - O nce the complaint has been verified, then all available
resources should be used to find the root cause of the complaint. Start out by
checking Service Information Bulletins, DCS messages, and Service Roundtable
information. Use the DISplus or GT-1 to access the diagnostic program and per
form Diagnostic Test M odules where applicable. Electrical Troubleshooting M anuals
(ETM s) should also be used when needed.
Isolate the Problem - Now, the problem can be narrowed down into the final steps
of diagnosis. Using proper tools and procedures, the technician can Isolate by
using the process of elimination and common sense. Having a working knowledge
of BM W systems is helpful in this area. When applicable, use all available BM W spe-
cial tools and equipment. Perform all necessary electrical checks such as Voltage
Drop, resistance measurements etc.
Repair the Problem - O nce the concern has been correctly identified, perform all
necessary repairs as per BM W guidelines. M ake sure all repairs are properly docu-
mented to comply with warranty policies and procedures.
Verify the Repair - M ake sure the customer concern has been rectified. Road test
the vehicle under the same conditions whenever possible. Failure to complete this
step properly is almost a guaranteed comeback. Repeat repair attempts are costly
to the BM W Center and the BM W Service Technician.
REMEMBER - Fix it the first time, On Time, Every time.
48
Fault Codes
When diagnosing transmission fault codes, always print out the fault code(s) and the fault
conditions. When referring to the fault code itself, be aware that there are actually 3 for-
mats for the fault code. The fault code breakdown is as follows:
When referring to the Fault Code during diagnosis always use the fault that is in Decimal
Format. The Decimal fault is referred to in all reference material such as Service Information
Bulletins, Test M odules and DCS messages etc. In the example above, FC 050 would be
the correct choice.
Fault Conditions
When a fault code is set, it is stored with a set of environmental conditions. The environ-
mental conditions are used to aid in pinpointing the root cause of the fault. Some of the
information found in the fault conditions contain information on transmission temperature,
engine speed and road speed etc. This information is also helpful when trying to duplicate
the customer complaint. For example, if a customer complains about a shifting complaint
when cold, check the fault conditions to verify this complaint. Remember to always print
out the fault codes with the fault conditions. This information is helpful to the technician as
well as technical assistance.
Fault Code Example:
Fault Code (050) 32 Gear Monitoring 1 (PO731)
OBD Fault
Used for Aftermarket
Scan Tools
Not used Internally at BMW
Fault Description
Hexadecimal (Hex Code)
Engineering use only
Decimal Fault
This is used for all
diagnostic reference
49
Identification Page
The ID page is helpful to determine the Transmission and control system used as well as
the chassis number and current software version. Always print out a copy of the ID page
when performing any diagnosis or programming procedures.
Control System
Trans Type
Chassis #
TCM Part #
Manufacturer of
TCM
Programmed Control Unit #.
ZF Software #
50
Diagnosis Program
There are two diagnostic formats (programs) used on current model BM W vehicles. The
earlier diagnostic program was used on the E38 and E39. The latter diagnostic program
was introduced as the E46 Diagnostic Concept. This is used on the E46, E65 and the
E52 (Z8). The E53 X5 uses a mixture of both diagnostic programs depending upon
engine/transmission options. Below is an example of the earlier diagnostic program.
The diagnostic program contains the following features:
Fault Symptoms - This is a symptom driven program that will lead the technician
into guided diagnostics. It contains several possible fault scenarios that are common
to electronic transmissions. This path is helpful when the technician is not sure
where to start in his diagnostic plan.
Function Test - There are no function tests for electronic transmissions.
Service Functions - This is where you will find the ATF level check function. Also
Test Codes can be obtained and printed out for warranty purposes. The Adaptation
values can be cleared as well as printed out.
Expert Mode - Expert M ode should be used when the technician has a thorough
working knowledge of the system. You will find several items in expert mode:
Read/Clear fault memory, Diagnosis (Status) requests, Component Activation and
Test M odules.
51
Test Modules
Test modules are found in the diagnosis program of the DISplus and GT-1. These allow the
technician to take advantage of a guided diagnostic plan. The program will direct the tech-
nician through the various steps using a trouble tree format. When using test modules it
is important to follow the instructions exactly. Due to the complex nature of some faults,
the test modules are not always conclusive. The test module is only as effective as the
information provided by the technician. The technician also needs to rely on his experience
and some common sense. The test modules should be used to assist the technician, not
as a replacement for good diagnostic skills.
