24 01 03 (040)

Introduction

The 6‐speed automatic transmissions were jointly developed by BMW and ZF (Zahnradfabrik Friedrichshafen).

> E53, E83, E85, E86 [System overview …]

> E60, E61, E63, E64 up to 09/2005 [System overview …] > E60, E61 from 09/2005 until 03/2007 and

E63, E64 from 09/2005 until 09/2007 [System overview …]

> E60, E61 from 03/2007[System overview …]

> E60, E61 from 06/2007 with sport automatic transmission and E63, E64 from 09/2007 with sport automatic transmission [System overview …]

> E65, E66 [System overview …]

> E70 [System overview …]

> E81, E87, E90, E91, E92, E93 [System overview …]

Depending on the model concerned, the automatic transmission is either standard or special equipment (option 205).

> E60, E61 from 06/2007

From 06/2007, besides option 205 ”Automatic transmission”, option 2TB ”Sport automatic transmission” is also available.

The special equipment ”Sport automatic transmission” includes, amongst other features, gearshift paddles and a SPORT button.

> E63, E64 from 09/2007

Option 205 ”Automatic transmission” is discontinued.

On E63, E64 vehicles, only option 2TB ”Sport automatic transmission” is available. Depending on the model concerned, the ”sport automatic transmission” is either standard or special equipment.

The sport automatic transmission differs from the automatic transmission as follows:

Shift paddles on steering wheel

SPORT button in the selector lever trim

Sport program also possible in selector lever position ”D”

Separate gear selector switch (GWS)

To suit engine with higher torque, the automatic gearboxes have different levels of power. The automatic transmissions thus differ, e.g. through different torque converters.

Depending on the engine fitted, the following 6‐speed automatic transmissions are fitted:

GA6HP19Z (designed for maximum torque of 400 Nm)

GA6HP19Z TU (designed for maximum torque of 400 Nm)

GA6HP26Z (designed for maximum torque of 600 Nm)

GA6HP26Z TU (designed for maximum torque of 650 Nm)

GA6HP32Z (designed for maximum torque of 750 Nm)

(technical updates, e.g. of transmissions, are indicated with the letters ”TU”.)

The automatic transmission requires 5 multi-plate clutches to shift between the 6 gears: Three drive clutches and two brake clutches. [system overview …]

Electric steering lock discontinued: On vehicles with automatic transmission, the electric steering lock is discontinued as follows:

E90, E91, E92, E93 from 12/2006 only US version

E60, E61 from 03/2007

E63, E64 from 09/2007

E70 as from series launch

Brief component description

The automatic transmission consists of the following components:

Mechatronics module

The automatic transmission is controlled by the mechatronics module. The mechatronics module is a combination hydraulic unit and electronics module.

The hydraulic unit is the hydraulic part of the transmission control unit. The electronics module contains the

EGS control unit, the sensors as well as the transmission-internal electrical connections. (EGS is the abbreviation for electronic transmission control)

[more …]

Selector lever, selector lever position display

> E53, E81, E83, E85, E86, E87, E90, E91, E92, E93

> E60, E61 up to 03/2007

> E63, E64 up to 09/2007

The selector lever has the following positions:

P for Park

R for reverse gear

N for Neutral

D for Drive = automatic mode

M/S M for manual mode = Steptronic, S for sport program = automatic mode with sporty map The selector lever position display is located in the selector lever trim. [more …]

> E65, E66

The selector lever is located on the steering column.

The selector lever has the following positions:

P for Park

R for reverse gear

N for Neutral

D for Drive = automatic mode

The selector lever position display is located in the instrument cluster.

GWS: Gear lever switch

>E60, E61 from 03/2007 >E63, E64 from 09/2007

> E70

The gear selector switch is configured as a control unit in its own right. With the gear selector switch, instead of being actuated mechanically, the transmission is now actuated electronically.

