Table of Contents

SMG II
Subject

Page

Purpose of System ............................................................................... 3

System Components ............................................................................ 4
Basic Gearbox..................................................................................... 5
SMG II Control Unit ............................................................................. 5
IPO ..................................................................................................... 6
SMG II Input/Outputs .......................................................................... 7
DME MS S54 ...................................................................................... 10
Hydraulic Unit ......................................................................................10
Hydraulic Diagram .............................................................................. 14
Gearbox Actuator ............................................................................... 16
Clutch Slave Cylinder .......................................................................... 18
Shift Lever .......................................................................................... 18
Steering Wheel Paddle Switches ........................................................ 20
DRIVELOGIC Control ......................................................................... 20
SMG II Electronic Display Unit ............................................................ 21
Shift Lights ......................................................................................... 22
DSC Control Unit ................................................................................ 22
SAC Clutch ........................................................................................ 22
Principle of Operation ........................................................................ 23
Engine Starting ................................................................................... 23
Engaging a gear ................................................................................. 23
Upshifts and Downshifts ..................................................................... 27
Shifting Operation ...............................................................................28
Driving and Shift Programs ................................................................. 28
A-Mode .............................................................................................. 29
S-Mode .............................................................................................. 32
Other Shift Functions .......................................................................... 34
Safety Functions ................................................................................ 34
SMG II Diagnosis .................................................................................. 36
Review Questions ................................................................................. 38
Fault Codes ........................................................................................... 39
Initial Print Date:03/02

Revision Date:

SMG II
Model: E46 M3 SMG II
Production: Available 1/02 USA

Objectives:
After completion of this module you should be able to:
Understand the SMG II operating modes.

Recognize and locate the components of the SMG II.

Understand operation of the SMG II

Diagnose the SMG II.

2
SMG II

Purpose of the System

SMG II
The SMG II combines the six-speed manual gearbox (S6S420G) of the E46 M3 with computer-controlled electrohydraulic clutch and gear change operation. The driver is provided
with the accuracy of manual gear selection, the convenience of automated shifting and the
speed and adaptability of driver-adjusted computer control.
Using technology developed for the BMW/Williams Formula 1 car, the SMG II with DRIVELOGIC adapts the speed, accuracy and control of the race cars electrohydraulic shifting to
the M3.

3.

3.
1.
2.
3.
4.

44

Shift Lever
DRIVELOGIC Control
Shift Paddles
Missing Clutch Pedal

1
2

Shift Lever and Paddles

45-01-01

Features of the SMG II include:

Two operating modes

-Manual, shift lever or the steering wheel mounted paddle switches are used to make
gear changes. (S-Mode)
-Automatic, gear selection and shifting provided by the SMG II. (A-Mode)
DRIVELOGIC control to adjust shift programs in the A mode or shift dynamics in the S
Mode.
Light weight and elimination of torque convertor when compared to an Automatic
Transmission.
Same basic 6 speed gear box design as Non-SMG II equipped M3.
Elimination of clutch pedal.
Adaptable based on engine torque and speed.

3
SMG II

System Components
The SMG II system is consists of the following components:

Basic Gearbox (S6S420G, Getrag type D)

SMG II Control Unit (Siemens)
SMG CAN Bus
DME Control Unit (MSS54)
Hydraulic unit and solenoids
Gearbox Actuator
Clutch Slave Cylinder with PLCD (Permanent Linear Contactless Displacement)
Shift Lever Module with Shift Lock
Steering Wheel Paddle mounted switches
DRIVELOGIC Control
Display in instrument cluster
DSC control unit
SAC dry single disc clutch

SMG II System Schematic

4
SMG II

45-02-2A

Basic Gearbox

SMG II Manual Gearbox

45-01-03

The standard basic gearbox (S6S420G), as used in the M3, is transformed into a sequential gearbox with the addition of a hydraulic unit and shift assembly, a special clutch slave
cylinder and a new shift-lever module.

SMG II Control Unit

The SMG II Control Unit, installed in the E-Box next to the DME, is a single board module
with SKE (134 pin) gray colored connectors. The unit contains protection against reverse
polarity and overvoltage.
Communication with the DME is via a dedicated CAN bus (SMG II CAN Bus). Based on
instructions received from the DME the SMG II control unit manages the clutch solenoid
valve, the selector shaft up and down solenoids, and the selection angle solenoid. Safety
functions and limp home capabilities are also part of the SMG II programming.
While the SMG II control unit receives many of the inputs and manages the control of the
hydraulic system, the DME is responsible for and controls all gearshifts. Sensor inputs
received by the SMG II control unit are relayed to the DME for processing and monitoring.

5
SMG II

KL R
KL 15
KL 30

DME

DME

DME
MS S54

CAN Bus
SMG
SMG
Paddle
_

DME
MS S54

SMG
Paddle
+

MFL
Shift UP
Shift Down

CAN Bus
SMG

SMG II
IPO

Shift Lock

Shift Lever
Hall Sensor
8x
Drivelogic C
Longitudinal
Acceleration
Sensor

EWS Module

General Module
Relay
Transmission
Input Speed
Sensor

Potentiom
Clutch

Pot (2X)
Selection Angle
Cylinder

PS 2

Pot (2X)
Shift Travel
Cylinder

Hydraulic Pump
Solenoid Valve Selector Shaft Up
Solenoid Valve Selector Shaft Down
Solenoid Valve Selector Angle
Solenoid Valve Clutch

PS 3

Transmission
Temperature
Hydraulic
Temperature

Hydraulic
Pressure

Hood
Microswitch (2x)
TD Signal
Engine RPM

Diagnosis
DME
MS S54

DME

6
SMG II

SMG II Control Unit Inputs/Outputs

SMG CAN Bus
The SMG CAN Bus is the link for signal exchange between the DME and SMG II Control
Unit. It allows the DME to issue command instructions for clutch and gearbox control as
well as shift sequence and enables SMG II communication with the vehicle CAN BUS via
the DME.
Signals exchanged via SMG CAN Bus:
Engine Speed
Engine Coolant Temp
Intake Air Temp
PWG
Wheel Speed
Transverse Acceleration
Cruise Status
Parking Brake
Brake Light Switch
Key Memory

Engine Oil Temp

EDR Feedback Pots
Steering Angle
Door Contacts

Engine Speed
The engine speed signal is transmitted twice to the SMG II control unit. One signal arrives
via the SMG CAN, the other arrives via a hard wire from the DME.
Engine Coolant Temp
Engine Oil Temp
Intake Air Temp
The signals are inputs directly into the DME and are shared with the SMG II control unit as
the information is needed over the SMG II CAN.
PWG
The PWG signal is input into the DME and forwarded to the SMG II control unit. The information is used to calculate engine load.
EDR Feedback Pots
These potentiometers provide throttle position information that is useful during slip intervention.
Wheel Speed
Conditioned digital wheel speed information is received from the DSC control unit. The
SMG II control unit uses data from all 4 wheels to detect vehicle speed and wheel slip in
the A-Mode and during down shifts in all modes to detect drag torque induced wheel slip.
Transverse Acceleration
Transverse Acceleration data is transferred from the DSC control unit in the A-Mode so that
up and down shifts may be prevented during high speed cornering. This sensor information is further evaluated for slip recognition purposes.

7
SMG II

Steering Angle
This data from the steering angle sensor is sent via the CAN Bus for cornering and slip control information.
Cruise Status
The cruise mode is deactivated when a driver initiated shift is made in the S-Mode, during
A-Mode operation, the cruise control setting is maintained.
Parking Brake
Information concerning parking brake application affects gear engagement and vehicle
operation.
Door Contacts
The hall effect door position sensors integrated into the door latch mechanism signal the
GM. This data is transferred via the K-Bus and CAN Bus for safety program initiation.
Brake Light Switch
Brake pedal status is transferred to the SMG II control unit via the DME. The signal is used
for:
Unlocking the shift lock
Brake detection
Engine Starting
Downhill detection
Clutch Disengagement while stopped.
Key Memory
At this time no functions for Car or Key Memory are provided for SMG II
SMG II Control Unit Inputs
MFL
Upshift and downshift signals from the paddle switches located on the steering wheel.
Shift lever
Located in the shift lever module, 8 hall sensors detect upshift and downshift requests and
are also used for Selector Lever position indication (Forward, Reverse and Neutral). Signals
from the hall sensors are also used to initiate mode changes from S-Mode to A-Mode and
back.
DRIVELOGIC
The shift characteristics are activated by means of the switch located on the console just
to the rear of the shift lever.
Longitudinal Acceleration
The signals from the Longitudinal Acceleration Sensor which is mounted under the passenger seat are used for uphill driving programs.
8
SMG II

