OK I did transmission fluid flush on my 02 4.4i

[bosanci28]

Hi,

I have my pan down and oil drained , was going to do a change of oil/filter , to see if any different,also i have returned that castrol, and purchased petrosin atf-1,as per Zf chart or bmw chart.

The oil does not smell as burned and is not sooo,black!, maybe dealer lied...

Regarding that sensor , because the pan is down i have access directly to it, and i see 2 wires coming out,but dont know exactly how to test!, i found some chart :

excl. harness at 315 ohms



Now just put red and black tester wires (multi tester) and setting to ohms and test ,and i guess must be at 315?

Thank you,

[TiAgX5]

Originally Posted by JCL

It isn't for everybody, but for us the alternative was the E83. 3.0si, 260 hp, 6MT, better shifting than the E53 manual, better 0-100 km than the E53 4.4 (600 lbs less curb weight). More cargo space than the E53. Towing limited to 3500 lbs. And then there is the whole status thing.

When I began shopping for a used E53 I intended to get a manual trans unit, then I drove a V8 and felt the difference the additional 50% torque made. Could not pass up the added grunt of the 8.

[RRPhil]

In my opinion fluid properties such as dynamic/kinematic viscosity, pour point, flash point, foaming/aeration, copper corrosion, FZG gear scuffing resistance, etc. may be replicated by pattern/inventory-reduction fluids. However what is much more uncertain is whether or not the fluid matches the required friction characteristics.

These friction characteristics are critical. For example, the early ‘black-tag’ ZF 5HP30 transmissions fitted to the 540i, 740i/L & 840i (i.e. the 010, 011, 029 & 030 models) used only Shell LA-2634 fluid. The later ‘green tag’ versions of this same transmission (models 017, 026, 031, 032 & 040 – plus the Rolls-Royce, Bentley & Aston Martin models) - use only Mobil ATF LT71141 (like the 5HP24).

The difference between the two transmissions is the way the lock-up clutch in the torque converter is controlled. The friction characteristics of the two fluids are sufficiently different that getting the two fluids mixed up can, according to ZF, cause the transmission to fail.

The 5HP24 was designed without a torsional vibration damper in the torque converter to save weight and reduce length. It relies on a ‘continuous slip’ mode at lower engine speeds (around 3% slip between the impeller & turbine) to isolate the driveline vibration and, to achieve that, it needs a particular static-to-dynamic friction characteristic for the fluid.



If you use any other fluid than Mobil ATF LT71141 (aka ZF Lifeguard Fluid 5 or Pentosin ATF-1) in your 5HP24 there is no way of knowing if it contains the right friction modifier pack to achieve correct operation of the TC LUC. The torque converter costs a lot more than the difference in the fluid cost.

Phil

ZF video : Oil Change Intervals for the ZF 5HP Series of Transmissions - YouTube

[RRPhil]

Originally Posted by bosanci28

Hi,

I have my pan down and oil drained , was going to do a change of oil/filter , to see if any different,also i have returned that castrol, and purchased petrosin atf-1,as per Zf chart or bmw chart.

The oil does not smell as burned and is not sooo,black!, maybe dealer lied...

Regarding that sensor , because the pan is down i have access directly to it, and i see 2 wires coming out,but dont know exactly how to test!, i found some chart :

excl. harness at 315 ohms



Now just put red and black tester wires (multi tester) and setting to ohms and test ,and i guess must be at 315?

Thank you,

Yes, that’s my chart. Just measure the resistance across the two pins :



Phil

[TiAgX5]

Originally Posted by RRPhil

In my opinion fluid properties such as dynamic/kinematic viscosity, pour point, flash point, foaming/aeration, copper corrosion, FZG gear scuffing resistance, etc. may be replicated by pattern/inventory-reduction fluids. However what is much more uncertain is whether or not the fluid matches the required friction characteristics.

These friction characteristics are critical. For example, the early ‘black-tag’ ZF 5HP30 transmissions fitted to the 540i, 740i/L & 840i (i.e. the 010, 011, 029 & 030 models) used only Shell LA-2634 fluid. The later ‘green tag’ versions of this same transmission (models 017, 026, 031, 032 & 040 – plus the Rolls-Royce, Bentley & Aston Martin models) - use only Mobil ATF LT71141 (like the 5HP24).