[more …]

SPORT button for Dynamic Driving Control

> E60, E61, E63, E64 with Sport automatic transmission

Dynamic Driving Control (FDC) is activated with the SPORT button: Gearshift times are shortened and the shift characteristics are made more sporty. The engine responds more spontaneously to movements of the accelerator pedal. The steering and holding forces of the steering tuned for a sportier feel – for Servotronic or active front steering (AFS). Active Front Steering). AFS includes Servotronic.>>E70

On the E70 with the option ‘Adaptive Drive’, only the damping characteristics are changed (normal or sport).

Steering wheel with buttons for sport program and manual mode

> E65, E66

The steering wheel has a button for selecting the program. The following drive programs can be selected in a predefined sequence: Sport program, manual mode or automatic mode.

The steering wheel also houses the buttons for changing up and down in manual mode. Program selection and control in manual mode are described in the Owner’s Handbook.

Shift paddles

Vehicles with gearshift paddles:

In addition to the sequential gear selection with the selector lever, the gears can also be selected using the 2 shift paddles on the steering wheel.

The shift pulse is transmitted electrically to the EGS control unit. With this gearshift method (”shift‐by‐wire”) there is no mechanical linkage between the gearshift paddles and the transmission.

Pull one of the gearshift paddles briefly to change up a gear.

Press one of the gearshift paddles briefly to change down a gear.

Instrument panel display

The drive ranges and drive program are displayed in the instrument cluster, the signal required for this is sent from the electronic transmission control.

CID: Central information display

> E60, E61, E63, E64, E70, E81, E85, E86, E87, E90, E91, E92, E93

The CID displays detailed information about the Check-Control messages in the instrument cluster.

The instrument panel controls these messages on the K‐CAN (body CAN).

In addition to the visual display, the Check Control also alerts the driver with acoustic signals. Depending on the importance of the associated message, a single or double gong with varying volume and tone will sound. Via the K-CAN (body CAN), the instrument panel assumes control of these warnings. Acoustic warnings are emitted by the M‐ASK (multi‐audio system controller) or CCC (Car Communication Computer). CD: Control display > E65, E66

The control display is the central display for the information and communication system.

The control display is used as an interface between the MOST and K-CAN data buses. (MOST = ”Media

Oriented System Transport”; K‐CAN = body controller area network”.)

Amongst other things, detailed information about the Check-Control messages in the instrument cluster are displayed on the control display.

The instrument panel controls these messages on the K‐CAN (body CAN).

The electronic transmission control requires signals from the following components (in alphabetical order):

Brake light switch

The signal from the brake light switch is needed for the function of the selector lever lock and the adaptive transmission control.

DME or DDE: Digital Motor Electronics and/or Digital Diesel Electronics

The DME or DDE sends messages about the current operating status of the engine to the EGS (e.g. engine speed or torque).

The EGS reports the current operating status of the transmission back to the DME or DDE.

: Dynamic stability control

The DSC optimises both driving stability when pulling away or accelerating and traction. Within the limitations of the laws of physics, DSC compensates for driving conditions such as over/understeering. As part of this process, dynamics driving signals (e.g. wheel speed, lateral acceleration) are sent to the DSC control unit. DSC transmits the processed signals regarding cornering, acceleration and winter detection to the EGS control unit.

Accelerator pedal module

The signal from the accelerator pedal module is needed for the adaptive transmission control.

JBE: Junction Box Electronics

> E70, E81, E87, E90, E91, E92, E93

The JBE is the data interface (= gateway) between the K‐CAN and the PT‐CAN. Signals from the F‐CAN are simply looped through. (K‐CAN = body CAN; PT-CAN = powertrain CAN; F-CAN = chassis CAN.)

The junction box consists of the JBE and the power distribution box. The power distributor provides power, amongst other things, for the gate pattern diagram and the EGS control unit.

KGM: Body gateway module

> E60, E61, E63, E64 from 09/2005

From 09/2005, the vehicle electrical system has been modified. The body gateway module (KGM) supersedes the SGM.

The KGM is the data interface (= gateway) between the K‐CAN and the PT‐CAN. (K CAN = body controller area network; PT CAN = powertrain controller area network.) The diagnosis wire is connected to the BGM. SGM: Safety and gateway module

> E60, E61, E63, E64 up to 09/2005

> E65, E66

The SGM is the data interface (= gateway) between the K‐CAN, byteflight and the PT‐CAN. (K CAN = body controller area network; PT CAN = powertrain controller area network.) The diagnostic cable is connected to the SGM.