General Module
Load deactivation information (Sleep) is received by the SMG II Control Unit.
Clutch Position
Input from the PLCD providing exact clutch position.
Shift Position
The Position sensor provides two inputs (PS2 and PS3, each a dual pot) for position recognition of the main selector shaft in the transmission.
Gearbox RPM
A hall sensor is used to measure transmission input shaft speed.
Hydraulic Pressure
A Pressure transducer for monitoring hydraulic pressure sends pressure information to the
SMG II Control Unit.
Temperature Sensors
Two NTC sensors are used for measuring Gearbox oil temperature and hydraulic fluid
temperature.
Hood Contacts
Two Micro switches located in the hood latch mechanism provide a ground signal to the
SMG II Control Unit when the hood is closed.
Engine Speed
Calculated engine speed received from DME via hardwire serves as redundant information
with that received via the SMG CAN Bus.
SMG II Control Unit Outputs
Shift Lock Mechanism
The Shift Lock Mechanism locks the shift lever in position for parking and prevents
unintended gear changes as part of the safety programming.
EWS
During the start-up operation, the SMG II Control Unit confirms shift lever position (0) and
brake application and signals the EWS module which then allows starter engagement.
Hydraulic Unit
The Hydraulic Unit is energized through a relay controlled by the SMG II Control Unit. The
operation of four (4) solenoid valves located in the hydraulic unit that are used to actuate
the clutch and shift the transmission are also controlled by the SMG II.
9
SMG II

DME Control Unit MS S54

Programming in the MS S54 controls the shift sequence through the SMG II CAN Bus interface with the SMG II control unit.
Hydraulic Unit
The Hydraulic Unit generates the oil pressure and controls the shifts. It is mounted under
the intake manifold in the area of the starter motor.
The hydraulic unit is filled with .45 L Pentosin CHF 11S fluid and operates at a working pressure of 45-80 Bar.
The hydraulic units consists of the following components:

Aluminum Housing
Electro-Hydraulic pump with filter
18 pin electrical connector
Pressure accumulator and non-return valve
Pressure relief valve
Oil pressure sensor
Oil temperature sensor
Fluid Expansion tank
Proportional directional valve for clutch control
Proportional directional valve for selector shaft angle control
Pressure control valve for shift travel cylinder actuation

1
7

1. Hydraulic Line for Shift Travel 1

Gears 1,3,5.
2. Hydraulic Line Slave Cylinder
Clutch Control.
3. Hydraulic Line for Selector Angle
Control Cylinder.
4. Hydraulic Line for Shift Travel 2
Gears 2,4,6.
5. Pressure Accumulator.
6. Supply Line from Hydraulic Tank.
7. Hydraulic Fluid Temp Sensor
8. Hydraulic Fluid Pressure Sensor.
9. X 5330 18 Pin connector.

6
5
4

9
SMG II Hydraulic Unit

10
SMG II

45-01-5A

Hydraulic Pump
The Hydraulic Pump, installed in the Hydraulic unit, generates the pressure required to
operate the clutch and perform gear changes.
The pump is a piston pump driven by an electric motor, actuated by the SMG control unit
via a relay so that oil pressure is always between 45 and 80 bar. Power consumption of the
electric motor is 20 amps.
When the fluid pressure in the hydraulic unit drops below 45 bar, the SMG II control unit
activates the relay and supplies the electric motor with B+. At a hydraulic pressure of 80
bar, the SMG II control unit deactivates the relay.
To ensure there is sufficient pressure when the engine is started, the hydraulic pump is activated below an accumulator pressure of 45 bar when the door is opened or the vehicle is
unlocked with the key or the remote.
In the event of a hydraulic system failure the gearbox warning lamp is turned on in the IKE
and if hydraulic pressure fails to build, no further gearshifts are allowed. This allows the
reserve pressure in the accumulator to be used to place the gearbox in the Neutral position
when the vehicle comes to a stop.
Pressure Accumulator and Non-Return Valve
The Pressure Accumulator in the hydraulic unit ensures that pressure generated by the
pump is stored in the system for a certain amount of time. The accumulator is divided into
two chambers by a piston, with nitrogen at 39 bar filling one chamber and fluid delivered
by the hydraulic pump filling the other chamber. The volume of the accumulator is 150ccm.
The Non-Return Valve at the pump outlet prevents the hydraulic oil pressure from dropping
when the pump is not running.
Pressure Relief Valve
The Pressure Relief Valve opens if the hydraulic oil pressure reaches 100 bar, creating a circuit between the suction and pressure sides of the pump, thus preventing further increase
in pressure.
Hydraulic Oil Pressure Sensor
Mounted on the hydraulic unit the Oil Pressure Sensor informs the SMG II control unit of the
current hydraulic pressure. At 0 bar pressure a voltage signal of .5 volts is sent to the SMG
II with the voltage increasing linearly to 4.58 volts at 100 bar of pressure.
Failure of the pressure sensor whether shorted or open will result in the hydraulic unit being
activated for a fixed amount of time at predetermined intervals and after each gearshift to
maintain system pressure.
Hydraulic Oil Temperature Sensor
Temperature of the hydraulic oil is monitored by the SMG II control unit via a NTC temperature sensor located in the hydraulic unit.

11
SMG II

Hydraulic Fluid Expansion Tank

45-01-09

45-01-06

Hydraulic Fluid Expansion Tank Mounting

Hydraulic Fluid Expansion Tank Quick Release

Coupling.

The Hydraulic Fluid Expansion Tank is mounted on the rear of the intake manifold and connected to the hydraulic unit via a plastic supply hose with a quick release coupling. A valve
in the tank prevents oil loss when the supply hose is disconnected.
Solenoid Valves
Four solenoid valves are installed in the hydraulic unit. Two of the solenoid valves are
designed as proportional directional valves (1- for clutch control and 1- for selection angle
cylinder actuation). The other two solenoid valves are pressure control valves (both used for
shift travel cylinder actuation).

3.
1. Hydraulic lines at solenoids
2. Accumulator
3. Supply Line from Expansion
Tank

1.

2.
45-01-09

Hydraulic Unit in vehicle with intake manifold removed

12
SMG II

Proportional Directional Valves

The two proportional directional valves have three positions: pressure reduction, pressure
holding, pressure increase.

1. Pressure Reduction
2. Pressure Holding
3. Pressure Increase

45-01-10

Proportional Directional Control Valve

The proportional directional valves are set in the pressure reduction position when there is
no gear shifting or clutch operation in progress. In this condition the two cylinders (clutch
cylinder and selector angle cylinder) are connected to the expansion tank.
During clutch operation or main selector shaft rotation the valve is placed in the pressure
increase position. In this position the valve connects the cylinder to the hydraulic pressure
accumulator. At this stage the solenoid will consume approximately 1.1 - 2 amps. The valve
is fully open up to 2 amps.
When the clutch is to be disengaged or the main selector shaft is to remain in the activated position, the valve switches to the pressure holding position. With the valve in this position the flow of hydraulic oil to the cylinder is interrupted and the piston of the activated
cylinder remains in a pressurized mode.
Pressure Control Valve
The piston in the shift travel cylinder must be moved in both directions (in/out) by pressure.
Two pressure control valves are required to achieve this movement.
With no current applied to the valves they are in the open position allowing connection of
the cylinder chamber and the expansion tank. Applying current to one of the solenoids will
cause hydraulic fluid to flow against the cylinder piston pushing it in one direction. Fluid from
the other side of the piston will be forced through the second control valve into the expansion tank.
SW1 - DRV1
Pressure Control Valve
SW2 - DRV2
Pressure Control Valve
ZSS
Shift Travel Cylinder
PS3
Shift Travel Position Sensor

