DIY repair of automatic transmission zf 6hp26

In detail: do-it-yourself repair of automatic transmission zf 6hp26 from a real master for the site my.housecope.com.

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

6-speed automatic transmission BMW

26, 861 - oil pump
43 - pump support
61 - clutch housing
509 - sun gear
225 - planetary inductor
22 - turbine shaft with clutch housing

35 - central support
27 - planetary gear
74 - epicycle
81 - output shaft with parking
851 - shank

Scheme of engaging clutches and solenoids in gears:

Development of a six-speed automatic transmission ZF 6HP26 was conducted jointly by ZF specialists and minders from BMW. In 2001, this model of automatic transmissions began to be used on rear-wheel drive cars belonging to the premium class. Initially, the AKKP ZF 6HP26 was used on the BMW 7 Series and the X5 crossover. Subsequently, under licenses, the six-speed gearbox ZF 6HP26 began to be used on Jaguar, Ford, Land Rover and other cars.

On the basis of this modification, the transmission was made for all-wheel drive and front-wheel drive vehicles, which was installed on Volkswagen and Audi. It should be noted that the maximum torque for the gearbox is 750 Newton meters. This allows the transmission to be used with six-liter engines. In total on the base automatic transmission ZF 6HP26 about a dozen different modifications were made, which differed in clutches, the maximum power indicator of power units working in tandem with the transmission. In the manufacture of the ZF 6HP26 automatic transmission, the engineers combined the gearbox hydraulics and the computer control unit. As a result, it was decided to install a computer control unit inside the gearbox. This negatively affected the reliability indicators. Transmission computer brains often fail and require expensive repairs. So, for example, the cost of replacing mechatronics is about a thousand dollars.

Video (click to play).

Among the common failures of this modification of the gearbox are problems with the friction clutch and computer control. In some cases, there are malfunctions in the operation of the control loops, through which commands are transmitted to the executive units. In this case, replacing failed loops and power cables is very laborious, so it is necessary to dismantle and untwist the entire gearbox. At the same time, the cost of replacement cables and loops is not too high. We also note the criticality of the gearbox to the quality of the lubricant. That is why it is recommended to change the gearbox oil every 50,000 kilometers. This work is carried out simultaneously with the replacement of the filter element.

Date of publication: 01 June 2018. Category: Secrets of cars.

This 6-speed transmission was developed jointly by specialists from ZF and BMW. Since 2001, the ZF 6HP26 has been installed on the seventh series model and X5 BMW crossovers, and later it was used on the Audi A8, Range Rover and other premium cars.

In total, based on automatic transmission ZF 6HP26 made about ten different modifications, different in power.

The maximum torque that this transmission can withstand is 750 Nm, which makes it possible to use it in tandem with very powerful motors. Structurally, engineers have combined a hydraulic clutch mechanism and a computer control unit in the ZF 6HP26. Moreover, the latter was installed right inside the box itself, which was not the best way to affect maintainability and reliability.

Servicemen distinguish several typical breakdowns of the ZF 6HP2 "machine":

ECU breakdown, "Brainwashing" boxes. It happens due to overheating when the oil temperature reaches 130 degrees. In this case, the electronic control unit will definitely fail, which will notify the driver by switching to emergency mode. The solution to the problem is to replace the mechatronics board itself, which is calculated in thousands of cu.

malfunction of solenoids. The reason is dirty oil, extreme temperatures. The plastic parts of the damaged solenoids change color, so visually the differences are very noticeable. Well, the owner will guess that the box requires a new set of solenoids, for jerks, jerks and incorrect shifting.

bushing wear... A very common problem, just related to the maintenance of the box. If the oil is rarely (or never) changed, the friction of the parts in the box increases. As a result, the bushings are broken, and then - as luck would have it, until the main shaft fails and other costly threats.

faults with drum E. This drum is responsible for the inclusion of gears, from fourth to sixth. His problem is a crack in the case. It happens due to the harsh operating conditions of the box: frequent accelerations, especially on a cold engine, slipping, etc.

torque converter problem. At high mileage, the lock piston is polished to a high shine until it starts to slip. As a result - the strongest vibration of the box, the so-called "washboard" effect. Here is the same problem - the sharper maneuvers and harsh operation the driver prefers, the faster the torque converter will fail. Well, for a high-quality repair and restoration of the ZF 6HP2, in addition to the torque converter, it will be necessary to change the filter (sump), and solenoids, and bushings with friction discs - plus a set of gaskets and oil seals. The result is a disappointing repair cost.

