DIY 5hp18 automatic transmission repair

The site provides information on automatic transmissions
Automatic transmission schemes, variators. The principles of the units.
Repair, disassembly and assembly of automatic transmission.

Scheme of engaging clutches, overrunning clutches and brake band.

Checking the solenoids. Open and closed position.

The arrangement of solenoids on the control plate and the scheme of work on gears.

Connector and internal loop of the automatic transmission control plate. Schematic diagram.

Resistance of solenoids, speed sensors, temperature sensor. Original numbers ZF.

Diagnostic trouble codes for BMW 3, 5, 7 and 8 series equipped with 4HP-22/24, 4L30-E, 5HP-18, 5HP-19 and 5HP-30 transmissions

Designations of contacts on the automatic transmission connector and the electronic control unit.

Oil channels in the body of the gearbox under the valve body, for checking the tightness of the clutches.

Test plugs for measuring the pressure in the lines.

The upper front part of the valve body.

Solenoid plate and speed sensors

Lower front part of control plate and filter.

Valve and spring retainers.

Arrangement of valve balls and “spots” in the hydro-plate under the separator plate.

Download valve body diagram ZF5HP18 BMW:

Please tell me, such a problem, I was driving along the highway and the jokes started with the automatic transmission, slipping, tremors, as a result, I barely got to the house, drowned the car and saw a puddle of oil under the car, tried to start and try to get under way, D and R turn on but get under way at 3 thousand rpm, and the smoke comes from the cathope, advise what to do?

and another question, could I burn the box in this way? and how much does such a used automatic transmission cost?

I could not, but most likely burned. On m50, a live machine costs from 10 thousand.

oil spilled onto the exhaust pipe)))))

share it and see) must go

of course, if you did not kill to the end

a living machine on the m50 does not cost 10 thousand)

in general, put another (5HP18 with a black nameplate) automatic transmission, poured oil, from the beginning the car went fine, but then at one traffic light it stopped going, the gears are switched on, but it slips (as if there is no clutch) but in emergency mode the car goes in front of 3 gears and ago, we made a diagnosis of the automatic transmission, no error was shown, the oil in the automatic transmission was poured with DEXTRON 3 according to the level, that is, I did not even know what to do with it. Tell me please! and I also found such a strange thing, if you turn on the winter mode and select 3 on the selector, then the car normally goes forward, but again in 3rd gear, but without emergency mode!

The same garbage (((Also, the oil flew out, got on the highway, brought it to the service, poured oil. Up to 3 gears and up to 60 kilometers per hour, you can drive normally, but then apparently, when preparing the 4th gear, it goes into emergency mode. If you select the mode 3 everything is fine, D and 4 - emergency mode (((Is it worth bothering about repairs or just replacement?

Repair will cost as much as 2 boxes in good condition, and this is at best, but how long it will travel after repair is a big question. The most optimal option in terms of price and reliability is to supply mechanics. But if you need an automatic machine, then I would look for a live box, preferably standing on the car so that you can make sure that everything is fine with it.

Overhaul, yes! But before the oil ran out, the gearbox was working fine! It ran out because the clamp on the oil cooler loosened and a hose fell from it. As I understand it, if the oil pressure disappears and the gearbox goes into emergency mode, then there must be some kind of protection, well, or the worst thing is that something will burn or break, but something can be changed? Diagnostics by the way shows “Transmission error” (I think the code is 100). Regarding the installation of the mechanics, it seems to me that it will take even more time and money than a simple replacement, becauseyou need to change not only the automatic transmission, but also the pedals, salon cover, brains and a bunch of little things (((

There is not much to change everything, you can rearrange everything from the donor, the pedals are 500-1000, gearbox 6, cardan and gearbox together 5, plus tubes and clutch cylinder, and you don't need to touch your brains.

I understood from the manual box, Thank you)), but I would also like to hear the options of what could have broken down with my automatic transmission?

The clutches could burn out. There is only an autopsy, analysis and troubleshooting.

Message from DraconDiman:
We make this sleeve perfectly ourselves and turn it over

Tell me, do you do it over the oil pump bushing for a bagel? if so, will the time skip work? and then I heard that no matter how much the buster 10 thousand will not work more.

No, this has never been done before. And does it make sense. Better to replace the pump, it also wears out. And since the cars and, accordingly, the automatic transmission have already run more than one hundred thousand kilometers, the pump is almost dead.