45-01-11

13
SMG II

14
SMG II

noitceteD raeG
rotautcA xobraeG nI
rednilyC levarT tfihS
rotautcA xobraeG nI
rednilyC levart tfihS ,rosneS noitisoP
rotautcA xobraeG nI
rednilyC elgnA noitceleS
rotautcA xobraeG no detnuoM
rednilyC elgnA noitceleS ,rosneS noitisoP
noitisoP lamroN
rednilyC evals hctulC
rednilyC evals no detnuoM
hctulC ,rosneS noitisoP
dlofinaM ekatnI no detnuoM
knaT noisnapxE
retliF ekatnI diulF
tinU lortnoC ciluardyH nI
pmuP ciluardyH
tinU lortnoC ciluardyH nI
rotoM cirtcelE V21
tinU lortnoC ciluardyH nI
evlaV feileR erusserP
tinU lortnoC ciluardyH nI
evlaV nruter-noN
) raB 001=v5.4 ,raB 08=V7.3 ,raB
)9 egaP eeS( tinU lortnoC ciluardyH nO 06=V9.2 ,raB 52=V4.( )raB 001-0( rosneS erusserP liO ciluardyH
tinU lortnoC ciluardyH nI
raB 93 rotalumuccA ciluardyH

tinU lortnoC ciluardyH nI

)9 egaP eeS( tinU lortnoC ciluardyH nO
tinU lortnoC ciluardyH ni lanretnI

tinU lortnoC ciluardyH nI

lortnoc levart tfihs rof dioneloS dna evlaV lortnoc erusserP

KG
SSZ
3SP
WWZ
2SP
ZN
1SP
GA
F
P
M
VBD
SR

S
2N
2 VRD
2WS
1VRD
1WS
2VWP
WW
1 VWP
ZG
ST
52HR
v21
R
II
GMS
K
G
2
1
tinU lortnoC ciluardyH nI

xednI

tinU lortnoC ciluardyH nI

noitcnuF/noitangiseD

)EKS niP 431( tinU lortnoC II GMS

)hctulC gnitsujdA fleS( CAS
xobraeG launaM
rotautcA detnuoM xobraeG
tinU lortnoC ciluardyH-ortcelE

lortnoc levart tfihs rof dioneloS dna evlaV lortnoc erusserP

lortnoC
elgnA noitceleS rof dioneloS dna evlaV lortnoc erusserP
lortnoC
hctulC rof dioneloS dna evlaV lortnoC lanoitceriD lanoitroporP
rosneS erutarepmeT
rotsiseR 7.4
ylppuS rewoP V21
yaleR

noitacoL

)srotcennoC deroloc yerG( EMD ot txen xoB-E

noitisoP lamroN
noitisoP lamroN
raeR ta xoB fo poT
dlofinaM ekatnI rednU enignE nO

Gearbox Actuator
The Gearbox Actuator, manufactured by Getrag, is attached to the rear of the gearbox
housing and performs the gear change movements.
Shift Travel Cylinder

Position Sensor
Selection Angle Cylinder
45-01-15

SMG II Gear Box Actuator

The gearbox actuator consists of the following components:

Gearbox Actuator Housing

Main Selector Shaft
Position Sensor
Selection Angle Cylinder

Main Selector Shaft

Main Selector Shaft (MSS) is rotated by Selection

Angle Travel Cylinder and Moved In/Out by Shift
Travel Cylinder.

Shift Travel Cylinder

16
SMG II

43-01-96

Gear Actuation
When no gear is engaged the selector shaft is the the neutral position in the shift gate
between 5th and 6th gears. The piston in the selection angle cylinder (B) is pushed against
the stop by a spring. The shift travel cylinder is in the central position in cylinder C (pressure is equal on both sides).
With the selection of 1st gear, the piston in the selection angle cylinder (B) is charged with
hydraulic fluid (Pressure increasing mode). The SMG II control unit is informed by the position sensor (PS2) when the piston and consequently the main selector shaft (MSS) has
reached the point in the shift gate between 1st and 2nd gears. The piston is the selection
angle cylinder is placed in the the pressure holding mode to maintain MSS position.
Shift Travel cylinder (C) is now activated via the control valves . One side of the piston in the
cylinder is supplied with hydraulic fluid under pressure, the other side of the piston chamber is open to the expansion tank. The piston and with it the MSS is pushed in the appropriate position and a gear is engaged (Either 1st or 2nd). A redirection of fluid on the shift
travel cylinder piston will cause the other gear to be engaged.

B
A
B
C
G
GK
MSS

A
C

Gearbox Actuator
Selection Angle Cylinder with Position Sensor PS2
Shift Travel Cylinder with Position Sensor PS 3
Manual Gearbox
Position Sensor Voltage Matrix
Main Selector Shaft

MSS

45-01-16

Position Sensor

The Position Sensors (PS2,PS3) for Selection Angle

and Shift travel are potentiometers and installed in a
single housing.
45-01-16

Position Sensor view from rear

of Transmission

17
SMG II

Clutch Slave Cylinder with PLCD

The Clutch Slave Cylinder is an innovative and new feature of the SMG II. The component
consists of a slave cylinder with an integrated sensor housing. The sensor termed PLCD
(Permanent Linear Contactless Displacement) measures clutch release travel.

SMG II Slave Cylinder with PLCD

43-01-22

Piston
Permanent Magnet

Coil Core
43-01-22

Shift Lever
Hall effect sensors are mounted in the Shift Lever Module to detect position and movement
of the shift lever. A total of 8 hall sensors are used in the shift lever module with 4 sensors
dedicated to +/- gear change requests and mode changes requests (A to S mode).
Two sensors are used for detection of the reverse gear position and two for detection of the
neutral shift lever position.
The following shift lever positions are possible:

Reverse (R)
Idle-Speed (0) (Neutral)
Forward/Sequential Mode (S-Mode)
Change positions
+ for Upshifts
- for Downshifts
Mode Change (A/S Modes)

A spring loaded mechanism holds the shift lever in the forward, idle-speed and reverse
positions.
18
SMG II

Permanent Magnet
Located at bottom of shift lever
Permanent Magnet

Shift Lock

Shift Lock
Located towards front of shift module
4 Hall Sensors
Used for detection of +/- gear change
requests and mode change requests
0 Position Hall Sensors
Used to detect idle-speed position (0)
R Position Hall Sensors
Used to detect Reverse position (R)

R Position Hall Sensors

0 Position Hall Sensors

4 Hall Sensors

43-01-30

SMG II Shift Lever Module

Upshifts and downshifts are made by moving the shift lever in the up or down direction from
the spring latched forward position. Moving the shift lever back shifts the transmission up
one gear, moving the lever forward shifts the transmission down one gear. The shift lever
must be returned to the middle position to engage another upshift or downshift.
Moving the shift lever to the right while in the forward position changes the shift modes from
A-Mode to S-Mode and back again.
Programming in the SMG II control unit will prevent impermissible downshift requests.
43-01-31

Rear Cross Sectional View

Side Cross Sectional View

43-01-32

19
SMG II

Shift Lock
The shift lock prevents unintended gear changes.
For safety reasons the brake pedal must be depressed before the shift lock is disengaged,
allowing gear selection. Once a gear (either R or 1) has been engaged, shifting between R
and 1 can be accomplished without stepping on the brake pedal for a time period of 2 seconds. When 2 seconds has elapsed, the shift lock will engage preventing shifting between
R and 1 unless the brake pedal is depressed again.
The shift lock is energized in the unlocked position and rests in the lock position.
Steering Wheel Paddle Switches

SMG Steering Mounted Paddle Switches

+ Request upshift
- Request downshift

43-01-41B

The Steering Wheel Paddles Switches are hardwired to the SMG II control unit and are used
to request upshift and downshifts. Pulling on the right side paddle will request the SMG II
control to make a shift to a higher gear. Pulling the left side paddle request a shift to a lower
gear.
Both paddles provide a momentary switched ground signal to the SMG II control unit.
DRIVELOGIC Control
The DRIVELOGIC Control makes it possible for the driver to adapt the gearshift characteristics of the transmission to his own individual style with each driving mode (A-Mode, SMode).
The DRIVELOGIC Control Button is located on the center console just to the rear of the
shifter. The button provides two inputs to the SMG II control unit. Both inputs are momentary switched grounds, one for program mode up and one for program mode down.
DRIVELOGIC Control provides selection of 5 programs in the A-Mode and 6 programs in
the S-Mode. The individual programs differ as follows:

A-Mode
There are 5 automated gearshift programs from A1(Winter mode, vehicle starts off in
2nd gear) to A5 (Sport mode, a highly dynamic program).

20
SMG II

S-Mode
There are 6 different sequential gearshift programs from S1 (Slow, relaxed shifts with
soft clutch engagement) to S6 ( Very fast shifts with quick clutch engagement, only
accessible with DSC turned off).
DRIVELOGIC
Control

43-01-98

SMG II Shifter and DRIVELOGIC Control

43-01-50A

SMG II Display Vehicle in A-Mode

SMG II Electronic Display Unit

Located in the instrument cluster just below the tachometer is the SMG II Electronic Display
Unit. Information on the display is sent from the SMG II control unit to the instrument cluster via the MS S54 control unit.
The shift program, the gear engaged and the mode are indicated in the display.

0 Indicates vehicle is in idle-speed or neutral. This portion of the display changes

dependent upon gear selected. Possible displays are: 0, 1, 2, 3, 4, 5, 6 or R.
The bar graph indicates the drive program selected. The number of the bars lighted correspond to the program number (ie. 5 bars lighted means 5th program selected).
The A next to the gear selected indicator shows the A-Mode is active. The A will disappear when the gear shift lever is moved to the right and S-Mode becomes active.
The S next to the gate indicates the S-Mode is available. When S-Mode is active, and
A will be displayed here.
Gate Diagram in the display shows movement paths of the shift lever for upshift and
downshift requests and reverse.
SMG II display indicating:
3rd Gear
S-Mode
5th Program

43-01-50B

21
SMG II

Shift Lights
In S-Mode optimum shift points are indicated by LEDs integrated into the tachometer. As
the tachometer approaches redline a sequence of LEDs illuminate on the face of the
gauge. As the tach reaches the optimal shift point the final LED illuminates; this red LED
indicates the optimal shift point.