Nevertheless, with gentle operation and competent maintenance, the ZF 6HP26 is a fairly reliable unit.

Experts strongly recommend changing the transmission oil in the box every 50 thousand kilometers. Change the filter element at the same time as the oil.

Also, avoid sudden maneuvers and accelerations. Otherwise, repairs cannot be avoided, which will hit the budget.

Don't Miss: The Best and Worst BMW Engines in Our Reviews.

Repair of any automatic transmission from 1 day

CVTs, DSG, torque converters, new and reconditioned automatic transmissions, spare parts

# 1 Post matoo »Sun Aug 30, 2015 8:45 am

Good day members of the forum.

car: X5 E53 2005 4.4 6HP26 USA

A bit of background.
In general, my automatic transmission pushed from 2 to 1 at a full stop (but not much), slipped from 2-3 and from 3-4. Well, sometimes it jammed in first gear with a sharp start and until you drop the speed it did not switch to 2-3, etc.
If you go to a bump, and suddenly God forbid you have to stop, then when starting off there was first a hangup then a blow.

It was decided to send the automatic transmission to Moscow to ZF Master for exchange for another automatic transmission. Of course, I was pleased with the 6 months warranty. Everything is shown so cool on the site. wash the automatic transmission, all parts are carefully changed, etc.

The price for the exchange was announced at 55,000 rubles.

So I signed up, explained everything to the manager.
She told me how to deliver the automatic transmission from the Stavropol Territory to them.
Sent by PEC. Alas, I forgot to remove the crankshaft sensor.

We got an automatic transmission. Mechanic call. Question: In general, what did you have with the automatic transmission?
I described the behavior of the automatic transmission. He said that my clutches were burned, well, the mechatron was completely dead. But he explained it as if it were all the rules with automatic transmission in fact.

The price of 35,000 rubles was announced for the mechatron
Oil 12l 10000r
automatic transmission exchange: 55000
Total: 100000r
+ delivery back and forth. 2500r

I asked how long it would take to repair the automatic transmission, I was told that it would be shipped during the day and the next day.
If my memory serves me, they sent me an automatic transmission in 5-6 days.

Arriving at PEC, I thought, well, that's it. super automatic transmission, and now she will live for a long time as I ride carefully.

In general, the automatic transmission came my (since I marked it for interest). The outside was as dirty as it was. and not as shown on the site in the video.
Pipe (Breather broken off) There is no crankshaft sensor.

I look everywhere like a new sealant. I think yes that dirty garbage. wash it right now. the main thing is that it has been sorted out.

I am writing a letter, asking where is the warranty card, to which the manager told me that he would be sent later. To this day, he is not.

In general, the automatic transmission is in place. There is oil.
We put it. We fill with Oil, about 9.5-9.8 liters are included; They did everything as it should, and drove them out according to the regimes.

The diagnostician makes a reset of the automatic transmission on the computer.

Test drive. Shifts hard between gears. when D or R is turned on, the car pushes.

We start driving. The aftershocks remained. The machine for 1 gear does not jam.

Check the oil level again. Everything is okay.
after a couple of days we check the level again. Everything is okay

I am writing to the manager on this matter.
She answers: call back the specified number. calling. until nirazu no one picked up the phone.

At the moment, there is a push from 2 to 1. sometimes there, sometimes not, and sometimes insanely strong, this was not even before the renovation. And sometimes after stopping in 2-3 seconds a weighty push occurs.

Put the car down in the morning norm. does not kick, etc.

Hangs on a tubercle and hits the gearbox.

There seems to be no slippage, but with 1-2 it does not quite confidently switch with a loss of power.

In sports, in general, the car jerks and hits the gearbox.

So in the end. on a cold car there is no push from 2 to 1.
After standing in a traffic jam, tremors begin. and the longer they stood, the stronger the kick.
IF on hot gas to the floor and accelerate with tachometer spin up to 5000-6000 rpm, then the kick disappears. But hanging out in traffic is back again. very annoying.

