92 BMW E32 Code 54 Converter lockup clutch

[JankBoyzGarage]

Well, I am still dealing with a severe shake / vibration with my 1992 E32 735i Auto M30...
I thought the new driveshaft, engine and trans mounts, trans filter and fluid change with shudderfix was going to fix all my issues, but I was quite wrong. The shake is practically gone with the new drive shaft until you hit 4th gear (40 mph) and the torque converter locks up.. DME immediately throws code 54 (converter lockup clutch), sometimes 29 (Road-speed signal), even sometimes TCM will throw code 27 (speed sensor n-ab). The car starts shaking really really bad until about 2k RPM (about 65-70mph). Previous owners did a new transmission and torque converter, so I highly doubt that the new parts have failed in less than 20k miles. TBH, I feel that they replaced the transmission and torque converter trying to fix this problem, never fixed it, then sold me the car with a broken rocker and hid the transmission issues from me. Needless to say I'd like to source the source of the problem as I doubt driving the car with this issue is good. And I just refurbished and resealed the engine so I have intentions of racking up miles on this one.

I've tried cleaning the connectors to the transmission plug and speed sensor on the differential but no luck. Lots of money and time in this diagnosis and it's driving me completely up the wall.

Have any of you dealt with torque converter lockup clutch issues / code 54? Also a BRUTAL shake when torque converter lock up engaged?

Any advice is appreciated 🙏🍻

[MauiM3Mania]

Moved to the model specific discussion area.

[shogun]

I have not yet had any torque converter lockup clutch issues / code 54. Also not a BRUTAL shake when torque converter lock up engaged. But on the 4HP22/24 the lock up on/off is in generaL abrupt compared to newer design transmissions. 4HP22/24 is not smooth.

here are 67 page to read, Electronic Transmission Control https://www.ge39.com/files/electran1+2.pdf Torque Converter Clutch: Since the efficiency of the torque converter at coupling speed is approximately 1.1 to 1, fuel economy is compromised. To offset this a torque converter clutch was added on EH controlled transmissions. The torque converter clutch locks the turbine to the converter housing. This creates a mechanical coupling with a ratio of 1:1. This can only be achieved at higher engine speeds, the torque converter clutch must be disengaged at low engine speeds to prevent stalling. There are two methods for controlling the torque converter clutch on BMW transmissions:
• A4S310/270R, 4HP22/24 EH, A5S310Z - These transmissions use an on/off control method to lock and unlock the torque converter. The Torque Converter Clutch is either completely engaged or disengaged. This method of engagement provides an abrupt sensation when the TCC is locking and unlocking. This abrupt sensation can be undesirable to some drivers.

here same code and solved https://www.bimmerforums.com/forum/s...-Lockup-Clutch

https://www.bimmerforums.com/forum/s...p-clutch-error
http://www.e38.org/e32/bmw%20code%20defaut.pdf DME 1.1, 1.2, 1.3 M20, M30, M40, M70, S38 54 = Torque Converter Lockup Clutch

[JankBoyzGarage]

SHOGUN!! I appreciate you replying, I have been reading ALOT of forums trying to diagnose this and I did find the chewed up crank sensor wire / water pump pulley forum, but this is not my case sadly. The torque converter lockup happens a little to early (around 35-40 mph) for some reason which is why I believe the shake is very brutal for the beginning part of lockup. It's almost as if you can feel the shake beginning as soon as lockup engages. The speed sensor codes also make me a bit suspicious. My epiphany, is if there's any faulty sensors or broken wires that can cause the torque converter to lock up early and shake? Also, trans program is displayed on the dash every time

Cheers from WASHINGTON

- - - Updated - - -

Also, I do appreciate you providing the links with information. Unfortunately, I'm unable to open the last link 😕

[shogun]

my last link works, here again, but it just explains what the codes mean for the various Motronic versions http://www.e38.org/e32/bmw%20code%20defaut.pdf

speed sensors to be tested:
The 4HP22/24 has only 1 sensor installed, the other signal comes from the crankshaft position sensor. Excerpt from ZF info:
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.
how to test the internal speed sensor on the plug of the trans housing https://www.bmwe34.net/E34main/Troub...ch%20Guide.pdf

speed sensor on final drive https://www.bmwe34.net/E34main/Maint...eed_sensor.htm Failure syndromes: • Erratic or no speedometer, erratic or no speed control, erratic wipers functioning. https://www.bimmerforums.com/forum/s...-speed-sensors

any possibility to swap the transmission control module for testing?