Shift Lights

43-01-51

DSC Control Unit

Data concerning transverse acceleration and wheel speed (all 4 wheel speed sensors) is
relayed to the SMG II control unit via the MS S54 control unit.
Unless specifically switched off Dynamic Stability Control remains in operation during all
modes in A-Mode and in all S-Modes except program S6.
Regardless of the last setting, DSC is automatically activated whenever the car is started.
SAC Clutch
The SMG II operates with the SAC clutch used in the S54B32 manual gearbox.
The pressure force of the pressure plate over the driving disc onto the flywheel remains the
same over the clutch's entire operating time.
The release force is likewise the same over the operating time.The shift quality in the SMG
II thus remains the same.

Self Adjusting Clutch (SAC)

Workshop Hint
FC 68 Indicates discrepency between input and output
speeds in relation to gear ingaged. Clutch is slipping.

43-01-97

22
SMG II

Principle of Operation
Engine Starting
Unlocking the car or opening the drivers door wakes up the GM which sends a wake up
call to the SMG II control unit. Awoken the SMG II looks at hydraulic pressure stored in the
accumulator. Pressure greater than 45 causes the SMG II to wait for starting initiation.
Hydraulic pressure under 45 bar, causes the SMG II to energize the hydraulic pump relay,
powering up the pump to build system pressure in anticipation of a start sequence.
Engine starting is only possible when the shift lever is in the 0 (idle-speed or neutral) position and the brake pedal is depressed. If a gear is selected before the key is turned to the
start position of if the vehicle has been parked in gear, the shift lever must first be moved
to the 0 position and the brake depressed.
Responsibility for starter operation remains with the EWS module. As the key is turned to
the KL50 position, the EWS module waits for confirmation from the SMG II control unit that
the shift lever position is 0 and that the brake pedal is depressed. The SMG II control unit
is notified of KL50 and brake pedal position via the SMG CAN Bus by the MS S54. Receipt
of notification of KL50 causes the SMG II control module to check shift lever and brake
pedal position. Seeing shift lever position 0 and the brake pedal depressed, the SMG II
momentarily supplies a switched ground signal to the EWS module to serve as a release to
allow starter engagement. Upon receiving these confirmations the EWS module activates
the starter.
The clutch is open (not engaged) during start-up operation.
Engaging A Gear
Once the engine is running the driver is able to engage the gear selection of choice through
the shift lever.

Selector Gate
The shift lever may be moved in the following
directions:
Travel Direction Gate for selecting direction of
travel (Forward, Neutral (0) and Reverse).
Selector Gate for changing operating modes
(A-S and S-A).
Shift Gate for selection of Specific forward gear
(1-6).

Travel Direction
Gate
Shift Gate

43-01-70

23
SMG II

SMG II
Control
Module

Hydraulic Pressure

KL-50

Above 45 Bar

Under 45 Bar

Hydraulic Unit
Relay

Above 45 Bar

Shift Lever Postion 0

Brake Pedal
On

Clutch Position
Open

EWS
Receives Release
Signal

Starter Energized

24
SMG II

Other Position
No Start

Brake Pedal
Off

Clutch Position
Closed No Start

Brake OFF
Movement of Shift Lever
Not Possible

Driver Moves
Shift Lever To
Select Gear

SMG II
Control
Module

Display
Flashes
Car Does
Not Move

Hood Open

Clutch Open
Brake On
Hood Closed

Engine Speed
V. Speed
Door Status
Parking Brake
SMG II
Control
Module
Selection Angle
Solenoid
Pressurizes
Piston
PS 2
Piston Position
Monitored By PS2

MSS Rotates

Selection Angle
Solenoid
goes to Pressure
Hold Mode

Solenoid For
Shift Travel
Cylinder Pressurizes
One Side of Piston

PS 3
Piston Movement
Monitored By PS3
2

Trans Piston
Pushes Trans
Into First Gear
R

Selection Angle
Solenoid Releases
Pressure

Trans
Locked in
1st Gear
R

25
SMG II

Input from the hall effect switches in the gear shift lever is sent to the SMG II control unit.
Status of the hood and brake pedal input is checked and the SMG II control unit looks at
vehicle speed, engine speed, hand brake status and door position. With first gear requested and status of the inputs correct, the selection angle piston is pressurized until the main
selector shaft reaches the shift gate between 1st and 2nd gears as indicated by the position sensor in the gearbox actuator assembly. The selection angle piston is then placed in
pressure holding position and the shift travel cylinder is pressurized on one side by operation of the two shift valves in the hydraulic unit causing it to push the main selector shaft in
the appropriate direction, engaging 1st gear.

Selection Angle cylinder rotates shift shaft

into proper plane, then shift travel cylinder
pushes the Main Selector Shaft in the proper direction to engage a gear.

43-02-90
First Gear Engaged

Engagement of the gear via the shift travel cylinder takes place in three phases with differing pressures.

Phase 1 is the distance which must be covered from the central position of the shift gate
to the synchronization point with the gear to be engaged occurs.
Phase 2 is the engagement of the synchronizers.
Phase 3 is the distance that the shifting sleeve must travel after engaging the synchromesh mechanism before passing over the teeth of the gear wheel.
In three phases, varying pressures applied to the piston to ensure that the gear shift takes
place with maximum comfort under minimal material load conditions and minimal wear.
Pressure is now relieved on the selection angle piston and a spring in the selection angle
cylinder forces the piston back until the main selector shift contacts the flank of the 1st gear
gate. The transmission is now firmly in 1st gear.
26
SMG II

The number 1 is lighted in the shift display as communicated by the SMG II control unit to
the DME and further passed on to the IKE via the CAN Bus. The SMG II control unit then
looks at hood status and if closed allows clutch engagement. Hydraulic pressure to the
clutch slave cylinder is controlled by a PWM signal to the Hydraulic Unit and based on
engine speed, engine load, temperature, door contacts and inputs from the DSC.
Upshifts and Downshifts
The mechanical procedure for shifting whether up or down remains the same. The following sequence occurs during an upshift from 1st to 2nd.

The selector angle cylinder is pressurized moving the MSS to an unlocked position in
1st gear. When the unlocked position is recognized by the Position Sensor, the selector angle cylinder is placed in the pressure holding mode.
Pressure is applied to one side of the shift travel cylinder, causing the MSS shaft to
move across the neutral gate into 2nd gear.
2nd Gear is engaged and the pressure on the selector angle cylinder is released, locking the transmission in 2nd gear.

All the upshifts and downshifts are made dependent on programming and mode selection.

Shift travel cylinder pushing the MSS from

1st gear position to 2nd gear.

43-02-91
Transmission is shifted from 1st to 2nd gear.

The forces required for shifting are strongly dependent on gearbox-fluid temperature. The
fluid pressures acting on the pistons of the two shift cylinders are adapted according to fluid
temperature.
27
SMG II

Shifting Operation
Depending on the driving situation, distinctions are made between trailing-throttle upshifts,
trailing-throttle downshifts, acceleration upshifts and acceleration downshifts. The complete shifting operation takes place in 3 phases.
Clutch disengagement
The DME calculates engine torque in anticipation of a gear change. When a gear
change is initiated, the speed at which the clutch is disengaged is based on this
calculation. Engine torque (and rpm) is reduced as the clutch is being disengaged
until a predetermined set point is reached where engine torque and clutch torque
are approximately equal. The selector angle cylinder has begun to pressurize and the
MSS reaches the neutral or unlocked position while still in gear. At this point the shift
begins.
Shift to Target Gear
The quickness of the gearshift is defined by the SMG II control unit and influenced
by the DME. Engine RPM drops off rapidly during the shift but engine torque remains
relatively flat. When clutch disengagement confirmation is received by the SMG II
the shift travel cylinder is pressurized on one side forcing the MSS into the neutral
position in the gate (i.e. between first and second gears). Additional pressure is added
causing the synchronization of the next gear and finally the MSS is driven to fully engage
the gear. The pressure is then relieved from the selector angle cylinder.
Clutch Engagement
As soon as the target gear has been engaged fully the clutch begins to move at a speed
determined beforehand by the DME. Engine RPM and torque begin to increase. The
objective of the programming is to configure the meeting point of the engine and clutch
torques as smoothly as possible by the engine management system.