And also the feeling that the car is being held by the butt. The engine was changed in the spring. took from Japan, with 65000 km mileage, moreover, the donor still drove a day. the car was flying, but on my X5 it barely trudges. as if you are forcing her to go.

Explain to me comrades. I paid 35000r for the restored mechatron, 55000 for the automatic transmission itself, and the automatic transmission does not work like new. What could be the problem?

ZF automatic transmissions have been installed in Land Rover vehicles since the 1970s.For example, the ZF 4HP24 gearbox was installed in Range Rover LP series and Discovery 2 in the 90s.Since 2002, Range Rover with BMW M62 engines has been fitted with a ZF 5HP24 gearbox.The 8-speed ZF 8HP70 gearbox is also installed on Land Rover vehicles. How can the end consumer understand that he has exactly the ZF 8HP70? If in the passenger compartment you change gears using the gear lever, then this is not a ZF 8HP70. This box is always switched by a washer. Its management is completely electronic.Another compact and fairly reliable transmission that is installed on Land Rover vehicles is the ZF 9HP48. It is installed on cars with a transverse power unit: Range Rover Evoque from the 2014 model year and Discovery Sport.In this article we will tell you about one of the most common boxes - ZF 6HP26. It can be found on Land Rover vehicles from 2004 to 2012, on the 2.7 TD, 3.6 TD, 4.4 AJ and 4.2 SC, 5.0 AJ engines.A very common failure of this box (most often on 2.7 TD engines, less often on 3.6 TD engines) is vibration during acceleration. During smooth acceleration, when you drive 60-80 km / h, vibration appears after engaging third gear. This is a lock-up defect in the torque converter due to clutch wear. The blocking is triggered after the third gear.The torque converter lock-up mechanism (lock-up piston and lock-up clutches) is located near the bottom of the converter itself. Wear of the clutches, as well as the working surfaces of the piston and the bottom of the transformer, plus a defect in the shaft seal, through which the pressure from under the piston enters and is released and causes vibration.It is impossible to open the torque converter just like that, it is welded. This requires a special machine. To remove the lock piston ring, on which the working surface is welded, again a special one is required. Therefore, the first thing the torque converter is sawn at the weld and opened.After that, the locking mechanism is opened to provide access to the clutches.The clutches are replaced, the iron is replaced as needed and the working surfaces of the piston and the bottom of the transformer are brought up to working condition, plus the obligatory replacement of the shaft seal. The seal suffers a lot, because the transformer is the "heating pad" of the gearbox, it is the mechanism that creates the temperature and is the most thermally loaded element of the gearbox. The torque converter is then assembled, welded, balanced and ready for installation.It costs about 3 times cheaper to repair a torque converter than buying a new one. The repair of the torque converter in our service takes about 4-5 hours for any car. The list of works for the repair of the torque converter: removal and installation of the automatic transmission, repair of the torque converter and adjustment of the oil level. All this takes 4-5 hours.The ZF 6HP26 gearbox still has a few minor faults.It is extremely rare to find a leak in the seal of the rear oil seal (shank) of the output shaft, which transmits torque to the transfer case.Sometimes there is an oil leak from under the seals of the automatic transmission cooling pipes.A pallet is installed at the bottom of the gearbox. This pallet also has a seal that sometimes leaks. The sump must be changed when changing the transmission oil.The new pallet has a gasket integrated under its shape, two magnets that collect steel shavings and a filter for collecting aluminum shavings. It so happens that microcracks form on the pallet body, as a result of which the automatic transmission oil begins to flow not through the seal, but directly from the body of the pallet itself.The pallet is a part of a one-time installation; it changes when the automatic transmission oil is changed. There are fake low rim pallets on the market and installing them may cause oil leaks. In case of oil leakage, do not buy or install Chinese pallets. Install either original or pick up a pallet from the manufacturer ZF.In our LR-West service, you can purchase both an original pallet and analogs, but these analogs will be from trusted suppliers. We give a 1 year warranty for spare parts and labor with no mileage limitation.We also use only original automatic transmission oil.There is one more nuance on the ZF 6HP26 automatic transmission. A plastic sleeve for the automatic transmission connector is installed on it, that is, the connector into which the wiring harness is connected, with the help of which this box starts to work fully. This bushing has two rubber seals. Sometimes it happens that oil leaks from under these seals.We recommend changing this bushing when changing the automatic transmission oil with replacing the pallet, which costs about 1000-1500 rubles. Installing a new bushing will minimize the chance of bushing leaking.The bushing of the automatic transmission electrical connector has pins corrosion. This is a rare