Test modules come in two formats. The one shown above is used on E38/E39 vehicles
and the E53 with 4.4 and 4.6 engines. The E46, E65 and E53 (with 3.0 M 54) uses the new
E46 Diagnostic Concept which was introduced with the E46 in the 1999 model year.
Regardless of the format used, the technician is still guided through a step by step proce-
dure.
52
Diagnostic Tips
The following consists of some helpful hints to assist the BM W diagnostic technician. It is
designed to assist the technician to form a logical path of diagnosis. These suggestions
should be used in conjunction with other approved diagnostic routines. This does not
exclude the technician from the responsibility to contact technical assistance. All major
repairs and transmission replacement must be pre-approved by the BM W Technical
Hotline. Transmission concerns can be broken down into several categories:
Shift Quality Complaints - Shift Q uality complaints consist of harsh up or down
shifts, improper shift points and erratic shifting. These complaints could be related
to electronic/software issues or hydraulic/mechanical problems. Perform quick test
and check SIBs before proceeding. As with most concerns, check the transmission
fluid level and condition as well.
Do not clear adaptation values unless instructed to do so by BMWTechnical
Hotline.
Delayed/No Upshifts - Before proceeding on delayed upshift complaints, make
sure you are aware of the conditions that this occurs. This could be normal opera
tion, such as the Warm-up Phase program. Always check front tires for proper
inflation pressures, correct size and type. Also check for uneven tire wear.
Variations in front tire size from left to right can activate the AGS Curve Recognition
feature. The TCM will interpret the difference in wheel speed signals as being a turn
and suppress (or delay) upshifts.
Slipping - This type of issue is usually associated with a fault code. Be sure to
check the transmission fluid level and condition.
Noise, Vibration - Noises and vibrations should be checked over by a good visual
inspection. Look for loose transmission or engine mounts. Check the driveshaft,
center bearing and flexible coupling (or constant velocity joints). Also check the
lateral alignment of the driveshaft. There are several SIBs pertaining to noise and
vibration.
No Forward or Reverse Gear - Start by checking transmission fluid level and note
the fluid condition. Inspect for leaks and external transmission damage.
Leaks - When investigation transmission leaks, be sure to verify that the suspected
leak is actually transmission fluid. Engine oil, hydraulic and brake fluid can be mis-
taken for a transmission leak. Check the transmission cooler lines, transmission
cooler and transmission pan gasket. Try to locate the source of the leak. Do not
make any major repairs until the technical hotline is contacted.
Fault Codes - Perform CO M PLETE short test (Q uick test) on all vehicle systems. It
is important to survey all systems in the event that a related system is causing the
transmission fault. Always print out the ID Page, Fault codes and fault conditions.
53
Information Resources
When diagnosing transmission related concerns it is important to use all information
resources available. The following information sources should be utilized at all times:
Service Information Bulletins Repair Instructions
Technical Data Tightening Torques
ETM Electrical Troubleshooting M anual Technical Training M anuals
DCS (Dealer Communication System) Special Tool Information
Technical Information System (TIS)
M ost of the above information can be accessed by using the BM W TIS CD or by logging
on the the BM W TIS website through www.bmwcenternet.com. The BM W TIS website
contains a wealth of helpful information for the technician. The information is updated on
a regular basis.
Service Roundtable
In addition to the above sources of information, the technician should be up to date on the
latest edition of the BM W Service Roundtable. The roundtable will cover the most recent
topics and offer some hints that will assist the technician. The Service Roundtable is broad-
cast live on a monthly basis via the BM W Visionwerke Network. In addition to live broad-
casts, the roundtable is rebroadcast on a regular schedule during the month.
54
TCM Coding and Programming
As with other control modules used on BM W systems, the TCM must be programmed
and/or coded for the vehicle. O ver the years, these methods have varied from system to
system. Refer to Service Information Bulletins for the latest coding and programming infor-
mation.
Coding
Coding will assign the control unit to a particular application. Information such as differen-
tial ratio, tire size, vehicle series, engine, engine control system, w/wo AC etc.are some of
the possible variants that have to be considered. Transmission control units are coded
using various methods.
Grounding pins in wiring harness connector - O n early models equipped with
the 4HP22/24 EH transmissions, the TCM was coded to the vehicle by means of
grounding pins in the wiring harness connector for the TCM . By selectively ground-
ing specific pins in the harness, the TCM was assigned to that vehicle. For Example:
The TCM could be installed in a 535, 635, or a 735. This only applies to the Early E-
7 Versions. (E23, E24, E28)
TCM ordered for Specific Application - O n some later models, the TCM was
ordered for a specific vehicle application, coding was not necessary.