Driving and Shift Programs

There are two drive programs for the SMG II: A-Mode for automated shifting and S-Mode
for sequential shifting. Furthermore, the driver can use a DRIVELOGIC control in A/S mode
to match the shift point characteristics as closely as possible to his driving style. For this
purpose, 5 programs in A mode and 6 programs in S mode can be selected respectively.
The individual programs differ as follows:

A-Mode, automated
There are five different automated shift programs, from A1(pulling away in 2nd gear) to
A5 (sporty).
S-Mode, sequential
There are six different sequential shift programs, from S1(relaxed dynamic) to S5 (sporty)
and, as a special function, S6 (super sporty).

28
SMG II

In S mode, the 6th program can only be activated if the DSC function has been deactivated beforehand. The 6th program becomes active when the DRIVELOGIC control is operated.
Only in this program is it possible also to activate the acceleration boost. This ensures that
the BMW E46 M3 receives the optimum propulsion. Naturally this places the highest load
on the vehicle components affected and so increases wear.
The driver is shown which mode and which program has been selected by the SMG II display unit in the instrument cluster.

1.
2.
3.
4.

Gear Selected
Drive Program Selected
Shift Mode, A/S Mode
A Mode is active

43-02-93
SMG II Display in Instrument Cluster

A Mode
Shift programs A1 to A5
If the driver has selected A mode using the selector lever, gearchanges are automated
according to the road speed, the position of the accelerator pedal and the DRIVELOGIC
control in the center console.
A mode is cancelled if the driver pulls one of the two shift switches on the steering wheel,
moves the selector lever towards -/+ or activates S mode by briefly pressing the selector
lever to the right.
Five shift programs (A1-A5) are available to the driver in A mode. The software for the five
automated mode shift programs is stored in the SMG II control unit. The car drives in the
winter driving program (A1) up to the sporty highly-dynamic program (A5).
Functions are also included to detect ambient conditions automatically and to influence the
optimum gearselection.
Upshift suppression
Downshift suppression
Cornering
Uphill-driving detection
Downhill-driving detection
Braking retardation
29
SMG II

A1 program (winter driving program)

On road surfaces with a low coefficient of friction, e.g. snow or black ice, it is possible to
start off in 2nd gear by selecting the A1 program.
Upshift/downshift suppression
When driving, the driver may be forced to adapt the car's speed repeatedly to the flow of
traffic by heavy braking and acceleration according to the traffic situation.
The rapid release of the accelerator pedal and rapid acceleration are detected by the SMG
II control unit. If this exchange sequence takes place in short time intervals, the gearbox
suppresses upshifting when the accelerator pedal is released and downshifting when it is
depressed.
Upshifts to the economical gear only take place once the accelerator pedal has remained
in the same position for a brief period.
Cornering
If the accelerator pedal is rapidly released before the car corners, an upshift does not take
place, nor does an upshift take place while the car is cornering.
If an upshift were to occur while the car was cornering, the braking effect of the engine
would be reduced or cancelled entirely, which in turn could reduce the car's rate of deceleration and it would be necessary to change back down to improve acceleration to accelerate out of the corner.
Cornering is detected by the SMG II control unit by means of the DSC lateral acceleration
and steering angle detection.
Uphill-driving detection
Compared with driving on a level surface, tractive resistance during uphill driving increases
by the component of the downgrade force. This requires increased engine power to maintain a constant speed. Increased engine power is achieved by having the throttle open at
a slightly later stage. A downshift to a lower gear occurs to increase the engine speed
depending on the road speed.
Assuming that the speed is to be kept constant, the throttle valve angle must now be
reduced, which in turn would result in an upshift. The result would be damaging back-andforth shifting if the gradient were to be negotiated at a constant speed.
Characteristic maps are stored in the control unit's software to suppress shifting of this
type. The characteristic maps suppress back-and-forth shifting and provide the engine with
the optimum traction force.

30
SMG II

Downhill-driving detection
The rule of thumb that the same gear should be used for descending a gradient as for
ascending the same gradient still applies.
This ensures that the engine's braking effect is exploited. The driver does not have to
depress the brake pedal as frequently. This represents a clear improvement in comfort and
takes the strain off the service brake.
This is made possible by the implementation of a downhill-driving detection function in the
form of software. The control unit identifies that the vehicle speed is increasing in spite of
overrun conditions and infers a downhill-driving scenario.
The logic circuit in the control unit begins by preventing a shift to the gear one higher.
Nevertheless, if the vehicle speed increases in such a way that braking is required, a downshift takes place automatically to the gear one lower. This procedure can be repeated as
many times until 1st gear is engaged.
The required data for downhill-driving detection are engine load, vehicle speed, longitudinal
acceleration and service-brake condition.
Braking retardation
Because of the nature of an automatic transmission, releasing the accelerator pedal at
medium or high driving speed results in an upshift. If the vehicle is then accelerated again,
the accelerating performance is insufficient or a downshift must take place with more
marked acceleration. In order to prevent this behavior, the braking-retardation signal is
directed to the control unit.
Depending on the extent of braking retardation, a downshift to a lower gear is executed
during the braking procedure. This ensures that the appropriate gear is engaged when the
driver stops braking and starts accelerating.

SMG II Automated Shifting

43-02-96

31
SMG II

S mode, sequential
Shift programs S1 to S5
The selector lever or the shift paddles on the motorsport multifunction steering wheel can
be used to change gear in sequential mode (S mode). In principle all shift operations are
executed.
There is no forced upshift when the maximum engine speed is reached. The driver is
reminded visually by LEDs (shift lights) in the instrument cluster to make the necessary
gearchange at full load before the engine's limit speed is reached.
It is possible to shift through several gears by multiple-touch operation. Gearshifting in the
gearbox does not always have to take place sequentially. The driver can skip a gear by
shifting very quickly.
If the driver changes down twice in rapid succession before the gearchange for the first shift
command has time to complete, the gearchange is prevented in the gearbox and the gear
selected by the second shift command is selected.
Downshifts which would cause the maximum engine speed to be exceeded are refused. If
the driver forgets to change down as the car's speed decreases, a downshift is executed
automatically when the road speed falls below a gear-dependent threshold stored in the
control unit. This ensures perfect vehicle acceleration when the accelerator pedal is
depressed.
Hill-climbing assistance
The SMG II is equipped with special software in order to facilitate driving off on an incline.
On an ascending road, the vehicle would roll back when the brake pedal is released.
The driver can activate this function by pulling the shift switch (-) on the multifunction steering wheel for a period of 0.5 seconds while the vehicle is stationary and with the brake
pedal pressed. The engine speed is increased in line with the gradient. When the brake is
released, the clutch is moved to the biting point and so the car is held momentarily at the
point of rolling back on an uphill gradient.
When the accelerator pedal is depressed, the clutch opens and the vehicle moves off in 1st
gear. If the accelerator pedal is not pressed, the clutch opens again (after approx. 2 seconds) and the vehicle may roll back.
Note:
This mode is not for extended use. Vehicle will be held only for 2 seconds.
Holding vehicle on upgrade by holding slight pressure on accelerator pedal
applies clutch.
Doing so will cause excessive wear on clutch and lead to failure.
32
SMG II

Acceleration boost (S6)

To activate the acceleration boost, it is necessary for the DSC to be deactivated and the S6
shift program to be active. Only with this setting is it possible to perform a "racing start".
The shift lever must now be pushed forwards and the accelerator pedal depressed. The
acceleration boost is performed once the shift lever has been released. Subsequent gear
shifts must be initiated manually.
There are two modes included in the acceleration boost S6 position. The racing start and
the burnout modes. The difference in the activation of these two modes is the rate at
which the accelerator pedal is depressed.
Depressing the accelerator slowly to the floor activates the racing start mode. In this
mode the clutch is pulsated at a high rate (up to 8 times a second) and the vehicle accelerates at the fastest speed possible without spinning the tires. The wheel speeds on the
front and rear axles are compared with each other and the car pulls away according to the
clutch biting point in order to achieve optimum propulsion.
Depressing the accelerator pedal very quickly to the floor activates burnout mode. This
mode releases the clutch totally and completely when the shift lever is released. In this
mode the rear tires are very likely to loose traction and the rear of the car to become unstable. Wheel speeds are ignored and the driver is in total control of wheel spin.
Note:
Both acceleration boost modes are hard on the clutch and driveline and continued use of
these modes (particularly the burnout mode) may lead to clutch or driveline failure.

