Transmission case sleeves, ZF 4HP22/24 EH valve body questions

[Timm]

No, torque converter lock-up clutch is controlled by a dedicated solenoid to be applied only when cruising by removing pressure to the TCLUC - all explained in this document:

https://www.meeknet.co.uk/E38/BMW_Tr...damental_1.pdf

[whiskychaser]

The TC is not going to be locked all the time. You could bump start the car if it was. It is a single plate clutch on the 4HP22 so probably works like this:
tclockup.jpg

[Annddrriy]

Yes.If that working with pressure regulator solenoid only than don't need any load springs between converter housing and clutch all work done through input shaft by pressure. Pressure between converter housing and clutch should be around 80-110psi than not engaged at low RPM 750 in position D or R. Pressure always in between converter housing and clutch should be more than between turbine and impeller.
tclockup.jpg

[Annddrriy]

The torque converter clutch locks the turbine to the converter housing... This can only be achieved at higher engine speeds, the torque converter clutch must be disengaged at low engine speeds to prevent stalling and slipping but if pressure regulator solenoid not adjusting pressure according to low engine speed 750RPM than it makes a bit more oil pressure or less oil pressure between turbine and impeller but when less oil pressure between turbine and converter housing at this point clutch begins to slip lightly one's you put gear selector to position D or R. This adjustment makes TCU. At higher speed TCU pick up signal from TD signal is crank shaft sensor and pick up signal from transmission output shaft sensor than TCU andjust pressure for pressure regulator solenoid and shift solenoid to release pressure between converter housing and clutch through input shaft and pushing clutch towards to impeller make unlock and whe pushing from impeller to turbine make lock.

[shogun]

The TCU does not pick up the speed signal from the differential. Input from TD (engine speed) of the engine, output sensor in trans on the 4hp22
Here explained on page 12 https://www.meeknet.co.uk/E38/BMW_Tr...damental_1.pdf
Turbine Speed Sensor
The Turbine Speed Sensor is used to provide input (turbine) shaft speed information to the TCM (EGS). The input shaft speed signal is used in conjunction with the output shaft speed signal to determine gear range and slip time information for processing in the TCM. Not all BMW transmissions use a turbine speed sensor. Some TCM’s use the TD (engine speed) signal to determine input shaft speed. All transmissions with the exception of the A5S325Z
use an inductive type sensor which generates an AC analog signal. The A5S325Z currently uses a Hall Effect Turbine Speed Sensor which will send a digital square wave signal to the TCM.
4HP22/24 (EH), A4S310/270R: These transmissions do not use a Turbine Speed Sensor. The TD signal is used to determine input shaft speed. The TD signal is an output signal of the DME control unit.
A5S310Z, A5S325Z, A5S440Z, A5S560Z, A5S360/390R: These transmission use a turbine speed sensor. The TD signal is also used with the turbine speed signal to allow the TCM to monitor Torque Converter Clutch operation. The TCM can control torque converter clutch slippage and also monitor for faults.
Output Shaft Speed Sensor
The Output Shaft Speed Sensor is used to provide output shaft speed information to the TCM. The output shaft speed signal is used in conjunction with the turbine speed signal to provide the TCM with information on gear ranges and slip times. All BMW electronic transmissions have an output shaft speed sensor. The output shaft speed sensor is an inductive type which will generate an AC analog signal to the TCM. The frequency and amplitude of the signal will increase as output shaft speed increases. The exact location of the output shaft speed sensor varies by transmission model

[Annddrriy]

I thought signal go to cluster from differential vs sensor than from cluster go to the TCU. The TCU must look at road speed and making shift after 90km/h. Ok I see now the output shaft sensor pick up signal from when faster output shaft spins at higher speed than TCU read that signal and make a gear shift same as lower gears and DME TD pick up signal from crankshaft sensor that is like input shaft than send signal to TCU and in higher gear lock up solenoid makes pressure adjustment to lock last gear which is must be 10 PSI at T/C release plug. IF is pressure different at low gears around 80 PSI that means something is wrong and clutch not engaged.