Coding performed during programming - O n systems that use a flash program-
mable TCM , the coding process is done during flash programming.
Programming
Programming refers to the instructions that the TCM is to follow. The TCM is programmed
to apply certain shift maps according to operating conditions such as vehicle speed, engine
speed, engine temperature, engine load and throttle position. This information can be
entered into the TCM via an updated EPRO M or through flash programming.
Flash programmable control units use a EEPRO M which is Electronically Eraseable. The
EEPRO M is also soldered into the TCM and cannot be removed or replaced. Flash pro-
grammable TCM s can be programmed up to 14 times (with a new TCM ).
Note: Always clear adaptations after programming.
Note: Do not program a TCM to correct a complaint unless there is a specific SIB
that covers the issue. Only program when installing a new TCM or when instruct-
ed to do so by BMWTechnical Assistance. Always have the ID page available
when calling for technical assistance.
55
Control
System
Transmission Coding Programming TCM Type
GS 1.26
GS 1.27
GS 1.29
4HP22 EH (Early E-
7)
4HP22/24 EH
(Late E-7 and E-9)
G rounding pins in
Harness. (Early E-7 O nly)
TCM ordered for specific
application. Coding not
needed.
Replaceable EPRO M
Replaceable EPRO M
35 Pin
35 Pin
GS 7.3
GS 7.32
GS 7.11
GS 8.32
A5S310Z (5HP18) TCM ordered for specific
needed.
Replaceable EPRO M 88 Pin
GS 8.60
GS 8.60.4
A5S325Z (5HP19) Coding done when
Programmed
Flash Programming
(EEPRO M )
134 Pin SK E
GS 8.55
GS 8.60.2
A5S440Z (5HP24) Coding done when pro-
grammed
Flash Programming
(EEPRO M )
88 Pin up to 98
(E38 M 62)
134 Pin SK E
from 98 to pre-
sent.
GS 9.2
GS 9.22
GS 9.22.1
GS 8.60.3
A5S560Z (5HP30)
A5S560Z (5HP30)
(E38 M 73TU)
needed.
Coding done when pro-
grammed.
Replaceable EPRO M
Flash Programming
(EEPRO M )
88 Pin
134 Pin
GS 4.14
GS 4.16
A4S310R
(THM R-1)
needed.
GS 8.34 A4S270R
(THM R-1)
needed.
GS 20 A5S360R
A5S390R
Coding done when pro-
grammed
Flash Programming
(EEPRO M )
134 Pin SK E
56
Transmission Fluid Information
Transmission Fluid (Oil)
The automatic transmission provides filtered, pressure regulated hydraulic fluid for all of the
transmissions functional requirements. All BM W automatic transmissions are designed to
operate with specific fluids. Use of non-approved oil will cause malfunctions and irrepara-
ble transmission damage which is not covered by BM W warranty.
The transmission fluid provides the following functions:
Lubricates mechanical components (planetary gears, bearings etc.).
Removes heat and transfers heat to transmission cooling system. (Heat Exchanger).
Removes debris and contaminants to sump and filter when circulated.
Provides a transfer of kinetic energy in the torque converter.
Allows hydraulic operation of mechanical components (clutches, brakes) via control
of the valve body.
Also, transmission fluid has various properties to prevent oxidation and breakdown from
heat and friction. Each type of transmission fluid has properties specific for each trans-
mission application.
Fluid level is crucial in the proper operation of an automatic transmission. Improper fluid
levels will cause improper operation and eventually irreparable transmission damage.
Improper fluid level can cause:
A low fluid level can cause an interruption in oil flow during fast acceleration or hard
braking which can cause gear shift malfunctions and noises.
An excessively high fluid level can cause the rotating mechanical components to
paddle in the oil. This produces foam which introduces air into the hydraulic
system.
A low fluid level can also cause transmission overheating causing premature trans-
mission failure.
57
Transmission Fluid Checking Procedures
Transmission fluid checking is accomplished using the DISplus or GT-1. The DISplus or GT-
1 is used to monitor transmission fluid temperature to insure the transmission is not over or
under-filled. As with most other current ZF transmissions there is no dipstick, the fluid level
is checked and filled at the fill plug. The location of the fill plug varies between transmis-
sions.