malfunction, but it does occur. Pay attention if there is any corrosion on the connector pins. Even such a trifle can cause an indication on the instrument panel "automatic transmission malfunction".There are still places where automatic transmission technical fluids can leak. When removing the torque converter, we can observe the seal directly on the converter itself, which is located on the input shaft. It is through its gland that a leak can occur.In addition to the torque converter oil seal, there are two more seals that can leak through - this is around the circumference of the pump housing and between the pump housing and the gearbox housing.Leakage can also form through the bolts securing the pump housing to the gearbox housing, because there are rubber washers under them.The ZF 6HP26 gearbox has a malfunction in which the code "incorrect gear ratio 4-5 gears" is registered. This box contains the so-called "E" clutch housing with the shaft, which is the main cause of the malfunction.The "E" clutch housing is suspended from two bushings. The first is the pump hub, the second is the sleeve that is in it.The wear of these two bushings provokes burning of the clutches, which are located inside the clutch housing "E". This is the main cause of a malfunction in this transmission.It is important to understand that oil is supplied inside each shaft, that is, there is pressure inside each shaft. When these shafts are depleted, there is a backlash in the joint of the shafts, which should not be. When a backlash appears in the gearbox, a drop in pressure occurs, as a result of which proper clamping of the clutch "E" package does not occur and the clutches that are installed inside the housing begin to burn.But the drop in operating pressure in the area of the clutch pack "E" occurs not only in the area of this bushing, there is also another manifestation of the defect.It often happens that the body of the "E" clutch package itself begins to burst in the working area along the seam. It is for this reason "E" that a new clutch housing is always installed during the overhaul of the automatic transmission.The second element that must be replaced during overhaul of the ZF 6HP26 automatic transmission is the oil pump hub. It varies based on the total output of the bushing, because the sleeve is not separately detailed.The clutches are always changed as a set.The metal disc, called "steel", we look at the condition. Due to the high temperature, the "steel" also has to be changed sometimes, because it simply overheats. It depends on the condition in which the box came for repair.Planetary gears on all Land Rover transmissions have to be changed very rarely - this element is reliable. This is one of the most expensive gearbox parts.The oil is pumped by a gear-type oil pump. In the center of the oil pump there are two thorns, which the torque converter pilot clings to and rotates the pump. As a rule, a defect in the oil pump is a seizure on its body, risks are formed here and the pressure begins to drop, which is detrimental to the gearbox.The heart of the gearbox is called mechatronics. The mechatronic is the governing body and the most interesting and challenging part of the gearbox. Consists of two parts: TSM plastic part (electronics) and hydraulic part (iron).Previously, TSM stood separately under the hood or somewhere in the passenger compartment, and on the ZF 6HP26, the electronics are combined with the hydraulic control of the gearbox. This is the first transmission in a Land Rover to use plastic and iron together.Plastic separately from iron is not detailed. Therefore, when problems arise in the electronic part, you have to change the mechatronics completely.Directly the mechatronics itself will be half, and inside it there are elements that are subject to maintenance and replacement. Inside the mechatronics, so-called hydraulic accumulators are installed, which contribute to the smooth and soft switching of the automatic transmission. These accumulators are simply replaced if necessary.Also inside the mechatronics there is a separator plate that divides the two parts of the mechatronics. This is a reliable element and it rarely changes.One of the main parts of the transmission is the solenoids. With the help of solenoids (pressure regulators) on the car, the gears are switched on and off, the pressure in certain packages is regulated, and one of these solenoids performs the function that controls the blocking of the torque converter.Solenoids are detailed separately. During overhaul of the gearbox, the solenoids must be changed and replaced as a set (there are 7 of them in the ZF 6HP26 box: three yellow, three blue and one black).Thus, the scope of work during the overhaul of the gearbox is as follows: the hub of the oil pump always changes, the housing of the clutch "E" package always changes, the set of clutches is installed with a new one, all the solenoids are replaced, the accumulators are replaced, the mechatronics plate itself is changed if necessary, always performed repair of the torque converter, the gearbox is assembled on a set of new seals. After assembly and installation on the car, a full filling with new original oil in a volume of 9.5 liters is performed.To increase the service life of the ZF 6HP26 gearbox, we recommend:

Change the automatic transmission oil in a timely manner. Based on service practice, we recommend doing this once every 60,000 km.