Although, no - he stole. One client brought an automatic transmission killed in the trash. Outlined the repair budget and said repair. That automatic transmission had a torn off pump bushing. We pressed another. The car has been driving for a year. I really don't know how long it took. And then this bushing is still not the main support of the GTR. It is rigidly bolted to the crankshaft and in fact the support goes to the main bearing.

Hello everyone, the automatic transmission ZF 5HP-18 current problem slips all transmissions, and manually, the oil has its own color, there are no shavings, clutches, discs, The pump is normal, who faced such a problem ?.

and I rolled my lip. I thought I’ll see how to assemble this aggregate.

Yes, I think you can find a lot of such directors on YouTube. Yes, and there are no manuals full

Cool material, author +100500

But the cool thing is that in the end the mechanics stuck.

Good evening ! tell me pliz bmw 725 5hp18 before history-the internal combustion engine broke down, got it, made it, put it back, started it turn on D R 234, nothing happens! on poneli and near the handle everything shows clearly!
began to climb to look, to call, they say broke the oil pump when installing the engine. The little thing when the box was twisted was kind of like (but I thought that everything just sat in place) could it? if so then..
is there 5hp24 will this oil pump fit from her? and if so, will he get it without disassembling the pallet. (looked at the pictures that it is unscrewed from the side of the valve body)?
on inpe there are no errors, all solenoids click!
give pliz a sensible favor! Thanks!

The German company ZF is one of the largest developers of automatic transmissions. This company works closely with the largest automakers that use ZF automatic transmissions in their vehicles. Five-speed automatic transmission ZF 5HP18 installed on BMW cars, ranging from three and ending with powerful full-size sevens. The first generation of the 5HP18 gearbox did not have the ability to manually shift gears, only in 95, with the advent of the new generation BMW of the fifth series in the E 39 body, the transmission received the ability to manually shift gears.

One of the features of this transmission is its increased reliability and durability. The transmission is capable of operating in the most severe conditions. So, for example, it is possible to operate in oil starvation mode, when the minimum pressure is ensured in the lubrication system. Provided that the oil is changed regularly, the gearbox can easily withstand 400 - 500 thousand kilometers. When developing this transmission model, a four-speed gearbox was used as the basis, which was developed by German specialists from ZF in the early 90s. The number of gears was increased, which made it possible to significantly improve the implementation of the dynamic performance of modern powerful engines.

Automatic transmission series ZF 5HP18 turned out to be quite reliable. However, it would be wrong to claim that it is devoid of shortcomings. So, for example, the clutch and valve body often suffer.In case of problems with the clutch, it is necessary to dismantle the gearbox and replace the failed clutch basket or shaft. In some cases, the valve body can be repaired, which allows you to restore its performance. However, after a run of 300 - 400 thousand kilometers, this element must be replaced in case of breakdowns. Experts from BMW and ZF transmission manufacturers recommend changing the oil and filter every 100,000 kilometers. Thus, you can ensure the durability of the vehicle and transmission.

Yes. But you must understand that it should NOT be TipTronic and have a 14-pin connector.

Yes. See if it meets the conditions of the first question.

It is necessary to fill in Dextron 3. Other options: CASTROL TRANSMAX Dextron 3, Esso LT71141, CASTROL TRANSMAX Z

DIY 5hp18 automatic transmission repair
Posts pasted: March 19, 2014 02:51

It was purchased inexpensively, semi-working automatic transmission 5hp18. Switching shocks, emergency mode, etc.
Posts pasted: March 19, 2014 02:55 We will open it. The room is not very suitable for such work, but there is.

First, unscrew the pallet - the bolts with clamps.
Posts pasted: March 19, 2014 02:57

The pallet is opened, then the filter - only 3 bolts and you're done.
Posts pasted: March 19, 2014 03:01
We unscrew the valve body, bolts with large caps, those that do not need to be unscrewed at least.
Posts pasted: March 19, 2014 03:02 In the picture, all the bolts are the same, but in reality the difference is noticeable.
Posts pasted: March 19, 2014 03:06
Next, we take out the brake band piston by removing the retaining ring. A kind of patch, it is difficult to confuse with anything else. In the picture it is taken out, the pusher is visible
Posts pasted: March 19, 2014 03:11

Posts pasted: March 19, 2014 03:22

We unscrew the oil pump.
Posts pasted: March 19, 2014 03:25
we pull the trunk of the oil pump, prying with a screwdriver between the packages from the pallet.
Posts pasted: March 19, 2014 03:27
The first flaw, a crumbling bearing.
Posts pasted: March 19, 2014 03:28 I think he greatly influenced the work, we are looking for a reason for a more serious reason.
Posts pasted: March 19, 2014 03:30
We lay out in order, so that nothing is confused during assembly.
Posts pasted: March 19, 2014 03:32
We remove the retaining ring, let's see how the clutches are doing in this package.
Posts pasted: March 19, 2014 03:41
Brown clutches are not burnt out, but steel discs with traces of tarnishing.

