Originally Posted by JCL (Post 952080)

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.

Originally Posted by bosanci28 (Post 952101)

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

http://i40.tinypic.com/dbl99g.jpg

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,

Originally Posted by RRPhil (Post 952113)

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.

http://i260.photobucket.com/albums/i...ficientLUC.jpg

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

Originally Posted by RRPhil (Post 952113)

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.

http://i260.photobucket.com/albums/i...ficientLUC.jpg

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

Originally Posted by TiAgX5 (Post 952116)

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.

Originally Posted by RRPhil (Post 952124)

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

http://i260.photobucket.com/albums/i...Impeller-1.jpg
Impeller

http://i260.photobucket.com/albums/i...eteturbine.jpg
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)

http://i260.photobucket.com/albums/i...LUCsection.jpg

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

http://i260.photobucket.com/albums/i...plateclose.jpg

Phil

Originally Posted by RRPhil (Post 952114)

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

http://i260.photobucket.com/albums/i...Resistance.jpg

Phil

Originally Posted by TiAgX5 (Post 952145)

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