System functions

The automatic transmission has the following system functions:

Adaptive transmission control

Overlap control Starter lock

Parking lock

Warming-up program

Engine intervention

Gearshift lock against downshifting

Reverse gear interlock

Selector lever lock (shiftlock)

Standstill decoupling

Interlock

Emergency program

Adaptive transmission control

As with earlier automatic transmissions, the 6-speed automatic transmissions offer the choice between a comfort program and a sport program.

The adaptive transmission control (component of electronic transmission control) adapts the shift characteristics of the comfort program and sport program to the driver’s wish and the driving situation.

In each of the two programs, the adaptive gearbox control switches on request from a basic characteristic map into a performance-oriented characteristic map:

Comfort program in selector lever position ”D”

The comfort program is based on 2 maps: The XE map (extreme economy) and the E map (economy). The EGS control unit normally chooses the economical characteristic map ”XE” (= basic characteristic map). In case of particular demands (e.g. load requirements), the system will change to the performanceorientated E map. If the input signals change in favour of a more gentle driving style, the system will change back to the more economical XE map.

Sport program at selector-lever position ”M/S”

The Sport program implements dynamic sports shift characteristics. In the sport program, there is the basic S map (sport) and the performance-orientated XS map (extreme sport). With a very dynamic driving style, there is a switch from the basic characteristic map ”S” to the performance-oriented characteristic map ”XS”.

The adaptive gearbox control takes account of the following requirements:

Adaptation to driver type

Driving uphill or trailer towing

Downhill driving

Braking deceleration and automatic upshift

Winter program

Adaptation to driver type

The adaptation to the driver type runs via the following values:

Kick fast

When the accelerator pedal is pressed down quickly, the shift program is changed accordingly. Here, the determined accelerator-pedal value is compared with threshold values in the EGS control unit. The result of this comparison is the proposal of one of the two possible programs (XE or E in comfort program, S or XS in sport program).

Cornering detection

The cornering detection reacts to the lateral acceleration of the vehicle with an indirect adaptation to the driver type.

Lateral acceleration is considered an indirect statement of the preferred driving dynamics and does not cause an immediate gearshift response (shifts when cornering could adversely affect driving stability).

Lateral acceleration is calculated from the signals from the wheel-speed sensors, from the yaw rate

and road speed.

Brake evaluation

The brake evaluation is similar to the procedure for the evaluation of the “kick-fast”. The braking deceleration is determined and compared with the threshold values in the EGS control unit. The result of this comparison is the proposal of one of the two possible programs (XE or E in comfort program, S or XS in sport program).

The driver-type adaptation is restarted each time the vehicle pulls away from a standstill.

Driving uphill or trailer towing

This function is based on a comparison of the actual car acceleration with a nominal value. Taking account of the current operating condition of the engine, the acceleration on a trip with normal load on a float road is estimated. If the actual acceleration is significantly below the theoretical value, the function ”Hill ascent and operation with trailer” becomes active.

The design of the corresponding shift characteristics allows a high-speed driving style. Undesirable upshifts and frequent up/downshifts are eliminated or greatly reduced.

Downhill driving

When the EGS control unit detects a hill descent, it shifts to the next-lowest gear if the driving speed increases. This reinforces the brake effect of the engine. A downshift only takes place if the engine speed lies below the maximum number of revolutions of the next-lowest gear. The EGS control unit detects the hill descent by the signals from the throttle valve potentiometer (load), from the wheel-speed sensors (driving speed) and from the brake-light switch (brake operation).

Braking deceleration and automatic upshift

To brake the vehicle, the driver takes his or her foot from the accelerator pedal and operates the brake if required. According to the characteristic curve, closure of the throttle would trigger an upshift. These gear changes make no sense in conjunction with braking, as they prevent use of the engine braking effect.

The braking intention can frequently be recognised by a very rapid return of the driving pedal to the zero position. If such an action is detected, the upshift is suppressed for as long as the accelerator pedal is in the zero position and the vehicle is in overrun mode.

