02' 4.6is Supercharged / 107k / Trans. Fail. Safe

[740ilDuke]

Damn...feels like its gone be awhile.

Originally Posted by burninator

I spoke to my shop yesterday and they said Vortech hasn't even touched mine yet, and it's been there since last Monday. Hopefully they'll get to it today!

[burninator]

Originally Posted by 740ilDuke

Damn...feels like its gone be awhile.

Sent to Vortech on 12/28

[RRPhil]

Without doubt, the single biggest problem with the 6HP26 is faulty solenoids. These cause the vast majority of issues with this transmission. The other main issues are:

• Transmission refuses to shift higher than 3rd gear (E-clutch slipping due to hydraulic leakage caused by wear in lead-free rear stator bush)
  
• Clunky 2-1 rollout shifts (Latest mechatronic firmware updates not performed)
  
• Clutch packs destroy themselves following fluid change and adaption reset (ECU cannot find new adaptions in time to prevent clutch plates burning up, due to change in friction coefficient)
  
• Complete loss of drive (Failure of output shaft spline through fretting corrosion due to lack of lubrication at factory)

Mechanically though, I would say it is a more robust transmission than the 5HP24. Having said that, Audi put the 5HP24A behind their 6.0 litre W12 engine and even the 353kW/560Nm Audi RS6 Plus, so the 5-speed running gear is certainly capable of handling more power/torque than the 4.6iS E53 delivers.

Phil

[wpoll]

Originally Posted by RRPhil

Without doubt, the single biggest problem with the 6HP26 is faulty solenoids. These cause the vast majority of issues with this transmission. The other main issues are:

• Transmission refuses to shift higher than 3rd gear (E-clutch slipping due to hydraulic leakage caused by wear in lead-free rear stator bush)
• Clunky 2-1 rollout shifts (Latest mechatronic firmware updates not performed)
• Clutch packs destroy themselves following fluid change and adaption reset (ECU cannot find new adaptions in time to prevent clutch plates burning up, due to change in friction coefficient)
• Complete loss of drive (Failure of output shaft spline through fretting corrosion due to lack of lubrication at factory)

Mechanically though, I would say it is a more robust transmission than the 5HP24. Having said that, Audi put the 5HP24A behind their 6.0 litre W12 engine and even the 353kW/560Nm Audi RS6 Plus, so the 5-speed running gear is certainly capable of handling more power/torque than the 4.6iS E53 delivers.

Phil

Wow - thanks Phil!

I've always wondered about the mechatronic firmware and the 2-1 slam - assume you are referring to the EGS module firmware. Does' anyone know exactly WHAT the latest version is (and more to the point WHERE it is... ).

And interesting comment about the adaptations. I've always thought that damage was a possible outcome of adaptation resets (when not required) - interesting to hear this is the case.

So if the mechatronic firmware is updated, I'm assuming that process erases the adaptations, or are they stored in a separate register and are re-applied via the new firmware?

Interestingly, I had (have) a mild case of 2-1 slam on my 6HP-26X but when I recently replaced the ATC500 power divider fluid and performed the VTG oil wear adaptation reset via DIS, the 2-1 slam disappeared. Mostly. I can still induce the slam but the car rarely does it and it's now SO much more drivable, especially coming up to Give Way signs in hill suburbs.

I have no idea why - but I'll take the win!!

[LVR]

Originally Posted by RRPhil

Without doubt, the single biggest problem with the 6HP26 is faulty solenoids. These cause the vast majority of issues with this transmission. The other main issues are:

Phil

Hi Phil.

When I recently repaired my 6HP26 with new solenoids, seals etc, we noted some wildly varying clutch pressures when checking them. Some were zero, some were minus and some were off the scale.

I understand that these need to be all within roughly the same level? Do these variations point to solenoids specifically?

[snik]

Interesting stuff there. Thanks for sharing.


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[CleanIsFast]

Clunky 2-1 rollout shifts (Latest mechatronic firmware updates not performed)

This software must be different than what DINAN offered, because when I had my 4.6iS - I had DINAN transmission software installed and it did not cure the 2-1 clunk. New transmission oil service did not cure it either. Only sport mode was able to eliminate the 2-1 clunk for me.

I always believed it to be a temperature issue since it only happened at 'normal operating temp' or at least what was indicted. Or solenoid issue.

[740ilDuke]

So, looks like it’ll be shipping out end of the week!

I’ve got a little inspecting to do, the drain line did look dry; this explains it too.
____________________________________
Scott,

The unit you sent in for inspection has been looked at and it will need to have a minor repair (bearings and seals), cost of the rebuild is $396.99 + return shipping.
The oil in the unit is fairly dirty and looks like you might have a drain issue, make sure your drain line
Is as straight to the top of the oil pan as possible. no kinks, bends or loops
Make sure the line is a no smaller than ½” diameter”




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[burninator]

Originally Posted by 740ilDuke

So, looks like it’ll be shipping out end of the week!

I’ve got a little inspecting to do, the drain line did look dry; this explains it too.
____________________________________
Scott,

The unit you sent in for inspection has been looked at and it will need to have a minor repair (bearings and seals), cost of the rebuild is $396.99 + return shipping.
The oil in the unit is fairly dirty and looks like you might have a drain issue, make sure your drain line
Is as straight to the top of the oil pan as possible. no kinks, bends or loops
Make sure the line is a no smaller than ½” diameter”




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You came out a lot better than I did. Mine is closer to $1,400.

[740ilDuke]

Good lord. How much more was it to just get a V3?

Was yours loud?


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