The renovation is still ongoing. There is a question for connoisseurs.
Will it be possible to check the clutch packs right on the assembled box?

Found test holes, but not all here. picture.

I did not find where the holes for the outlines C1, B, A, E. There are 3 unknown holes and a trunk from a donut.

Posts pasted: March 19, 2014 03:47

And here is the oil supply circuit itself, and for which gear this or that set is responsible.

Yesterday I disassembled and washed the valve body from another box of the same type, the 13-pin plug, for the E34 up to '92, I don't even know what it can break in it, it was clogged with dirt, and it worked, I didn't see the workings anywhere, the springs are intact. I wanted to start collecting, I saw one jet burst, tomorrow I'll take it from another, the same brain. Perhaps I will soon sell this valve body, the plug does not fit me, the plug from the ECU is 14 pins.

Found a mismatch in the original ZF manual. At first I thought the hydraulic brain was disassembled and assembled in a wrong way, I tried to assemble it as in the manual, bites the spring. The spring is in a different place. I watched the report of the parsing of the valve body of the Audi A6, they also found inconsistencies there, and a lot. Perhaps they modified it but did not add it to the manual.

Posts pasted: March 27, 2014 00:04 I found information on the network that it is necessary to lubricate the plungers with a mixture of ATF + graphite paste + car polish, so that they would slide better. It wasn’t close at hand, with ATF they move so well, and I didn’t want to clutter it up with foreign crap. It is not known how graphite will behave when it gets between the clutches and the steel discs.

I also read about soaking freaks, did not understand just why it is, so as not to burn? Yes?!

The problem has been resolved by the way.The gear selector rod in the valve body is broken, apparently it did not stand up properly during installation, or when the cable was torn off.

What is strange, the rod is made of some kind of composite, an aluminum 5hp18 valve body was installed, it sat much more tightly from the composite, and the aluminum now has backlash, tenths of a millimeter but backlash (even in the plate from which it was taken it did not sit tightly). I think there is a leak through it. Although the gearshifts seem to be normal, at 2200 rpm. Pumping shock absorbers also works fine, with a faulty box they did not work, although they did not seem to be tied to the box.
Messages pasted: 01 Apr, 2014 23:56 It's a pity that the stem from another valve body had to be taken, a good stove, now it will have to be sold with spare parts, although there is something to take besides solenoids.
Messages pasted: 02 Apr, 2014 00:07 Identified 5hp18 package check purge holes. Maybe someone will come in handy, I'm not sure 100% compliance.

The picture above is a post dated March 19, 2014. Bold type indicates the clutch packs involved, in a certain gear.

5-speed automatic transmission ZF 5HP18 related to 4-speed 4НР14 and 4HP22 and was installed from 1991 to 1999 with 2-3l rear-wheel drive BMW engines of the 3rd, 5th and 7th series.

The younger sister of the famous ZF 5HP19, for slightly less powerful engines (310 Nm, compared to 325 Nm for 5HP19).

A well-constructed indestructible box with a large supply of hardware, which served as a prototype for the bestseller ZF 5HP19.

Pick up repair kits - press the button on the left.

Typical repair points of automatic transmission ZF 5HP19

The box can withstand work with dirty oil, work with a lack of oil, work with cold oil, and if you monitor the quality of the oil and change the metal-plastic filter with a felt membrane No. 176010 in time, then this box will easily last its entire service life.

The type of oil is unpretentious. Works well on oils such as Dexron III.

The oil change period is 80-120 tkm. Depending on the aggressiveness of the driving. With age, or, better to say, with an increase in the gaps in worn-out units, the oil with the filter becomes contaminated faster and it is recommended to change them more often, almost every year or two. And the quality and transparency of the oil should be checked every time the car arrives at the service.

Too fast oil contamination is a marker of gasket wear and the resulting risk of oil starvation on the clutches.