Winter program (only in selector-lever position ”D”)

If the drive wheels slip even at low acceleration, the winter program is activated automatically. The winter program ensures better traction by eliminating 1st gear. Early upshifts reduce the reaction on load change. The winter program is deactivated again if the wheels do not spin for several seconds during a high drive torque.

Overlap control

The overlap control ensures gentle shift characteristics as follows: in the overlap control, a number of multiplate clutches are used simultaneously. In the engaged multi-plate clutch, the pressure is reduced and simultaneously pressure is built up in the clutch to be engaged. The pressure decrease or pressure build-up is maintained until a synchronised speed is reached. Then, the hydraulic pressure for the multi-plate clutch to be engaged can be built up in full. Overlap control is active for all gearshifts from 1st to 6th gear and from 6th to 1st gear.

Starter lock

It is only possible to start the engine in selector-lever position ”P” or ”N”.

> E53, E83, E85, E86

The EWS (electronic immobiliser) evaluates the following signal from the EGS (Electronic Gearbox Control) for the start:

Selector-lever position ”P” or ”N” as signal via the direct line

> E60, E61 up to 03/2007

> E63, E64 up to 09/2007

> E81, E87, E90, E91, E92, E93

The CAS (Car Access System) evaluates the following signals from the EGS (Electronic Gearbox Control) for

the start:

The selector-lever position ”P” or ”N” as CAN message via the Powertrain CAN

Selector-lever position ”P” or ”N” as signal via the direct line

>E60, E61 from 03/2007

>E63, E64 from 09/2007

> E65, E66, E70

The CAS (Car Access System) evaluates the following signals from the EGS (Electronic Gearbox Control) for

the start:

The selector-lever position ”P” or ”N” as CAN message via the Powertrain CAN

Selector lever position ”P” as signal via the direct wire

As a general principle, the CAN message is used. If this is faulty or invalid, a switch is made to the signal from the direct line.

Parking lock

The parking lock blocks the gearbox output shaft. The vehicle is secured against rolling away. The parking lock is designed in such a way that on upward or downward inclines of up to 32 a secure hold is always ensured.

> E53, E81, E83, E85, E86, E87, E90, E91, E92, E93

> E60, E61 up to 03/2007

> E63, E64 up to 09/2007

When the vehicle is stationary, the parking lock is engaged purely mechanically via the selector lever (Bowden cable from selector lever to mechatronics module).

> E65, E66, E70

>E60, E61 from 03/2007

>E63, E64 from 09/2007

With the electric version of the parking lock, the parking lock is applied and electrically secured via a mechanical spring system in the transmission.

The parking lock is activated under the following conditions:

E65, E66

Pressure on the button on the selector lever and roadspeed signal less than 2 km/h.

Remote control removed from the slot and road speed signal 0 km/h. Engine ON

and

Transmission position ”D” or ”R”

and

Driver’s door open

and

Driver’s seat not occupied

(road speed signal less than 2 km/h).

By pressing the START/STOP button while the engine is ON Motor_EIN (change status of terminal 15 to OFF)

and

Transmission position ”D” or ”R”

and

Road speed signal 0 km/h.

E60, E61 E63, E64, E70

Pressure on the button on the selector lever and roadspeed signal less than 2 km/h.

Remote control removed from the slot and road speed signal 0 km/h. Engine ON

and

Transmission position ”D” or ”R”

and

Driver’s door open

and

Driver’s seat belt not fastened in belt buckle

and

Pedals not depressed

(road speed signal less than 3 km/h).

By pressing the START/STOP button while the engine is ON Motor_EIN (change status of terminal 15 to OFF)

and

Transmission position ”D” or ”R”

and

Road speed signal 0 km/h.

The parking lock is only released when the engine is ON. Reason: Only when the engine is ON is there enough hydraulic pressure to open the parking lock (mechanical emergency release possible).

> E65, E66, E70

If the parking brake (EMF = ”electromechanical parking brake”) fails, the parking lock can still be applied.

Example: A fault in the system prevents the parking brake from being moved from ”Hold” to ”Park”. In this case, the EGS control unit will engage the parking lock after a prompt from the DSC (master control unit for the electromechanical parking brake) and after a plausibility check.