When changing the automatic transmission oil, a new sump must be installed.

When changing the automatic transmission oil, we recommend installing a new automatic transmission connector sleeve, because it is installed directly from the inside.

When changing the automatic transmission oil, carry out a series of inspections for leaks. In our LR-WEST service, if we notice leaks, then before changing the automatic transmission oil, we recommend eliminating them.

If you have suspicions of incorrect operation of the automatic transmission, then come to the free complex of diagnostic measures in our service.

Our experts will conduct a test ride with you to identify incorrect shifting or incorrect operation of the gearbox.

Let's drive the car onto a lift and see the external leaks of the gearbox. If necessary, we will give our recommendations.

Let's check the software of the transmission control unit.

If necessary, check the oil level and quality.

All these diagnostic measures will be enough to have a general understanding of the state of the automatic transmission. The procedure takes approximately 40 minutes.I think it will be interesting to many. E66 750 2005 when switching from the first to the second and from the second to the third there were jerks. sometimes fired from a traffic light, although I didn’t accelerate much. from 3 to 2 and from 2 to 1 there were no jerks. I read the American forums that when changing the oil in the box, it is necessary to change the mechatronics adapter (glasses), the sealing sleeve of the mechatronics connector and 4 more small rubber bands, also some sealing bushings and the pan with the automatic transmission filter.I ordered everything. I bought oil RAVENOL ATF 6HP Fluid by all standards, it corresponds to the original BMW (BMW 83220142516; 83220144137) I read on bourgeois forums that they rolled it for 100 thousand and OK in Poland the price for it is $ 10-13 / 1 liter.On the official website of ZF there is a manual on the procedure for changing oil and these rubber bands.I drained the oil about 5 liters, disconnected the mechatronics chip, threw off the pallet, opened the chip seal retainer and took out the retainer itself, then unscrewed 10 TORX 40 screws and removed the mechatronics. another liter of 2 oil poured out.And here is the mechatronics adapter. he glasses) in front of me. took it out. IN TWO PLACES, HE WAS SHAKING. As the Americans write, this is precisely the problem of jerks. I changed it to a new one. I took out 4 rubber bands with a screwdriver, they are located below the automatic transmission above the mechatronics. new oiled and put in place. 2 elastic bands of the same length and two completely different. so one took out looked size. inserted a new one. and so with everything so as not to be confused. although I think they will only be in their place differently or will stick around or go deep. drained the rest of the oil from the mechatronics itself. and screwed it into place with the same ten TORX 40 screws.The most difficult thing was to insert the sealing sleeve of the mechatronics connector into place. did not want to fall into place. I had to knock on it and the retainer slammed shut as it became.I screwed on a new filter pan. poured oil until it poured through the hole. started the car. topped up the oil, again until it poured, tightened the filler screw. holding the wound car on the brake, switched all automatic transmission modes. and checked the oil level once again. and that's all)))After this replacement, there is not even a hint of jerks. everything is smooth and beautiful.List of what to buy:1. Oil 7 liters (I took RAVENOL ATF 6HP Fluid)2. Drip tray with filter 24 15 2 333 9033. Adapter mechatronics (glasses) 24 34 7 571 2114. Sealing sleeve of the mechatronics connector 24 34 7 588 7255.2 pieces of sealing sleeve L = 25.9MM 24 10 7 519 3146. Sealing sleeve L = 31,4MM 24 10 7 519 3157. Sealing sleeve L = 40,7MM 24 10 7 520 715ZF manual is attached))) spent 3 hours of time. in fact, you can fit into 2 a second time)))No. 2 Adapter mechatronics (glasses) 24 34 7 571 211No. 1 Sealing sleeve of the mechatronics connector 24 34 7 588 7255, 6, 7 - sealing sleeves respect. it will be useful to manyIt's simple if you read the manual) and inexpensive)

sergeu404 20 October 2014

this is a faulty valve 11 74 7 796 634 also causes shocks from 1 to 2

Could he be the reason for the jerks down from 3-2 or 2-1?