For a typical overhaul with a bulkhead of worn gaskets and rings, the OverolKit Repair Kit from ATOK is most often ordered:

- Overol Kit / Repair kit for gaskets and seals - No. 176002

When overhauling cars that have passed 250-300 tkm, the entire set of clutches is changed - No. 176003

Replacing the clutches together with the rings and seals restores the pressure in the bags to almost the original. At standard oil pressure, the clutches work with a large margin and the craftsmen order only non-original clutches.For a complete bulkhead, they order another set of steel discs or immediately - Masterkit 176007.

The characteristic "thin" place of the automatic transmission 5HP18:

– Clutch package F - the first one fails from a lack of oil and the clutches first of all burn there.

The problem is considered a structurally weak point - the drum sleeve F with a seal, from under which oil first of all leaves and turns it from oil starvation.

If you continue to drive with this problem, then in addition to the clutches, the Clutch drum itself is on fire F # 176551 with piston 176961 (left)... This problem was later corrected by replacing the sleeve with a bearing.

Often the craftsmen, together with the pump oil seal (178070), change the drum bushing F (with a seal) to Sonnax's [60.2mm x54.6 × 10] Sonnax - No. 176038K. on right .

They also change and

- Belleville spring in package G. (# 176978 ) .

For the same reason, it also changes:

- Piston Rubberized center caliper, G ( 176968 )

Another typical place of aging "iron" during long-term operation with a worn-out gas turbine engine and a pump sleeve is an oil pump.

Replacements are: - cover (176510) or - pump stator (176520).

For a light capemont - valve body bulkheads, a set of hydroblock gaskets is often ordered - 176320.

The valve body is long-lived and maintainable, when repairing, they order a valve body gasket (177320), if they save on the Repair kit.

The only electrical site for replacement and repair is the Pressure Solenoid (EPC), no. 177431, Solenoid, (0501-311-843) / Black.

Shift solenoids (OEM # 0501 315 752 - 176421) are the same as 4HP18 and last longer. Solenoids EPC 176431 were produced first, and a little later - the solenoid for blocking the gas turbine engine.

Otherwise, the resource of the important units of this box is comparable to the resource of the entire car.

The cost and availability of the items you need can be checked in the online store by typing a number on an orange background in the search field for details.

The ZF5HP18 automatic transmission is an automatic transmission most often found in BMWs of the 3rd, 5th and 7th series, produced in the period from 1991 to 1999. It is a five-speed transmission similar in performance to the four-speed 4HP14 and 4HP22, but with even greater durability and quality levels.

Possible breakdowns of automatic transmission ZF5HP18

• Fault in clutch package F, namely in the F drum bushing with seal. The problem lies in the loss of oil in this place, due to which, over time, "oil starvation" occurs. If the problem is not eliminated in a timely manner, then the clutches first burn, and then the drum itself.
• Failure of the oil pump
• Despite its longevity, the valve body may also require repair. In this case, the valve body gasket is most often replaced.
• Malfunctions can occur in the automatic transmission electrics. The most common failure is a failure of the pressure solenoids. The solution to the problem is to simply replace the failed part.

In case of any problems with your ZF5HP18 automatic transmission, you can always contact our technical center. ZF center will quickly identify all faults, eliminate them and give a guarantee both for the box itself and for the work performed. Overhaul is carried out within 1 to 3 days.

The gearbox marked ZF 5HP18 was installed on high-speed BMW 3, 4 and 5 series cars from 1991 to 1999. release. This five-speed automatic transmission is very similar in design to the 4HP14 and 4HP22 four-speed gearboxes.

Many craftsmen and advanced car owners consider the design of this box to be truly revolutionary, which gives excellent results in durability, reliability and performance. If you belong to the owners of a car with automatic transmission ZF 5HP18, then you will not become a frequent visitor to our REKPP car service.

However, despite such laudatory characteristics, this automatic transmission has its own nuances, acquaintance with which will not be superfluous.

The most popular parts that the ZF 5HP18 needs for a major overhaul are the Overrol Kit and the clutch kit. All this is in stock on the basis of REKPP at factory prices. Quick repair of automatic transmission ZF 5HP18 without dealer markups for components - only in the special service REKPP.

Typical faults of automatic transmission 5HP18

• An insufficient oil level has a detrimental effect on the clutch package F, the clutches burn.

• A weak drum bushing with a seal is also considered a factory defect, from under which oil can flow out and, as a result, oil starvation. If this malfunction is not noticed and eliminated in time, the clutches, the clutch drum and the piston can burn out. Often, during repairs, this weak bushing is replaced by the master with a more wear-resistant Sonnax part.