SMG II Shift Programs

43-02-95

33
SMG II

Other Shift Functions

Slip Alert System
Under Slippery or inclement situations the SMG II can alter the clutch engagement and
engine RPM to ensure the rear wheels never break traction. Functional in either sequential
or automated mode, Slip Alert checks for tire slippage every 10 ms and also operates even
with the DSC turned off.
Double Declutching
To prevent a fast downshift from upsetting the M3s composure in any way, the SMG II will
automatically double clutch and raise engine speed on downshifts to guarantee that engine
RPM and road speed are perfectly matched before the lower gear engages. The result is
quicker, smoother downshifts with less wear on the clutch and less chance of upsetting the
cars chassis.
Changing gears without altering the position of the accelerator pedal
The driver is not required to take his foot off the accelerator pedal during the shifting operation. This applies to both automatic and manual mode. The engine management system
determines when a gearchange is necessary. All engine interventions, such as ignition timing intervention, cylinder fade-out and throttle adjustment are carried out automatically by
the MS S54.
If an upshift to the gear one higher takes place, the engine speed must be lower after the
shift operation. The speed is set by the ignition or the throttle.
If a downshift to the gear one lower takes place, the engine speed must be higher after
completion of the shift operation. The speed is increased by means of a corresponding
opening of the throttle.
Safety Functions
It is not necessary to disengage the gear to stop the car, regardless of whether the car is
being driven in A mode or S mode.
If the SMG II control unit detects that the selector lever is in the idle-speed position and the
engine speed is lower than the threshold set for a particular temperature, the clutch is automatically disengaged to prevent the engine from stalling.
If the driver takes no action, such as opening the driver's door or depressing the brake
pedal, within a certain time of the car reaching a standstill with the engine running and a
gear engaged, the gearbox is shifted to neutral. The last active gear is engaged once an
appropriate action has been made.
If the driver's door is opened while the vehicle is at a standstill with the engine running and
a driving position selected, the gear is disengaged after a preset time threshold if no action
is taken within this time at the accelerator or brake pedal.

34
SMG II

In this situation, the driver will be warned after a preset time by the gear indicator flashing
and an acoustic signal of the need to disengage the gear. The warning remains, even after
the gear has been disengaged. Regardless of the safety function, the shift display always
flashes while the engine is running and the driver's door is open.
The safety function is terminated as soon as the selector lever is moved to the 0 position.
Hood Open
If the hood is opened while the car is at a standstill with the engine running and a gear
engaged, or if the car's condition is unclear due to a system fault, the gear is disengaged.
It is not possible to pull away and the gear indicator flashes when the hood is open, regardless of the safety function.
Shift Lock
A shift lock prevents an unintended gearchange.
It is possible to to only engage a gear with the brake applied, except that when shifting from
Reverse to 1st or 1st to Reverse, shifting may be accomplished if the car is not moving for
a time period of approximately 2 seconds.
The two seconds enable a rapid shift from position "R" to a forwards gear via position "0"
without having to depress the footbrake.
The shift lock is activated by a magnet, which locks the selector lever at zero current in the
"0" position.
Engine shutoff
If the key is turned to position 1 or 0 in the ignition while the selector lever is in the forwards
or reverse position, a gear automatically remains engaged.
If the key is turned to position 1 or 0 in the ignition while the selector lever is in idle-speed
position 0, a gong sounds and the gear indicator flashes in the SMG display as a reminder
that the car has not been secured against rolling away.
The warning is silenced after approximately 10 seconds. If the selector lever is moved to
the forwards or reverse position during this time, a gear is engaged automatically.

Emergency Acceleration
Emergency Acceleration is possible regardless of the shift mode (A-Mode or S-Mode) or
the DRIVELOGIC position engaged.
Depressing the accelerator pedal quickly to the floor without the brake pedal depressed will
engage emergency acceleration. The engine RPM will come up very quickly and the clutch
will be pulsated to ensure maximum acceleration. Wheel spin will be limited even if DSC is
switched off.
When this mode is activated subsequent shifts must be made manually.

35
SMG II

SMG II Diagnosis
The SMG II control unit is fully diagnosable and can be checked using a DISplus Tester or
GT1.
The first step involves the fault memory being read out. Malfunctions are communicated as
part of the SMG II control unit's self-diagnosis. The second step involves appropriate operator prompting to facilitate diagnosis with simple measuring equipment using test modules.
Repairs can be made once the fault in question has been found.
The diagnosis including self-diagnosis can only be carried out when the ignition (terminal
15) is switched on and there is a supply voltage of at least 10 volts. Erroneous fault entries
may be recorded if the supply voltage drops below the threshold of approx. 10 volts.
Service functions
A test program (service functions) must be carried out upon completion of various types of
work on the SMG system see the following table. The test programs serve to implement
test, initialize and adjustment functions.
The values determined are permanently stored in the non-volatile memory only after the test
program has been success-fully completed.

Notes:

36
SMG II

Function
Initialize 0
Position in
Accelerator
Pedal
Initialize Idle
Speed
Position

Implementation
Conditions
When replacing the
The accelerator pedal must
control unit and/or the
be in position 0
accelerator pedal module.

Initialize
Clutch
Engagement
Point

When replacing the

control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.
When replacing the
control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.
When replacing the
control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.
When replacing the
actuator, shift lever and
components
When replacing the
control unit and when
replacing the hydraulic
unit.
When replacing the
control unit, gearbox,
hydraulic unit and the
gear recognition.

Check
hydraulic
lines

Bleeding

Initialize
Shift Module
Initialize
Selector
Angle
Cylinder
Gearbox
adaptation

The engine must be warm,

the accelerator pedal must
not be pressed and all loads
must be switched off.
The gearbox must be in the
position 0, the engine must
be warm, the accelerator
pedal must not be pressed
and the gearbox input speed
must be at zero at the start of
the test routine.

Timeout
15 secs.

15 secs.

30 secs.

The engine must be off and

the clutch must be
disengaged.

The engine must be off and

the clutch must be
disengaged.

The engine must be off and

the clutch must be
disengaged.
The engine must be off and
the clutch must be
disengaged.
The engine must be off, the
clutch must be disengaged
and no brakes must be
pressed.
37
SMG II

Review Questions
1. Which control unit is responsible for managing the control of the SMG II and which
module make the shift decisions?
2.

What is the purpose of the SMG CAN Bus?

3.
Why is the data from the transverse acceleration sensor only evaluated during the AMode of SMG II operation?

4.

Does the cruise control become deactivated during a gear shift in the A-Mode?
How does this compare to cruise operation in the S-Mode?

5. Under what conditions will the hydraulic pump become energized when the engine is
not running?

6. A customer complains that he can not access DRIVELOGIC Mode 6. What could the
cause?
7.
During engine start-up operation, the starter does not engage, what are the possible
causes of this fault?

8. Why does the Selector angle cylinder have one electric solenoid at the Hydraulic Unit,
and the Shift travel cylinder have two solenoids?

9.

How is the Hill-Climbing Assistance feature activated?

10. A customer complains he hears the Hydraulic pump run sporadically, the car shifts
normally, what could be the cause?

38
title

Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value

Hood Contact
While Driving

Hood contact
at standstill

Hydraulic
Pump

Hydraulic
Pressure loss
in system

Hydraulic
Pressure
Sensor

Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present,
Invalid
operation
range
Fault
sporadic,
Fault currently
present,
Invalid
operation
range

Gearbox Temp.

Fault Type

Ignition On, Battery

Voltage >10V,

Ignition On, Battery

Voltage >10V, and
driving speed
>40km/h and
<120KM/h

Ignition On, Battery

Voltage >10V
and hydraulic
pressure sensor
trouble free

Ignition On, Battery

>10V and Hydraulic
pump fault free
and hydraulic
pressure sensor fault
free

Ignition On,
Battery >10 volts and
Good sensor voltage,
and hydraulic pump
inactive

Ignition On
Battery >10 volts

Test Conditions

Different values
detected by both hood
contacts while vehicle is
at standstill

Short-circuit in hydraulic
pump electric motor to
ground, B+, or open
circuit or no pressure
increase with pump
switched on or ON
period of pump is
outside tolerance
Different values
detected by both hood
contacts during driving

Pressure loss in system

Short-Circuit to ground,
sensor supply or supply.
Or open circuit or
sensor fault

Short-Circuit to ground,
sensor supply or supply.
Or open circuit or
sensor fault

Fault Description

Mileage
Voltage supply
Ambient Temp.
Bonnet Contact
Vehicle speed

Mileage
Voltage supply
Ambient Temp
Hood Switches
Vehicle Speed

Mileage
Voltage supply
Ambient Temp.
Hydraulic Temp.
Status Hydraulic pump
Current, solenoid valve,
clutch

Mileage
Voltage supply Ambient
Temp.
Gearbox Temp.
Engine Temp.
Hydraulic Temp.
Mileage, Voltage supply,
Ambient temp,
Hydraulic temp, Sensor
v supply, hydraulic
pump status, current
clutch solenoid
Mileage
Voltage supply
Ambient Temp

Ambient
Conditions.