The locking conditions are as follows:

E65, E66:

Selector lever in position ”N”

Speed 0 km/h

Engine OFF and ignition OFF

Selector lever position ”D” or ”N” or ”R” engaged

Speed 0 km/h

Warming-up program

The warming-up program is activated after each engine start with the engine temperature lower than approx.

60 C. In the warm-up program, the automatic gearbox remains in the performance-oriented characteristic map E or XS until a certain temperature is reached. The gears are only shifted at higher engine speeds. This enables the engine and the catalytic converter to reach their operating temperatures more quickly.

Up to a transmission oil temperature of approximately 35 C, the converter lockup clutch is neither controlled nor closed.

Engine intervention

During the shifting operation, the EGS control unit sends signals that influence the DME (Digital Engine Electronics) or DDE (Digital Diesel Electronics).

The DME then retards the ignition timing for a few milliseconds.

The DDE reduces the fuel quantity for a few milliseconds by reducing the injection period.

These measures briefly reduce the engine torque, improve shift quality, reduce the load on the gearbox, and shorten the shifting time.

Gearshift lock against downshifting

A gearshift lock prevents shifting into a lower gear until the engine speed lies below the maximum number of revolutions of the next-lowest gear. The engine-speed signal is transferred by the DME/DDE to the EGS control unit. The gearshift lock prevents damage to the engine and gearbox.

Reverse gear interlock

The reverse gear inhibitor electronically prevents reverse gear from being engaged when the vehicle is moving (forwards) at speeds over 5 km/h. If the specified driving speed is exceeded, the corresponding solenoid valves are not activated. This prevents multi-plate clutches B and D (for reverse gear) from being charged.

Selector lever lock (shiftlock)

> E53, E60, E61, E63, E64, E81, E83, E85, E86, E87, E90, E91, E92, E93

The selector lever is interlocked in the positions ”P” and ”N” by an electromagnet. The electromagnet is activated by the EGS control unit. The selector lever lock is engaged when selector lever position ”P” or ”N” is detected and the ignition (terminal 15) is ON.

Position change from selector lever position ”P” or ”N”:

A position change is only possible at road speeds of less than 5 km/h and if the brake is applied at an engine speed of less than 2500 rpm.

Standstill decoupling (depends on national version)

The standstill decoupling of the torque converter decouples the torque converter from the drive when the vehicle is at a standstill. Thus only a minimum load remains, and fuel consumption is reduced. Decoupling is effected by a clutch regulation system (clutch A) within the transmission (depending on the load signal and output speed).

Interlock

> E53, E83, E85, E86 and

E60, E61, E63, E64 up to 09/2005

The ignition lock is mechanically linked to the selector lever by a Bowden cable (as on the E38). The interlock only allows the ignition key to be removed when the selector lever is in position P.

Conversely, the selector lever can only be moved from position ”P” when the ignition key is in the ignition lock and turned at least to ignition ON.

> E60, E61 from 03/2007 and

E63, E64 from 09/2007 and

E65, E66 as well asE70

The remote control can only be removed when the CAS registers a roadspeed signal of less than 1 km/h. If the remote control is removed from the slot after the engine has been switched OFF, the parking lock will automatically be applied.

> E81, E87, E90, E91, E92, E93 and

E60, E61 from 09/2005 until 03/2007 and

E63, E64 from 09/2005 until 09/2007

The selector lever is bocked in position “P” by an electromagnet when terminal 15 is OFF. When the remote control is not in the slot, the selector lever is locked in position ”P”. When terminal 15 is activated, the EGS control unit applies current to the electromagnet and the selector lever is released. A microswitch registers the locking or unlocking of the selector lever. The micro-switch sends the signal to the CAS (Car Access System) to release the remote control.

Interlock without convenience access

If the selector lever is not engaged in position ”P”, the remote control cannot be removed from the slot. The selector lever is locked when the selector lever is in position P and the ignition is OFF. The remote control can be withdrawn.

Interlock with convenience access

The engine and terminal 15 (ignition) can only be switched off when the selector lever is in position ”P”.

