01' 750iL TRANS PROG FAIL

[Tomerinbar1]

Hello guys, I'll make it straight forward:

Condition:
- Received TRANS PROG FAIL in the instrument cluster.
- Engine vibrate at idle and Hesitate when throttle accelerate.

Replaced:
- New Tranny
- Complete engine wiring loom
- EGS computer
- New MAF
- New Neutral Safety Switch AKA gear selector
- Repaired Instrument Cluster

Diagnostic (PA Soft BMW Scanner 1.4):

DME
8B [139] Output thermostat
73 [115] Hot film air mass meter

EGS
0F [015] Pressure controller EDS Total current

IKE
CE [206] Outside-temperature sensor
8D [141] EGS signal line disturbed
DA [218] Consumption signal from engine control unit 2


Notes:
* The scan done in the OBD I port under the hood. (OBD II doesn't work properly - Got Connection error with IKE/EWS)
* The batteries Fully charged - UB 13.6V with engine ON, 11ish volts when engine OFF
* TRANS PROG FAIL initiate when:
- Move the gear shift to any position
- Push the accelerator / throttle

I'm waiting for the K+DCAN cable to use with INPA.


Thank you very much for any help!

[CPHES]

Do you have strong batteries?

[Tomerinbar1]

I tested both batteries with a load meter and they are both in a good shape.

[Timm]

First thing worth saying is 11-ish Volts is too low - but I suspect that this is measured via the OBC hidden menu rather than a multimeter on the battery terminals. So, buy a $20 multimeter and actually measure the voltage at both batteries first thing in the morning - anything under 12V means that the batteries are either dead or have a very low state-of-charge - no matter what the load tester says!

The OBDII port inside the car is for DME and EGS only (it is designed for clean-air testing) - the OBDII port in the engine bay (it is an OBDII port rather than an OBDI port) can connect to everything. INPA will help a lot, especially smoothness and adaptations:

http://www.meeknet.co.uk/E38/Diagnostics.htm

Does the instrument cluster show the shifter is in 'P' until you get the TRAN FAIL-SAFE PROG?

[740il97g]

Was the new transmission from another car?

[Tomerinbar1]

First thing worth saying is 11-ish Volts is too low - but I suspect that this is measured via the OBC hidden menu rather than a multimeter on the battery terminals. So, buy a $20 multimeter and actually measure the voltage at both batteries first thing in the morning - anything under 12V means that the batteries are either dead or have a very low state-of-charge - no matter what the load tester says!

The OBDII port inside the car is for DME and EGS only (it is designed for clean-air testing) - the OBDII port in the engine bay (it is an OBDII port rather than an OBDI port) can connect to everything. INPA will help a lot, especially smoothness and adaptations:

http://www.meeknet.co.uk/E38/Diagnostics.htm

Does the instrument cluster show the shifter is in 'P' until you get the TRAN FAIL-SAFE PROG?

Thank you for your detailed reply.
I'll test both batteries terminal with my multimeter.
Yes, the instrument cluster shows it is in P until I get the TRANS PROG FAIL error.

Was the new transmission from another car?

This Transmission bought as a refurbished straight from ZF factory. so for me it's brand new except the case itself.

[Timm]

One thing that springs to mind is that the 750i can bung up a TRANS FAIL-SAFE PROG due to an ENGINE fault rather than a gearbox failure, a quirk of the EML system. You only list errors from one DME - are there no error codes from the second DME? Could it possibly be that your car is actually running on one bank only?

[Tomerinbar1]

One thing that springs to mind is that the 750i can bung up a TRANS FAIL-SAFE PROG due to an ENGINE fault rather than a gearbox failure, a quirk of the EML system. You only list errors from one DME - are there no error codes from the second DME? Could it possibly be that your car is actually running on one bank only?

I believe I'll figure it out in Live Data from INPA

[740il97g]

I believe I'll figure it out in Live Data from INPA

Check the live data. I had an issue when I put new transmission into the 750il. The cars computer would not registered the valve body. I tried coding it. I even had the dealer attempt to code it. It never worked. So I took the old valve body and swapped it into the new transmission and everything work no more trans-fail safe. Caution though. The valve body is normally the main cooperate for the transmission failure to begin with. If you have exhausted all options and live data is showing the solenoid not engaging then that maybe your problem. But get the valve body rebuilt first.