this is a faulty valve 11 74 7 796 634 also causes shocks from 1 to 2

Interesting infa. But is this a solution to all the problems that cause these tremors? It's too simple)

I think it will be interesting to many. E66 750 2005 when switching from the first to the second and from the second to the third there were jerks. sometimes fired from a traffic light, although I didn’t accelerate much. from 3 to 2 and from 2 to 1 there were no jerks. I read the American forums that when changing the oil in the box, it is necessary to change the mechatronics adapter (glasses), the sealing sleeve of the mechatronics connector and 4 more small rubber bands, also some sealing bushings and the pan with the automatic transmission filter.

I ordered everything. I bought oil RAVENOL ATF 6HP Fluid by all standards, it corresponds to the original BMW (BMW 83220142516; 83220144137) I read on bourgeois forums that they rolled it for 100 thousand and OK in Poland the price for it is $ 10-13 / 1 liter.

On the official website of ZF there is a manual on the procedure for changing oil and these rubber bands.

I drained the oil about 5 liters, disconnected the mechatronics chip, threw off the pallet, opened the chip seal retainer and took out the retainer itself, then unscrewed 10 TORX 40 screws and removed the mechatronics. another liter of 2 oil poured out.

And here is the mechatronics adapter. he glasses) in front of me. took it out. IN TWO PLACES, HE WAS SHAKING. As the Americans write, this is precisely the problem of jerks. I changed it to a new one. I took out 4 rubber bands with a screwdriver, they are located below the automatic transmission above the mechatronics. new oiled and put in place. 2 elastic bands of the same length and two completely different. so one took out looked size. inserted a new one. and so with everything so as not to be confused. although I think they will only be in their place differently or will stick around or go deep. drained the rest of the oil from the mechatronics itself. and screwed it into place with the same ten TORX 40 screws.

The most difficult thing was to insert the sealing sleeve of the mechatronics connector into place. did not want to fall into place. I had to knock on it and the retainer slammed shut as it became.

I screwed on a new filter pan. poured oil until it poured through the hole. started the car. topped up the oil, again until it poured, tightened the filler screw. holding the wound car on the brake, switched all automatic transmission modes. and checked the oil level once again. and that's all)))

After this replacement, there is not even a hint of jerks. everything is smooth and beautiful.

List of what to buy:

1. Oil 7 liters (I took RAVENOL ATF 6HP Fluid)

2. Drip tray with filter 24 15 2 333 903

3. Adapter mechatronics (glasses) 24 34 7 571 211

4. Sealing sleeve of the mechatronics connector 24 34 7 588 725

5.2 pieces of sealing sleeve L = 25.9MM 24 10 7 519 314

6. Sealing sleeve L = 31,4MM 24 10 7 519 315

7. Sealing sleeve L = 40,7MM 24 10 7 520 715

ZF manual is attached))) spent 3 hours of time. in fact, you can fit into 2 a second time)))

those. mechatronics can not be changed? as everyone says. it is only necessary to replace this list of spare parts and the headache will pass)

There is probably someone as lucky. in any case, if the mechatronics adapter is cracked, then it will not work correctly. there will be no required fluid pressure at the inlet or outlet of the mechatronics. or both. depending on where the adapter is broken

Excellent infa, tell the author, how much will your service cost if I come to you with this list of spare parts?

I suspect that it’s like a hare a brake light, but still.

Excellent infa, tell the author, how much will your service cost if I come to you with this list of spare parts?

I suspect that it’s like a hare a brake light, but still.

The garage is full of motorcycles. so it won't work for me. but I can advise an intelligent person if that)

After completing work, check the oil level.

Failure to comply with this rule will result in serious damage to the automatic transmission!

Remove the exhaust system.
If necessary, detach cross member for exhaust system from gearbox.
If necessary, remove the left and right heat shields.
Remove the transmission cross member.

Disconnect the cable (1).

Hold the clamping sleeve (1) and loosen the nut (2).

Remove bracket (3) downwards with a screwdriver.