Transmission fluid should be checked between 30 and 50 degrees Celsius (unless other-
wise specified). Use the DISplus and/or GT-1 to determine transmission temperature. The
transmission temperature information can be found in the diagnosis section under Service
Functions.
Proper procedures for checking
and filling transmission fluid can
be found in BM W Service
Information Bulletin B 24 01 98.
When checking transmission
fluid, observe the following
items:
Transmission in Park
Parking brake applied
Engine Running
Vehicle level
No engine load
Trans Temp 30-50C
O bserve correct drain
plug torque
Use correct fluid
When replacing parts on trans-
missions that use lifetime fluid,
drain fluid into a clean container
and reuse.
1 Drain Plug
2 Fill Plug
A5S440Z
58
Transmission Fluid Application
There are numerous types of transmission fluid used in BM W transmissions. With the
exception of the early transmissions (4HP22/24, A4S310/270R and the A5S310Z in the
E34) all current BM W transmissions use Lifetime Fill transmission fluid. There is no main-
tenance required for these transmissions. It is important to use the correct fluid. Incorrect
use of the transmission fluid can cause non-warrantable transmission damage.
When performing repairs on transmissions with lifetime fluid, it is important to drain the
transmission fluid in to a clean container for re-use. New fluid should only be used for
transmission replacement and for topping off after repairs.
Also, transmission fluid level is vital to the proper operation of the transmission. Refer to
BM W Service Bulletin B 24 01 98 for proper fluid level checking procedures.
When servicing or repairing BM W automatic transmissions, refer to TIS for fluid capacities.
For fluid types refer to the O perating Fluids M anual.
Transmission Fluid Type BM W Part # Container SIB Ref.
4HP22
4HP24
Dexron III
M ercon
Available
Commercially
(Castrol or Texaco)
N/A
A5S310Z
530i/iT (E34)
M 3 (E36)
Dexron III
ESSO LT 71141
Available
Commercially
(Castrol or Texaco)
83 22 9 407 807
N/A
20 liter contaIner B 24 03 95
A5S325Z
ESSO LT 71141 83 22 9 407 807 20 liter contaIner
A5S440Z
ESSO LT 71141 83 22 9 407 807 20 liter container
A5S560Z
740 (E32), 540 (E34)
840Ci (E31- 6/93-12/94)
740i/iL-750iL (E38)
540i (3/96-12/96)
850Ci (10/94-6/97)
Shell LA2634
ESSO LT 71141
83 22 9 407 765
83 22 9 407 807
5 liter container
20 liter container
B 24 11 92
B 24 02 94
A4S310R
A4S270R
(THM -R1)
Dexron III
M ercon
Available
Commercially
(Castrol or Texaco)
N/A
A5S360R
A5S390R
Texaco
ETL 7045E
Texaco
ETL 8072B
83 22 0 026 922
83 22 0 024 359
25 liter container
25 liter container
GA6HP26Z
GA6HP32Z
Shell
M -1375.4
83 22 0 142 516 20 liter container
59
Transmission Service
Overview of Allowable Repairs
Currently, service of transmissions covered under warranty is limited to level I. Level I ser-
vice includes electrical, minor mechanical and hydraulic repairs as well as repair manual
provided service adjustments.
Part availability is limited to include the repair of the following:
O il Leaks - Radial Seals and
gaskets.
M echanical/Hydraulic Faults -
Torque Converter, Valve Body,
parking pawl, oil pan, output
shaft bearing.
Electrical Faults - Solenoid
Valves, pressure regulator
valves, wiring harness.
Signal Sensing - Turbine and
O utput Speed Sensors, CAN
bus, Temp Sensor.
BMWTechnical Hotline
Before performing any majors repairs or transmission replacement, always contact the
BM W Technical Hotline at 1-800-472-7222. When prompted to do so, select option 1 for
the Drivetrain Group. Refer to BM W SIB B 00 04 02 for more information regarding the
BM W Technical Hotline. Be prepared will all necessary information such as transmission
serial number, ID page, fault codes etc. Failure to contact the technical hotline could result
in the non payment of warranty claims.
BMW Value Line Program
The Value-Line replacement transmission program provides the availability of factory certi-
fied rebuilt units at a very competitive cost. Refer to Part Bulletins in Group 24 for more
information.
60
BMW Special Tools (Transmission)
The following pages contain information about BM W special tools, this is not an all inclu-
sive list. This is a list of tools that would be helpful in the diagnosis and service of BM W
transmissions. Always refer to the latest service information regarding special tools.