Off
Gear
Indicator
light will
flash

Off

On

On if
hydraulic
pressure
<10 bar

On

Off

Warning
Lamp

Gear will not engage

During driving:
Continue driving for as long
as possible (without
changing gear). Disengage
gear at lower limit pressure
At Standstill:
Disengage gear so that
vehicle can be towed
Car can continued to be
driven until next garage visit
using input from good
switch

During driving:
Block gear change
At standstill:
Engage postion0 so that
vehicle can be towed

Hydraulic pump is switched

on in fixed time intervals and
with each shift for a fixed
time

Calculate Gearbox Temp

based on Engine Temp

Measures

Eliminate
fault

Eliminate
fault

Eliminate
fault,
erase
fault code

Eliminate
fault,
erase
fault code

Eliminate
fault,
erase
fault code

Eliminate
fault

Normal
Service

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Longitudinal
acceleration

Sensor voltage
supply A

Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value

Position
sensor, shift
travel

Position
sensor,
selection angle

Shift Lever

Fault Type

Ignition On, Battery

>10V

Ignition On, Battery

>10V and sensor
supply A trouble-free

Ignition On, Battery

>10V and sensor
supply A trouble-free
and sensor supply B
trouble free

Ignition On, Battery

>10V and sensor
supply A trouble-free
and sensor supply B
trouble free

Ignition On, Battery

>10V

Test Conditions

V sensor supply/A < 4.5

V. V sensor supply/A >
5.5 V
Impairment of
longitudinal acceleration
Signal, selection angle 1
Signal, shift travel 1

Short-circuit to ground,
sensor supply or supply
or open circuit or sensor
faulty

Short-circuit to ground,
sensor supply or supply
or open circuit or sensor
faulty

Short-circuit to ground,
sensor supply or supply
or open circuit or sensor
faulty

Switch Positions not

Plausible or complete
malfunction of shift lever

Fault Description

Mileage
Voltage supply
Ambient temperature

Mileage
Voltage supply
Ambient temperature
Sensor supply B
Longitudinal
Acceleration
Vehicle speed
Brake Signals

Mileage
Voltage supply
Ambient temperature
Sensor supply A
Sensor supply B
Shift-travel position1
Shift travel position2
Engaged gear
Gearbox Status

Mileage, Voltage,
Ambient Temp, Driving
Direction, Shift-Lever
Position, Digital inputs
from shift lever, target
gear
Mileage
Voltage supply, Ambient
temperature
Sensor supply A
Sensor supply B
Selection-angle position
1, Selection-angle
Position 2

Ambient
Conditions.

Off

Off

On

On with
complete
failure of
shift lever,
otherwise
off
On

Warning
Lamp

Correction of:
Longitudinal acceleration
Signal, selection angle 1
Signal, shift travel

Longitudinal acceleration =
0 g Moving off on incline
possible in 2nd gear

Failure of only one sensor

Substitution by the other
Sensor
Failure of both sensors,
Substitute program runs
where manual operation is
disabled. Gears R, 2, 5 and
6 can be shifted Gate
position is approached
under controlled conditions.
Failure of only one sensor,
Substitution by the other
sensor
Failure of both sensors
Substitutes driving program
runs where all gears can be
shifted with loss of comfort.
Gears can be engaged
under controlled conditions.

Measures

After
Fault is
eliminated

After
Fault is
eliminated

Eliminate
fault

Eliminate
fault

Eliminate
fault

Normal
Service

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Sensor voltage
supply B

Gearbox input
speed

Engine speed
(sensor)

Fault Type

Ignition On, Battery

>10V additional
checks for plausibility
Clutch closed and
No faults in:
Clutch position sensor
Clutch solenoid valve
Engine speed sensor
Rear wheel speed
sensor
Gear detection
Gearbox speed
sensor and Engine
Running
Ignition On, Battery
>10V additional checks
for plausibility
Additional conditions
for plausibility check
clutch closed
and clutch position
sensor trouble-free
and clutch solenoid
valve trouble-free
and rear wheel
speeds trouble-free
and engine running
and CAN trouble-free

Ignition On, Battery

>10V

Test Conditions

Overspeed
or maximum gradient
fault
or if with clutch closed
engine speed, gearbox
speed or engine speed;
engine speed from
CAN

V sensor supply/B < 4.5

V. V sensor supply/B >
5.5 V
Impairment of Gearbox
Speed
Hydraulic pressure
Signal, selection angle 2
Signal, shift travel 2
Overspeed or
Maximum gradient fault
or if with clutch closed
engine speed, gearbox
input speed or gear
input speed calculated
from rear axle speed not
plausible.

Fault Description

Mileage
Voltage supply
Ambient temperature

Mileage
Voltage supply
Ambient temperature

Mileage
Voltage supply
Ambient temperature

Ambient
Conditions.

Off

On

On

Warning
Lamp

Substitute value, engine

speed, via CAN-bus

From gear ratio and gearbox

output speed (rear axle
speed)
Use Engine speed

Correction of:
Gearbox speed
Hydraulic pressure
Signal, selection angle 2
Signal, shift travel 2

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value
Fault
sporadic,
Fault currently
present or
Implausible
value

PLCD sensor
for clutch
position

Speed, rear left

CAN-bus fault

CAN incorrect
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Engine speed
(sensor and
CAN)

Fault Type

Ignition On, Battery

>10V
and driving speed >
40 km/h
and brake not
actuated
and no wheel
separation detected
and no fault message
via CAN

Ignition On, Battery

>10V

Ignition On, Battery

>10V and no other
fault message from
CAN

Speed, rear left > 320

km/h
or speed change > 20
km/h per 10 ms
or comparison with the
other three wheel
speeds produces an
implausible value

Telegram is no longer
received (time-out)
or bus fault (interruption)

DSC delivers an
incorrectly identified
value

Hardware fault or
sensor faulty

Engine speed from

sensor
and engine speed from
CAN incorrect

Ignition On, Battery

>10V
and engine running
and CAN trouble-free

Ignition On, Battery

>10V

Fault Description

Test Conditions

Mileage
Voltage supply U(batt.)
Ambient temperature
Speed, rear left
Speed, rear right
Speed, front left
Speed, front right
Clutch status
Shifted gear
Gearbox input speed

Mileage
Voltage supply
Ambient temperature
Info on CAN fault

Mileage
Voltage supply
Ambient temperature

Mileage
Voltage supply
Ambient temperature
Gearbox input speed
Engine speed
Engine speed from CAN
Clutch status

Ambient
Conditions.

Off

On

On

On

Warning
Lamp

Can be substituted:
By rear right wheel speed or
if rear right is
also incorrect by front-axle
speed or with
engaged gear from gearbox
input speed and
gear ratio.
The signal is supported until
it is substituted in
the event of a negative
speed change.

Open-loop instead of
closed-loop clutch
control

Engine speed can be

partially substituted with
clutch closed from gearbox
speed

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Speed, rear
right

Speed, front
left

Speed, front
right

Speed (more
than one
signal)

Fault Type

Ignition On, Battery

>10V
and driving speed >
40 km/h
and brake not
actuated
and no wheel
separation detected
and no fault message
via CAN

Ignition On, Battery

>10V
and driving speed >
40 km/h
and brake not
actuated
and no wheel
separation detected
and no fault message
via CAN

Ignition On, Battery

>10V
and driving speed >
40 km/h
and brake not
actuated
and no wheel
separation detected
and no fault message
via CAN

Ignition On, Battery

>10V
and driving speed >
40 km/h
and brake not
actuated
and no wheel
separation detected
and no fault message
via CAN

Test Conditions

Two, three or four wheel

speeds deliver an
implausible value

Speed, rear left > 320

km/h
or speed change > 20
km/h per 10 ms
or comparison with the
other three wheel
speeds produces an
implausible value

Speed, rear left > 320

km/h
or speed change > 20
km/h per 10 ms
or comparison with the
other three wheel
speeds produces an
implausible value

Speed, rear left > 320

km/h
or speed change > 20
km/h per 10 ms
or comparison with the
other three wheel
speeds produces an
implausible value

Fault Description

Mileage
Voltage supply
Ambient temperature
Speed, rear left
Speed, rear right
Speed, front left
Speed, front right
Clutch status
Shifted gear
Gearbox input speed

Mileage
Voltage supply
Ambient temperature
Speed, rear left
Speed, rear right
Speed, front left
Speed, front right
Clutch status
Shifted gear
Gearbox input speed

Mileage
Voltage supply
Ambient temperature
Speed, rear left
Speed, rear right
Speed, front left
Speed, front right
Clutch status
Shifted gear
Gearbox input speed

Mileage
Voltage supply U(batt.)
Ambient temperature
Speed, rear left
Speed, rear right
Speed, front left
Speed, front right
Clutch status
Shifted gear
Gearbox input speed

Ambient
Conditions.