The difference between the two transmissions is the way the lock-up clutch in the torque converter is controlled. The friction characteristics of the two fluids are sufficiently different that getting the two fluids mixed up can, according to ZF, cause the transmission to fail.

The 5HP24 was designed without a torsional vibration damper in the torque converter to save weight and reduce length. It relies on a ‘continuous slip’ mode at lower engine speeds (around 3% slip between the impeller & turbine) to isolate the driveline vibration and, to achieve that, it needs a particular static-to-dynamic friction characteristic for the fluid.



If you use any other fluid than Mobil ATF LT71141 (aka ZF Lifeguard Fluid 5 or Pentosin ATF-1) in your 5HP24 there is no way of knowing if it contains the right friction modifier pack to achieve correct operation of the TC LUC. The torque converter costs a lot more than the difference in the fluid cost.

Phil

ZF video : Oil Change Intervals for the ZF 5HP Series of Transmissions - YouTube

If I understand torque converter operation correctly (it is a viscous coupling, right?) wouldn't the viscosity of the fluid at operating temp control % of slippage? The friction mod pack would be to control bearing/band/drum slippage and wear.

[bcredliner]

Originally Posted by RRPhil

In my opinion fluid properties such as dynamic/kinematic viscosity, pour point, flash point, foaming/aeration, copper corrosion, FZG gear scuffing resistance, etc. may be replicated by pattern/inventory-reduction fluids. However what is much more uncertain is whether or not the fluid matches the required friction characteristics.

These friction characteristics are critical. For example, the early ‘black-tag’ ZF 5HP30 transmissions fitted to the 540i, 740i/L & 840i (i.e. the 010, 011, 029 & 030 models) used only Shell LA-2634 fluid. The later ‘green tag’ versions of this same transmission (models 017, 026, 031, 032 & 040 – plus the Rolls-Royce, Bentley & Aston Martin models) - use only Mobil ATF LT71141 (like the 5HP24).

The difference between the two transmissions is the way the lock-up clutch in the torque converter is controlled. The friction characteristics of the two fluids are sufficiently different that getting the two fluids mixed up can, according to ZF, cause the transmission to fail.

The 5HP24 was designed without a torsional vibration damper in the torque converter to save weight and reduce length. It relies on a ‘continuous slip’ mode at lower engine speeds (around 3% slip between the impeller & turbine) to isolate the driveline vibration and, to achieve that, it needs a particular static-to-dynamic friction characteristic for the fluid.



If you use any other fluid than Mobil ATF LT71141 (aka ZF Lifeguard Fluid 5 or Pentosin ATF-1) in your 5HP24 there is no way of knowing if it contains the right friction modifier pack to achieve correct operation of the TC LUC. The torque converter costs a lot more than the difference in the fluid cost.

Phil

ZF video : Oil Change Intervals for the ZF 5HP Series of Transmissions - YouTube

Paraphrase--use the same s##t as the old s##t.

[RRPhil]

Originally Posted by TiAgX5

If I understand torque converter operation correctly (it is a viscous coupling, right?) wouldn't the viscosity of the fluid at operating temp control % of slippage? The friction mod pack would be to control bearing/band/drum slippage and wear.

Yes, it’s a hydrokinetic coupling when ‘open’


Impeller


Turbine

but I’m referring to the lock-up clutch operation which locks the turbine to the impeller (or, at low engine speeds allows a small but controlled speed difference)



It uses just a single, but large diameter, friction plate (shown in red above) :



Phil

[TiAgX5]

Originally Posted by RRPhil

Yes, it’s a hydrokinetic coupling when ‘open’


Impeller


Turbine

but I’m referring to the lock-up clutch operation which locks the turbine to the impeller (or, at low engine speeds allows a small but controlled speed difference)



It uses just a single, but large diameter, friction plate (shown in red above) :



Phil

That explains the friction mod pack controlling TC slip, thanks. If anyone could explain it clearly I knew it would be you.

[bosanci28]

Originally Posted by RRPhil

Yes, that’s my chart. Just measure the resistance across the two pins :



Phil

Hi, Phil,

Yes ,that is your chart!

Anyway,
i tested mine,out like you have in the picture and is at 0.341 k ohms.

Is this okay?



Thank you,

[bcredliner]

Originally Posted by TiAgX5

That explains the friction mod pack controlling TC slip, thanks. If anyone could explain it clearly I knew it would be you.

Are you sure this isn't an arial view of the Dallas Cowboys stadium with a google map drawing of where to park?