Remove the cable drive (4) from the holder.

Using a screwdriver, disconnect the cable end (3) from the ball head of the balancer.

Disconnect the cable (1).

Electrostatic discharge can damage the mechatronics. Therefore, do not touch the pins in the connector. After completing this stage of work, insert the special tool immediately.

Insert special tool 24 2 390 into grommet (1).

Mark the position of the sealing sleeve.

Remove the grommet (1).

Push on the grommet slightly (projection at the top). Turn so that the lug is in the recess in the gearbox. Push in the grommet.

Do not damage the lip on the gasket!

Like many other popular transmissions of the early 2000s, this automatic transmission was developed by German engineers at ZF Friedrichshafen AG as a six-speed transmission for passenger cars. The box was developed on the principle of planetary gears and differed from its predecessors in its smaller size and its ability to transmit the maximum number of gear ratios with a minimum number of components. This automatic transmission is still installed on passenger cars of the following brands: Hyundai Genesis V8, Kia, Jaguar, Range Rover, BMW, Audi, Ford and many others.

A clear advantage of this automatic transmission modification is its high efficiency, which is comparable to manual transmissions.

Problem areas of automatic transmission ZF 6HP26:

As you can see, in most cases, quite powerful cars with a reinforced power unit are equipped with such a transmission. Due to the high load, the torque converter is the first to fail by slipping (for more economical driving), and damage to the oil pump is also possible. In conditions of frequent driving on uneven road sections, a certain shift in gear shift adaptations and shifting jolts may occur. Sometimes resetting the automatic transmission adaptations helps to avoid such a problem. If it does not work out, contact a professional automatic transmission repair service.

Among the design disadvantages of this transmission, the first place is taken by the insufficient processing of the inner surface of the clutch drum C-D, which does not exclude a quick deformation of the clutch piston seal.

How to avoid problems with the ZF 6HP26 automatic transmission?

There is no unequivocal answer to this question, however, as in most other situations, respect for your car and regular technical inspection help greatly. A careful attitude implies a "humane" ride without sudden jerks and braking, minimal wheel slip and pre-warming the car before driving. In winter, it is necessary to warm up the car for at least 10 minutes, and also exercise vigilant control over the oil level in the box and replace it as necessary. The transmission filter is also subject to regular replacement.

A few words about the quality of oil for automatic transmissions: always choose oil of high-quality well-known brands, since it liquefies more slowly and has a good effect on automatic transmission components of the ZF 6HP26 brand.

Our car service has extensive experience in diagnosing and repairing cars with automatic transmissions of the ZF6HP26 model and provides up to 2 years of warranty for all transmission work performed by the technicians of the technical center. We strive to give confidence to our clients and offer only a professional approach to our business.

The ZF 6HP26 automatic transmission is installed on the following vehicles:

Maybe someone will need

First oil change, mechatronics, troubleshooting

Hello everyone, there was a vibration from 1000-1500 rpm, I wang an automatic transmission on a bagel, in fact, what kind of offices.

Hello everybody. Maybe someone has contacts of an intelligent repairman.

Actually the question is in the title. We have m57n 204hp. on all-wheel drive.The box starts to show sim.

I am looking for an automatic transmission 5hp19 for m54b22, without a horse run, the price is no more than 35,000 rubles. Bomb is better in Lee.

Thanks to all! Drive by car.

In inpe, I ran through the current data such: BMW part number 1423690. Software number 1423914. Ass.

The Mechatronic valve body is located in the lower part of the gearbox of the Audi ZF 6HP26 automatic machine and is covered with an oil pan.

The valve block houses the TCM, electrical actuators, speed sensors, and control valves that provide electro-hydraulic control of the transmission.

The valve body of valves Mechatronic automatic transmission Audi ZF 6HP26 includes the following parts and assemblies:

- solenoid valves for pressure regulation

- gearshift solenoid valve

- hydraulic slide valve

- Manual selector valve

- Turbine wheel speed sensor

- Output shaft speed sensor.

On the bracket on the right side of the automatic transmission, in front of the selector shaft lever, a radio interference suppressor is fixed.

The RFI suppressor is connected to the transmission wiring harness and provides attenuation of electromagnetic interference from the solenoid valve during operation and affecting the audio system.