[Annddrriy]

This is new product hook up through USB port have you ever try that For BMW Diagnosis Dis Sss Progman GT1 Ops Ncs Expert Encode Ediabas Inpa Fits. Thanks !

[Annddrriy]

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For BMW vehicles from 1996 to approx. 2007

[whiskychaser]

Technical specifications:
- OBD-2 connector - cable length: approx. 1.2m

For BMW vehicles from 1996 to approx. 2007

Your car's system is ADS not OBD. It will have the round connector under the bonnet - not the OBD one. The advert says the cable will work with the E32 but production did not fall within the specified dates. So maybe confirm with the seller if this device will actually work with your car?

It is possible to have an interface with both ADS and OBD but you will need the apppropriate adapter, switching and software to run both.

[Annddrriy]

Yes. When I try to compatibility check with car I can not find the year and model for a car but when I check fitment its fit what I'm looking for. Did you try GT1 working good ?

[shogun]

Did you try GT1 working good ?

A friend bought one "replica" made in China, it never worked, he scrapped it, some hundred $ wasted money

[Annddrriy]

Do you know if GT1 has oscilloscope built in I would like to check ignition wires for misfire and scan ABS module and check for any code from instruments cluster. Cluster speed gauge keep moving without any reason. One guy changed capacitors in cluster and not fix the problem maybe problem somewhere else. I think I have to buy GT1 from another brand but not replica it might work.

[shogun]

I do not know how the GT1 works, as my friend never got it working. No need to spent thousands of $, ignition wires are easy to test with a multimeter, more here https://axleaddict.com/auto-repair/C...ple-strategies
I have a inline spark tester for abt. $10, works fine. easy to use: Easily determine which cylinder is causing issues with this spark plug test light; Simply connect the spark detector spark plug tool between the spark plug and the plug wire then start the engine; If sparks are being sent, the in line spark tester will mirror the spark by lighting up; If checking a no start condition, have a friend crank the engine so you can watch for indications of a spark
Light indication: Spark plug light spark checker indicates inconsistencies and sparks in a way that keeps you safe from electric currents; Intense bright white light indicates a healthy spark while jumping and dim color indicates a weak coil or plug; Remove the guesswork by using this spark plug tester and coil pack tester
ABS can also be tested or sent to a repair shop for rebuild, clusters are cheap or can be repaired by https://www.programainc.com/
advanced_hints_and_tips_bmw_abs_problems http://www.bba-reman.com/gb/content/...w_abs_problems
ABS sensor testing http://www.bimmerboard.com/forums/posts/888672
ABS/ASC blink test code - test it http://www.bimmerboard.com/forums/posts/819382
ABS modules are also cheap available as used part, buy one and swap.
Change the speed sensor on the diff and the wires coming out, maybe just a damaged wire or oxidized which cause the cluster problem. The Speed sensor is located at the back of the differential housing in an inaccessible location... follow the only wire.
Failure syndromes: Erratic or no speedometer, erratic or no speed control, erratic wipers functioning.
ECU repair example https://www.ecudoctors.com/pages/95-testing-service#
A tester is not a magic tool, you have to inspect the items in question

[Annddrriy]

When engine at normal operating temperature in automatic transmission ZF4HP22EH oil level should be on dipstick between two notches. Anybody know what oil level should be on dipstick in automatic transmission ZF4HP22EH when engine not running and cold ? Thanks in advance for your answer ?

[shogun]

when engine is not running for a long time, ATF will drop from the trans into the oil pan from all oil passages from the trans which is normally filled with engine running.
You can see that even when the ATF is hot and you have removed the oil pan and the oil filter, it takes a very long time till it stops dripping out of the trans. So I "assume" when engine was not running for a looong time and you check the ATF with engine not running, the volume in the pan will be more = level at dipstick higher, even if the ATF is cold = total volume reduced, because all has dropped out of the system into the ATF pan.
The instructions are to run the engine and the aircon, this will increase the idle speed and ensure that all oil passages in the transmission are filled with oil. Also one should shift thru all gears, pausing briefly in each gear
Of course also the oil temperature makes a difference in ATF volume. For example on the GM transmission dipstick there are 3 balls for
max at 80 DC
min at 80 DC
min at 40 degree Celsius
and the difference between min and max is 0.3 liter.