• The rubberized piston of the central caliper from the adjacent package is also prone to oil starvation due to the defective bushing.

• It happens that the oil pump also needs to be replaced.

• The electrical and valve body are the strong points of the ZF 5HP18, the maximum that can break is the pressure solenoid.

The 5-speed automatic transmission ZF 5HP18 was produced from 1992 to 2000 in Germany and was installed on the most popular rear-wheel drive models of the German concern BMW.This transmission was intended for power units with a volume of 2.0 - 3.0 liters and up to 310 Nm.

The 5HP family also includes automatic transmissions: 5HP19, 5HP24 and 5HP30.

Using the example of a 1995 BMW 3 Series with a 2.0 liter engine:

Similar transmissions from other manufacturers:

This box has a large margin of safety and easily walks up to 250 - 300 thousand km

If you do not notice the wear of the torque converter lock, you will have to change the pump

The main weak point of the automatic transmission is considered the sleeve of the clutch drum F, it breaks

The rest of the problems are associated with oil contamination and are typical for any machine.

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An automatic transmission is an expensive component. There is no point in delaying the repair if it starts to work incorrectly. In a car service, such repairs are expensive. You have to pay for the work of specialists and for the details. Having studied the market and the price range of services in this segment, motorists come to the conclusion that repairing automatic transmissions with their own hands is not such a pointless undertaking. The prices of the workshop masters cannot be called modest, and the professionalism does not always correspond to the price. And, after some thought, motorists can decide to fix the problem on their own.

Wherever you decide to repair the gearbox, the whole process goes according to the following scheme:

• diagnostics,
• dismantling the box,
• disassembly of the box,
• complete set with spare parts,
• assembly (installation),
• installation on a car,
• diagnostics after repair.

To fix the problem yourself, you will need some car mechanic skills, tools, time to work, patience, and perseverance.

All automatic transmissions are arranged the same, but there are two types of transmission control - hydraulic and electronic. Their renovation has some differences.

It is important to notice transmission problems at the earliest possible stage. Then, with the correct diagnosis, complex repairs can be avoided. Quiet and smooth operation of the automatic transmission is considered normal. There are a lot of signs that something is wrong with the box. Most often these are extraneous sounds when changing gears or during robotic transmission. It can be crunching, clicks. An unpleasant smell also speaks of problems. It can appear during long-term or short-term operation of the box. It is worse if the gear shifting slows down, or one of them does not work at all. Then immediate intervention is required.

Do not be lazy to look under the car, it should be clean there. Red spots will indicate an oil leak from the transmission. Checking the oil level regularly is a must. Normally, it should be translucent, reddish in color. No burning smells or muddy shades! If they appear, it's time to change the oil.

Automatic transmission malfunctions often arise due to improper operation. The transmission becomes unusable due to insufficient oil level or overheating. For this reason, the gears wear out, the machine can jerk when changing gears. As a result, any part of the automatic transmission may fail. Shocks while driving indicate overheating of the oil and the appearance of problems in the valve body.

Aggressive driving with hard acceleration and braking will erase details. Does not add durability to the box and driving in traffic jams, slipping. All this leads to overheating of the box and has a bad effect on its general condition.

All faults are divided into two subgroups. They can occur in

• electronic control system,
• mechanical and hydraulic parts of the gearbox.

If a malfunction occurs, the automatic transmission goes into emergency mode, that is, it goes into third speed and does not switch. The corresponding icon appears on the display.

If problems have arisen with the electronics, then it will not be possible to fix them by repairing the automatic transmission. Therefore, it is important to understand the nature of the faults.

In diagnostics, the main thing is to collect the necessary information and interpret it correctly. Therefore, it is better to consult a specialist. Determine what the problem is at the service station, and take care of the repair yourself. Without proper experience and equipment, you will spend a lot of time on diagnostics. There are mechanical and computer diagnostics.

General scheme of diagnostic procedures:

• check the oil,
• check the operation of the engine at idle speed, the connection points of the wiring and cables,
• determine the error codes of the operation of the control units (CU) of the gearbox and engine,
• check the box on a car without movement,
• check the automatic transmission in motion,
• check the pressure inside the control system.

If the cause of the malfunctions is electronics problems, then most likely you will not need to dismantle and disassemble the automatic transmission. Diagnostics of malfunctions in this system is carried out by the control unit. It monitors the sensor signals, the transmission ratio and the resistance of the output circuits. Malfunctions of such parts and assemblies may occur:

• input sensors,
• electronic control unit,
• executive devices of the control system,
• violation of the integrity of the electrical wiring connections.