Fig. 127. Automatic transmission ZF 6HP26 - valve body Mechatronic

1 - Position sensor, 2 - Cracker (slider), 3 - Range spool, 4 - Position sensor assembly, 5 - Electronically controlled pressure control solenoid valve (EPRS), 6 - Solenoid valve, 7 - EPRS valve 4, 8 - EPRS valve 5, 9 - EPRS valve 3, 10 - EPRS valve 2, 11 - EPRS valve 1, 12 - Electrical connector, 13 - Transmission control module (TCM), 14 - Valve box, 15 - Valve plate, 16 - Torque converter non-return valve, 17 - Clutch check valve, 18 - Component seal, 19 - Accumulators, 20 - Intermediate plate

Fig. 128. Valve box details, automatic transmission Audi

1 - Range spool, 2 - Lubrication valve, 3 - Torque converter pressure control valve, 4 - Line pressure regulator, 5 - Torque converter clutch valve, 6 - Non-return valve - clutch E, 7 - Clutch valve E, 8 - Clutch valve A , 9 - Valve box, 10 - Bolts, 11 - Non-return valve - clutch A, 12 - Non-return valve - clutch B, 13 - Pressure reducing valve, 14 - Switching valve 1, 15 - Non-return valve - brake D, 16 - Switching valve 2 , 17 - Damper, 18 - Electronically controlled pressure control solenoid valve (EPRS), 6, 19 - Solenoid valve 1, 20 - EPRS valve 4, 21 - EPRS valve 5, 22 - EPRS valve 2, 23 - EPRS valve 3, 24 - the EPRS valve 1

Fig. 129. Valve plate parts

1 - Non-return valve - brake D2, 2 - Clutch valve - brake D2, 3 - Clutch valve B, 4 - Valve plate, 5 - Clutch valve - D1 brake, 6 - Clutch valve - brake C

ZF 6HP26 Automatic Transmission Solenoid Valve for Electronic Pressure Regulation (EPRS)

The Mechatronic valve body contains six electronically controlled pressure control (EPRS) valves. The solenoid valves are controlled by pulse width modulation (PWM) signals from the TCM.

The solenoid valves convert the electrical signals into hydraulic control pressure proportional to the signals, which is used to actuate the slide valves and ensure accurate automatic transmission.

The table below lists the EPRS valves and their functions:

1 - Coupling A
2 - Coupling B
3 - Coupling C
4 - clutches of brakes D and E
5 - Regulation of the main pressure
6 - Control of the blocking of the torque converter

Valves EPRS 1, 3 and 6 of automatic transmission ZF 6HP26 for cars Audi A4, A3, Audi A6, A8, BMW X5, Range Rover have a falling pressure characteristic with increasing signal current and differ in the black color of the electrical connector cap. The TCM controls the solenoid valves using PWM signals.

The TCM monitors engine load and clutch slip and adjusts the solenoid duration accordingly.

The solenoid valves have a 12 V operating voltage and operate in a pressure range of 0 - 4.6 bar (0 - 67 lbf / in2).

EPRS valves 2, 4 and 5 have a rising pressure characteristic with increasing signal current and are distinguished by the green color of the electrical connector cap.

These valves are normally open and are designed to regulate the flow of the working fluid. The TCM controls the solenoid valves with PWM signals on the ground line to increase or decrease the clutch pressure as required.

The solenoid valves have a 12V operating voltage and operate in a pressure range of 0 - 4.6 bar (0 - 67 lbf / in2). The coil resistance of the EPRS valve solenoid is 5.05 ohms at 20 ° C (68 ° F).

Control solenoid valve for automatic transmission ZF 6HP26

The valve body of the Mechatronic Audi automatic transmission is equipped with a shift solenoid valve (SV). This solenoid valve controls clutch engagement by converting electrical signals from the TCM into fluid pressure.

The shift solenoid valve is an on / off valve controlled by the TCM by commutation of the ground line.

In addition, the TCM supplies power to the solenoid valve.

Video (click to play).

By activating the solenoid valve according to the program, the TCM controls the clutch and thus changes the gear ratios and provides gear changes. The coil resistance of the valve solenoid is 26 - 30.4 ohms at 20 ° C (68 ° F).