4HP22/24 with dipstick and filling from top thru dipstick pipe: 1988 E32 owners manual states on page 63: automatic transmission, checking oil level: the car must be standing on a level surface with the transmission at operating temperature 80 degree Celsius. Allow the engine to idle with the selector lever at P or N. Pull out the dipstick, wipe it with a non-fluffy cloth and push it back to measure the oil level. It must be between the two notch marks.
The quantity of oil represented by the space between the two marks on the dipstick is approx. 0.3 liter when the transmission is at operating temperature. If necessary, add fresh ATF at the oil level check pipe.

[Annddrriy]

Yes all oil has dropped out of the system into the ATF pan than make oil level on dipstick higher than upper notch mark. Maybe 25mm higher.

[Annddrriy]

Do you know what vacuum makes oil pump from the stator input shaft housing pump suction output plug ?

[shogun]

Not mentioned in the workshop manual. Check the 4HP22 repair manual from ZF, if there is something mentioned

[Annddrriy]

Is Line Pressure port and "A" Clutch pressure port that is same pressure or different pressure ?

[shogun]

That changes depending on the requirements, if understand that correct, excerpt: Magnetic Valves Magnetic Valves (MV) are used to electronically control hydraulic fluid flow to the various shift elements within the transmission. Magnetic valves are located on the valvebody and replaceable as separate components. In ZF transmissions, MV valves are designated MV1, MV2, MV3 etc. The magnetic valves are controlled by the TCM. They are supplied power by an internal TCM relay and are ground controlled. The TCM switches one or more of the MV’s on or off in various combinations to achieve various shifts. Most transmission have 2 or 3 MV’s to control shifting. In addition to controlling shifts within the transmission, magnetic valves are also used for overlap shifting and pressure regulation on some transmission applications. For example MV4 and MV5 are used for overlap shifting in the A5S310Z. MV5 is used for pressure regulation on the 4HP22/24EH transmissions. When used for pressure regulation, the magnetic valves are pulse width modulated by the TCM. read more here https://www.meeknet.co.uk/E38/BMW_Tr...damental_1.pdf

[Annddrriy]

Pressure at "A" Clutch in third gear probably get lower than in first forward gear. TCU solenoids positive power get input pin #1. TCU ground controlled output to solenoids. Do you know what readings should be at scope trace when checking transmission output shaft sensor ?

[whiskychaser]

The Tech Guide says the spec is 265 ohms between pins 8 and 27. But I believe it is more like 325 ohms at 20C. When the sensors go, the resistance is usually very high indeed and you cannot miss it. Voltage wise, the spec I have is 3.5V AC at about 20 mph. As that is AC volts, you may need to insert a blocking capacitor if your meter does not have one

[Annddrriy]

The spec is 265 ohms between pins 8 and 27 doesn't do correct reading under load with multimeter you going to miss it right readings. I need scope to check that. When I get scope usually has build in all sensors specs.

[Annddrriy]

When pressure goes to "A" Clutch also goes to torque convertor to make oil coupling between turbine and impeller this time pressure should be more in torque converter than in "A" clutch ? T/C release will get pressure around 120psi and "A" clutch will get pressure around 80psi. If "A" clutch and T/C release will get wrong reading on the oil pressure gauge that is something wrong with hydraulic system.

[Annddrriy]

The Tech Guide says the spec is 265 ohms between pins 8 and 27. But I believe it is more like 325 ohms at 20C. When the sensors go, the resistance is usually very high indeed and you cannot miss it. Voltage wise, the spec I have is 3.5V AC at about 20 mph. As that is AC volts, you may need to insert a blocking capacitor if your meter does not have one

If specs 3.5V AC at 20 mph. what is the frequency and amplitude for automatic transmission speed sensor ?
What AC volts will be at 1 mph ?