On

Off

Off

Off

Warning
Lamp

Can be substituted:
With shifted gear from
gearbox input speed
and gear ratio

Substituted By rear right

wheel speed or if rear right
is also incorrect by front-axle
speed or with engaged gear
from gearbox input speed
and gear ratio.
The signal is supported until
it is substituted in
the event of a negative
speed change.

Substituted By rear right

wheel speed or if rear right
is also incorrect by front-axle
speed or with engaged gear
from gearbox input speed
and gear ratio.
The signal is supported until
it is substituted in
the event of a negative
speed change.

Substituted By rear right

wheel speed or if rear right
is also incorrect by front-axle
speed or with engaged gear
from gearbox input speed
and gear ratio.
The signal is supported until
it is substituted in
the event of a negative
speed change.

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault
sporadic,
Fault currently
present or
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Short-circuit
to ground
Short-circuit
to B+

Fault sporadic
Fault currently
present Shortcircuit to
ground Shortcircuit to B+
Open circuit
Implausible
value

Service-brake
signals via
CAN

Door contact
via CAN

Shift lock

Starter-motor
enabling

Hydraulicpump relay

Fault Type

Ignition On, Battery

>10V
and hydraulic
pressure sensor
trouble-free

Ignition On, Battery

>10V

Ignition On, Battery

>10V

Ignition On, Battery

>10V
and no fault message
via CAN
and vehicle speed
trouble-free

Ignition On, Battery

>10V
and no fault message
via CAN

Test Conditions

Short-circuit to ground
or supply
or open circuit
or hydraulic-pump relay
faulty

Short-circuit to ground
or supply
or open circuit
or starter-relay enabling

Short-circuit to ground
or supply
or open circuit
or shift-lock magnet
faulty

Door contact active for

longer than
10 seconds at a speed
> 45 km/h

Different values from

both switches
or at a speed > 45 km/h
with accelerator
pedal pressed the
signals are active for
longer than 1 min
or with a vehicle
deceleration > 0.4 g no
signal active

Fault Description

Mileage
Voltage supply
Ambient temperature
Hydraulic temperature
Hydraulic pressure
Status, hydraulic pump
Current, solenoid valve,
clutch

Mileage
Voltage supply
Ambient temperature
Starter-motor enabling

Mileage
Voltage supply U(batt.)
Ambient temperature
Shift-lever position
Shift-lock activation

Mileage
Voltage supply U(batt.)
Ambient temperature
Vehicle speed
Door contact

Mileage
Voltage supply
Ambient temperature
Brake signals
Accelerator-pedal value
Vehicle speed
Longitudinal
acceleration

Ambient
Conditions.

On

Off

On

On

Off

Warning
Lamp

During driving:
Continue driving for as long
as possible
(without changing gear).
Disengage gear at lower limit
pressure
At standstill:
Disengage gear so that
vehicle can be towed

Short-circuit to supply:
Permanent starter-motor
enabling
All other fault types:
Vehicle starting no longer
possible

During driving:
Continue driving for as long
as possible

Driving off only possible

within 10 seconds of
brake or shift-lever actuation

Ignore incorrect signal

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault
sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Short-circuit
to ground
Short-circuit
to B+
Open circuit
Implausible
value

Fault sporadic
Fault currently
present
Short-circuit
to ground
Short-circuit
to B+
Open circuit
Implausible
value

Reversing-light
switch

Solenoid valve,
shift travel up

Solenoid valve,
shift travel
down

Fault Type

Ignition On, Battery

>10V
Additional conditions
for plausibility check
Shift-travel position
sensor trouble-free
and hydraulic
pressure trouble-free

Ignition On, Battery

>10V
Additional conditions
for plausibility check
Shift-travel position
sensor trouble-free
and hydraulic
pressure trouble-free

Ignition On, Battery

>10V

Test Conditions

Short-circuit to ground
or supply
or open circuit
or actual current =
specified current
or actual position =
specified position
or timeout during
shifting of gears

Short-circuit to ground
or supply
or open circuit
or actual current =
specified current
or actual position =
specified position
or timeout during
shifting of gears

Short-circuit to ground
or supply
or open circuit

Fault Description

Mileage, Voltage supply

Ambient temperature
Hydraulic pressure
Actual current, shift
travel up, Specified
current, shift travel up
Actual position, shift
travel, Specified
position, shift travel
Actual position,
selection angle
Specified position,
selection angle

Mileage, Voltage supply

Ambient temperature
Hydraulic pressure
Actual current, shift
travel up, Specified
current, shift travel up
Actual position, shift
travel, Specified
position, shift travel
Actual position,
selection angle
Specified position,
selection angle

Mileage
Voltage supply
Ambient temperature
Activation, reversinglight switch
Shift-lever position
Driving direction

Ambient
Conditions.

On

On

Off

Warning
Lamp

Gearbox limp-home
program
No further gear shifts are
permitted

Gearbox limp-home
program
No further gear shifts are
permitted

Short-circuit to supply:
Reversing light always lit
All other faults:
Reversing light never lit

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault sporadic
Fault currently
present
Short-circuit
to ground
Short-circuit
to B+, Open
circuit
Implausible
value

Fault sporadic
Fault currently
present
Short-circuit
to ground
Short-circuit
to B+, Open
circuit
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Solenoid valve,
selection angle

Solenoid valve,
clutch

Gearbox
adaptation

Steeringangle-offset
current
adaptation

Fault Type

Ignition On, Battery

>10V
and steering-angleoffset current
adaptation
started

Ignition On, Battery

>10V
and gearbox
adaptation started

Ignition On, Battery

>10V
Additional conditions
for plausibility check
position sensor
trouble-free
and hydraulic
pressure trouble-free

Ignition On, Battery

>10V
Additional conditions
for plausibility check
Shift-travel position
sensor trouble-free
and hydraulic
pressure trouble-free

Test Conditions

Adaptation could not be

properly carried out

Adaptation could not be

properly carried out

Short-circuit to ground
or supply
or open circuit
or actual current =
specified current
or actual position =
specified position

Short-circuit to ground
or supply
or open circuit
or actual current =
specified current
or actual position =
specified position
or timeout during
shifting of gears

Fault Description

Mileage, Voltage supply

Ambient temperature
Fault message of
adaptation
Number of
adaptation/test program
Adaptation status in
event of fault

Mileage ,Voltage supply

Ambient temperature
Fault message of
adaptation ,Number of
adaptation/test program
Adaptation status in
event of fault

Mileage, Voltage supply

Ambient temperature
Hydraulic pressure
Actual current, clutch
Specified current,
clutch, Actual position,
clutch Specified
position, clutch
Current gear

Mileage, Voltage supply

Ambient temperature
Hydraulic pressure
Actual current, shift
travel up, Specified
current, shift travel up
Actual position, shift
travel, Specified
position, shift travel
Actual position,
selection angle
Specified position,
selection angle

Ambient
Conditions.

On

On

On

On

Warning
Lamp

The vehicle is only ready for

operation under
limited conditions, default
values are used

The vehicle is only ready for

operation under
limited conditions, default
values are used

During driving:
No further gear changes
At standstill:
Engage position "0"

Gearbox limp-home
program
No further gear shifts are
permitted

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service

Fault sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Fault sporadic
Fault currently
present
Implausible
value

Clutch
adaptation

Gear cannot be
engaged

Gear popping

Selection angle
cannot be set

Fault Type

Ignition On, Battery

>10V

Ignition On, Battery

>10V

Ignition On, Battery

>10V

Ignition On, Battery

>10V and clutch
adaptation started

Test Conditions

The requested
selection-angle position
cannot be set

Engaged gear pops out

Gear cannot be
engaged

Adaptation could not be

properly carried out

Fault Description

Mileage, Voltage, supply

Ambient temperature
Current gear
Desired gear
Shift position
Selection-angle position
Gearbox input speed
Gearbox output speed

Mileage, Voltage supply

Ambient temperature
Current gear, Desired
gear, Shift position
Selection-angle position
Gearbox input speed
Gearbox output speed

Mileage, Voltage supply

Ambient temperature
Current gear, Desired
gear, Shift position
Selection-angle position
Gearbox input speed
Gearbox output speed

Mileage, Voltage supply

Ambient temperature
Fault message of
adaptation ,Number of
adaptation/test program
Adaptation status in
event of fault

Ambient
Conditions.

On

Off

Off

On

Warning
Lamp

During driving with gear

engaged:
Block gear change, i.e.
continue driving for as
long as possible
At standstill:
Engage position "0" so that
vehicle can be
towed

Shifting to the relevant gear

is not possible

Shifting to the relevant gear

is not possible

The vehicle is only ready for

operation under
limited conditions, default
values are used

Measures

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

After
Fault is
eliminated

Normal
Service