The transmission computer receives signals from various sensors. If some parameters are out of order, it writes the code of this problem (DTC) into memory. You can decrypt such numbers using a special scanner.

These are the main problems of the automatic transmission itself. They are conventionally divided into three subgroups:

1. Damage to friction groups, bushings and housings, calipers, planetary gear sets, pump and other mechanics.
2. Defective transformer. This includes:
   • breaks in the splines of the wires,
   • mechanical destruction of the blades,
   • overrunning clutch,
   • wear of the main blocking clutch,
   • depressurization of the piston oil seal.
   • Problems with the mechanics of the hydraulic plate.

If the diagnostics were successful and you cannot do without dismantling, then we proceed to this stage of the automatic transmission repair.

You will need a special lift, or at least a viewing hole. As well as a transmission jack and a set of keys. It is better to perform this procedure in a specially equipped garage or box. It will not be superfluous to invite several physically strong guys to help you move the removed box. Its weight is beyond the strength of even a very strong person. Further action plan:

1. disconnect all communication tubes and cables;
2. unscrew the torque converter mounting bolts, as well as the motor flywheel membranes;
3. remove and move the gearbox;
4. assess the scale of the breakdown and start repairing.

Before removing the gearbox, the oil does not need to be drained from it. However, then do not forget to substitute the container at the place where the oil supply pipes are attached when you disconnect them - otherwise you will get an ugly puddle under your feet.

All actions must be careful. Sudden movements can damage the splines on the input shaft of the diaphragm.

It is better to do automatic transmission repair with your own hands, having it at hand proprietary manual and a printed diagram of the gearbox. First you need to inspect all the systems that serve the gearbox, mounts and blocks. Then we proceed to the repair. For this:

1. We disassemble the gearbox, wash and dry the parts and check them for defects.
2. We change all gaskets, seals, as well as worn out parts.
3. Remove the inhibitor block and sump. We clean out the dirt inside.It looks like metal magnetic shavings.
4. We remove the wiring of the ring from the plug and push them inside the plug.
5. Remove the valve body, loosen the brake band bolts. We wash the valve body.
6. We check the clutches, gears and planetary gears for wear. We will replace it if there is such a need. All internal rubber bands must be changed!
7. We open the oil pump. We check all the details, especially the filter. We change what has already served its term. We use the manual so as not to swap parts.
8. We take out the valves and springs. We wash the valves. Their sticking can be the reason for incorrect operation of the automatic transmission. Replace the accumulator springs if they are broken.
9. Putting everything back into place. It is important not to confuse anything!
10. We replace rings and friction bolts.
11. We check the gear shift assembly and the large piston and put the oil pump in place.

Assembly takes place upside-down.

There are some points that it is advisable to take into account when repairing. Often a transmission problem is related to the filter. It will not be possible to change it without removing the valve body. And when it is removed, the gasket breaks. To replace it, you will need to disassemble the valve body completely. The same applies to the accumulator spring from first to second gear. A special stopper does not allow you to remove it without disassembling the valve body. All valve body gaskets are very similar, do not mix them up. Assembling the valve body, we tighten it with a torque wrench. It is important not to overtighten here.

If all the breakdowns are eliminated, we install the automatic transmission. The moment is responsible, haste is inappropriate here. During these works, the following recommendations should be adhered to:

• When installing the automatic transmission in its place, the diaphragm is checked for end runout using an indicator head. If such a defect occurs, then it must be replaced.
• The radiator is flushed until the gasoline is clean. Then a liter of transmission oil is poured into the gas turbine engine and put on the input shaft. You need to achieve a secure connection and a complete fit. Then you need to dock the engine with the box along the guide centering pins. The crankcases must abut completely.
• Tightening the bolts in the box is the next step. After that, the absence of gaps along the entire plane is checked. After connecting all the highways, the correctness of the connections is checked.
• At the final stage, oil is poured and the operation of the automatic transmission is checked at low engine speeds.

Beginning the installation of the box, be sure to check for the presence of centering pins on the crankcase flange - there should be two of them. If at least one is missing, the automatic transmission cannot be attached.

Automatic transmission repair and diagnostics do it yourself - not an easy, but feasible task. Choosing a car with an automatic transmission, novice car enthusiasts believe that repairing it at home is impossible. This is not true. But before deciding to carry out such important work at home, you need to weigh all your possibilities. Then you will not be in for unpleasant surprises during the renovation.