[Tomerinbar1]

I measured both batteries terminal:
Lower 99Ah 12.75V
Upper 55Ah 12.07V

Still waiting for my K-DCAN cable for INPA.

[psjr]

I'd replace the upper battery and go from there.

[Tomerinbar1]

Will replace and update.

[Tomerinbar1]

I figured it out how to read errors from the other DME, and this is the error I received :

DME 2
27 [037] EWS data transfer fault, message (code, parity) wrong

What does it mean? and what to look for?

Thank's

[Timm]

The code means that the EWS data wasn't recognised by DME2 - something I have not heard of before - but I suspect that a EWS/DME realignment would do the trick via diagnostics

[Tomerinbar1]

What is the procedure for EWS-DME Sync with INPA?
Thank you

[Thuppu]

If sync is out the engine will crank but not fire up.

[Tomerinbar1]

Oh, the engine fire up but idling very poorly, like it's about to stall at any moment.. I'll change the spark plugs anyway.
About the code from DME2, what should I look for?

Thank you very much

[Thuppu]

I would just clear all codes and read them again after a while when driven with the car. If codes havn't been cleared ever there can be all sort of faultcodes stored from a long time. There can be some random cutouts and ghost faults that may appear if the battery has gone dead sometime.

I had a Chrysler 300C that had bad missfires and the whole left bank was dead. Figured out that it was the left catalytic converter that had clogged up. After changing that everything was working perfect again. Quite easy to test if removing the lambda sensor(before tha cat). If engine starts to run better you have a clogged cat.

- - - Updated - - -

BTW, did the 0F [015] Pressure controller EDS Total current fault code appear after you canged the transmission?

[Tomerinbar1]

I would just clear all codes and read them again after a while when driven with the car. If codes havn't been cleared ever there can be all sort of faultcodes stored from a long time. There can be some random cutouts and ghost faults that may appear if the battery has gone dead sometime.

I had a Chrysler 300C that had bad missfires and the whole left bank was dead. Figured out that it was the left catalytic converter that had clogged up. After changing that everything was working perfect again. Quite easy to test if removing the lambda sensor(before tha cat). If engine starts to run better you have a clogged cat.

- - - Updated - - -

BTW, did the 0F [015] Pressure controller EDS Total current fault code appear after you canged the transmission?

Hey, thank you for your reply.
I did cleared all codes before scanning again.
The car don't move as it's stuck in 4th gear so I'm afraid to wear the transmission. But I start the car and moved the gear shift between the gears position.

The Cat sensors (all 4) are not connected. I think there missed a part underneath the car. So I need to figure it out how to connect them.
About the EDS code, I didn't scan the car before with a professional scanner but I received the same error before and after the transmission replaced.

[Thuppu]

About the transmission fault. Have you tried to check all the wires and connectors going to the EGS module? I had that exact same fault code and limp mode after I changed my transmission. Got it fixed by changing the solenoid harness inside the trans. My problem was different revision 5hp24 transmission, so swapped the harness from my old trans. But you could have a bad connector or wire somewhere. Does your shifter work without the brake, and does your cluster shift indicator work?

[Tomerinbar1]

The connector is good and solid. I don't believe the problem is there.
The brake does not affect the problem.
The instrument cluster shows "P" and disappear some seconds after start or when I move the shifter.

[Thuppu]

Yea, but you can shift without pressing the brake?

I would measure all the solenoids and sensors from the EGS ecu connector to be sure. Also check the ecu connector pinns so there isn't any corrosion on them.

[Tomerinbar1]

There's a locking mechanism that prevents moving the gear shifter if the brake not pressed.
How to measure the EGS sensors? I've a multimeter.
Do you have any information about this procedure?

Thank you

[Timm]

Here's the specifications:

http://www.meeknet.co.uk/e38/BMW_Tra...Specs_2004.pdf

[Tomerinbar1]

Thank you for the link.
How to recognize the relevant pins in the connector? and how to check them?

Thank you