Transmission Removal and Installation
Tool #24 1 110
This tool is used to remove the torque
converter to flexplate bolts. It is a 17 mm
socket with 3/8 drive. There is a magnet
to help retain the bolt during installation
and removal.
Tool #24 2 300
Used to align torque converter with flex-
plate during installation. Use on all BM W
automatic transmissions.
Tool #24 4 130
During transmission installation and
removal the oil pump must be protected
from damage. This tool helps keep the
torque converter in place, to prevent oil
pump damage due to misalignment.
Transmission Adjustments
61
Tool #24 2 320
3/16 socket head cap screw (hex) with
1/4 drive. Used to adjust brake band on
the THM R-1.
Tool #24 2 330
1/2 open end wrench used to turn lock-
nut on the brake band servo when adjust-
ing the brake band. Used only on the
THM R-1 transmissions.
Tool #24 1 120
Used as guide to lock the range selector
switch in P when installing. It is used on
the A4S270R transmission. Used only for
applications which have the selector
switch mounted on the transmission
case.
62
Transmission Diagnostic Tools
Tool #24 6 000
8-pin test cable used to test the transmis-
sion at the Cannon Plug located on
transmission case. This cable is used for
the 4HP22/24 EH.
Used in conjunction with 61 1 459.
Tool #24 6 060
16 pin test cable used to test the trans-
mission at the Cannon Plug located on
the transmission case. This cable is used
for the A5S310Z and A5S560Z.
Tool #24 6 020
14 pin test cable used to test the trans-
the transmission case. This cable is used
on the A5S310Z.
63
Tool #24 6 010
8-pin test cable used to test the transmis-
sion at the Cannon Plug located on
the A4S270/310R.
Tool #24 6 080
16-pin test cable used to test the trans-
transmission case. This cable is used
for the 6HP26Z.
Tool #24 6 070
20-pin test cable used to test the trans-
the A5S360/390R.
64
Service and Repair Tools
Tool #24 1 170
For loosening and tightening slotted nut
on output drive flange. Used on 5HP18
(A5S310Z). Use in conjunction with tool
#24 1 220.
Tool #24 4 110
For loosening and tightening slotted nut
on output drive flange. Used on 5HP24
and 5HP30. Use in conjunction with tool
#24 1 220.
Tool #24 1 220
Take up support for drive flange. Used
when tightening of loosening slotted nut
on output drive flange. Used with tool
numbers 24 4 170 and 24 4 110.
65
Tool #24 1 200
Used to prevent damage to rotary shift
shaft seal when fitting new seal on shift
shaft. Used on A5S310Z (5HP18).
Tool #24 2 310
Set of tools used to re-seal intermediate
plate. Used on A4S310R and A4S270R.
Tool Set Consists of:
1. 24 2 311 Pressure Plate
2. 24 2 312 Spindle with Pressure
Plate
3. 24 2 313 Guide Pins (2)
4. 24 2 314 Slip Bushing
Tool #24 2 380
34 mm Socket used to tighten and loosen
nut on output drive flange. Used with
special tool 23 0 020. For GA6HP26Z
transmission.
66
Review Questions
1. The identification tag on the A5S440Z is located on
2. The 5HP19 transmission uses a turbine speed sensor.
3. The transmission fluid temperature sensor is part of the on the
GA6HP26Z transmission.
4. O n the GM 5 transmission, the transmission range selector switch is located
5. EDS 1 is used for on the 5HP24 transmission.
6. The Warm up Phase Program will be terminated if :
_
7. List the fluid types for the following transmissions:
A5S440Z A5S560Z (late)
A5S360R A5S325Z
GA6HP26Z A5S310Z
8. Line pressure will be at when there is no power to the pressure
regulating solenoid.
9. What is the difference in Steptronic operation between a 2001 model year vehicle and
a 2002 model year vehicle?
10. The Curve Recognition feature compares the
to inhibit in a turn.
67
11. List 5 inputs to the TCM from the ECM over the CAN bus.
_
12. What SIB refers to Transmission Fluid Checking Procedures?
13. The Transmission will always default to the Program when started.
14. List the transmissions which use a gradually applied TCC:
15. List 6 items that will occur during failsafe operation:

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What are some of the components of an electronically controlled automatic transmission?

What are some benefits of an electronically controlled automatic transmission compared to a manual transmission?

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