Emergency program

The emergency program is activated on failure of the gearbox control or on detection of faults that lead to critical driving states. In the emergency program, the vehicle can still be driven with certain restrictions.

If the electronic transmission control fails (without current), the following forward gears can be engaged:

Failure in 1st-3rd gear -> emergency gear 3rd gear

Failure in 4th-6th gear -> emergency gear 5th gear A restart will be performed in 3rd gear.

Special situations (functions in the EGS)

> E60, E61 from 03/2007> E63, E64 from 09/2007> E70

Direction of travel change memory function The driver wishes to change from selector lever position “D” to selector lever position “R” or from selector lever position “R” to selector lever position “D”.

At v ≤ 5 km/h, the driver’s wish is carried out by the electronic transmission control (EGS).

At 5 ≤ v ≤ 10 kph selector-lever position ”N” is engaged by the electronic gearbox control; the display of the engaged drive position changes to the driver request for selector-lever position ”D” or selector-lever position ”R”.

The driver’s choice is stored. If the vehicle’s speed drops below 5 km/h within 1 second, the driver’s wish for selector lever position ”D” or selector lever position ”R” is carried out by the electronic transmission control. If the speed stays above this threshold, selector lever position ”N” remains and the display changes to selector lever position ”N”.

If v > 10 km/h, selector lever position “N” is engaged by the electronic transmission control

Parking lock memory function The driver wishes to engage selector lever position “P” (parking lock)

At v ≤ 2 kph, selector-lever position ”P” is engaged by the electronic gearbox control (EGS).

At 2 ≤ v ≤ 5 kph, the current selector-lever position remains; the driver request is stored. If a speed of 2 kph is undershot within 1 second, selector-lever position ”P” is engaged by the electronic gearbox control.

At v > 5 km/h, the driver’s choice is not accepted. The current selector lever position remains and the Check‐

Control message ”Transmission position P only at standstill” is displayed

Position ”N” hold timeIf v ≤ 2 km/h, the engine is OFF, selector lever position ”N” is engaged and the ID transmitter is inserted, the selector lever position ”N” hold time starts for 30 minutes. While this information is being sent by the electronic gearbox control (EGS), the function display remains on and selector-lever position ”N” lights up in the gearshift diagram. At the end of the holding time of selector-lever position ”N”, the display flashes and the Electronic Gearbox Control (EGS) engages selector-lever position ”P” after 10 seconds. If the selector lever is moved during the holding time of position ”N”, the 30 minutes of the holding time for selectorlever position ”N” start from the beginning.

Operation

The different automatic transmission drive positions are selected with the selector lever. When driving, there are the following possibilities:

D = Automatic mode

When the selector lever is in position ”D”, gears are selected by the adaptive transmission control.

Switching with rocker switches

If the rocker switches are used ti make a shift in selector-lever position ”D”, the automatic gearbox switched to the manual mode. If no gear is shifted within a time span of 6 seconds or there particularly high acceleration, the automatic gearbox returns to the automatic mode.

SD = Automatic mode, sport program

When the selector lever is moved to the right from position ”D” into the shift gate ”M/S”, the automatic transmission’s sport-shift program is activated. The display in the instrument cluster change from ”D” to ”SD”.

M1 to M6 = Steptronic

If the selector lever is in shift gate ”M/S” and is briefly moved to ”‐” or ”+”, the electronic circuitry changes to Steptronic. The sustained manual operation via selector lever or rocker switches becomes active. The display in the instrument cluster changes from ”SD” to M1 to M6. In\nmanual mode

(Steptronic), upshifts and downshifts\nare only executed by the transmission control if road speed and engine speed are suitable. Gearshifts that would result in an excessively high or low engine speed are suppressed.

Sport program via SPORT button

When the SPORT button is pressed, the electronics will change to the sport program regardless of the drive range engaged or the current selector lever position.

Notes for Service department

Observe the following information for service:

Service notes: [more …] Diagnosis: —

Encoding/programming: —

We can assume no liability for printing errors or inaccuracies in this document and reserve the right to introduce technical modifications at any time.