Maybe M30 owners have more ideas and can help

[Annddrriy]

Depends how the valve body lower rear and front casting assembly shift valve springs adjusted according to the manufacturer specifications otherwise it could have some issues with locking up clutch to the torque converter housing and also shifting gears from first to third gears and last fourth gear will be shifted when speed is above 90km/h then the engine RPM will be 2.000 that will happen only when lock up solenoid is correct if lock up solenoid is not correct I mean is different solenoid from some other vehicle model then ATF pressure will be different and vehicle’s speed will be 90km/h and the engine RPM will increase up to 2400. The 400 RPM will be added to the engine RPM which is going to consume more fuel. When in the engine ECU/DME stored code 54 this code will tells about that when automatic transmission TCM not programmed up to date luck of maintenance. The code 54 will be stored every time when ignition key is position on then lock up solenoid also will be on and vice versa. The vice versa will be that time when ignition is position on then lock up solenoid is off this time and then when speed reach above 90km/h then lock up solenoid will shift the last fourth gear and same time throughout this code 54 to DME. Here’s the thing every time when the lock up solenoid is on then the automatic transmission TCM sends a signal to the engine ECU/DME that lock up solenoid is on. No matter when lock up solenoid is powered that time when you turn the ignition switch on or when last fourth gear is on. One’s the lock up solenoid is on the code 54 is also already is in DME.

[whiskychaser]

A faulty output speed sensor will cause a fault code to be stored in the TCM fault memory. TRANS PROGRAM will appear in the cluster and the gear/mode displays will go out. The TCM will select a high forward gear which will come in with a bang. It is possible this may be mistaken for the TC clutch engaging though I would say that is much gentler. Maybe start by checking the resistance of the sensor at the TCM end to obviate any issues with the sensor and wiring ?

[JankBoyzGarage]

Shogun, whiskychaser, Annddrriy, I believe we are onto something here!!!

Zf states in manual Shogun provided that you can test the solenoids and speed sensor using a volt meter on ohm function and testing on the transmission connector.

MV1 and MV2 solenoids are for Shift control, MV3 responsible for Lock-Up control, MV5 responsible for Line pressure control. And of course you have your output speed sensor.

Manual specs states -
MV1 solinoid spec - 30-34 ohms
MV2 solinoid spec - 30-34 ohms
MV3 solinoid spec - 30-34 ohms
MV5 solinoid spec - 4.5-6.5 ohms
Speed sensor spec - 265 ohms @72'F

My cars results -
MV1 solinoid spec - 32.7 ohms
MV2 solinoid spec - 32.5 ohms
MV3 solinoid spec - 32.9 ohms
MV5 solinoid spec - 5.6 ohms
Speed sensor spec - 319.4 ohms cold
336.3 ohms warm

By the looks of it, the speed sensor is completely out of spec, by quite A LOT of ohms too..

My epiphany is, maybe with the speed sensors ohms reading higher than normal means that the pulse generator is generating the incorrect pulses? Meaning that the speed sensor is reading that the car is going a higher speed than the car really is, commanding the computer to shift earlier than it needs to, causing the torque converter to lock up earlier than it should making the whole car shake?

I took the pan off to check the wiring to the speed sensor, and the fluid that I just changed less than 500 mi ago with shudderfix did not look very pleasing (sparkly)... No more driving the car until this issue is completely solved! Wiring to the sensor looked good with no breaks or pinches, so I think I'm going to order a sensor tonight to be safe. What I'm saying makes sense correct?

I appreciate everyone helping me with this diagnostic 🤝

[shogun]

from own experience I would suggest to change the output speed sensor, there were more reports over the past years abt defective speed sensors. They are not that expensive, give it a try.
In this thread whiskychaser gave the comment in post # 277: https://www.bimmerforums.com/forum/s...estions/page12
"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. "

I am also also not 100% sure if the ohm data in the manual are correct for the speed sensor https://www.bmwe34.net/E34main/Troub...ch%20Guide.pdf
see also my comments in this thread about ohms of speed sensor https://www.bimmerforums.com/forum/s...n-problem-750i
So wait for the comments by other members with knowledge.

24341218551 speed sensor is shown here with 331 ohms, and the comment there says: If you measure the resistance across the terminals it should read between 285 & 365 ohms.
https://xoutpost.com/812924-post3.html

[Annddrriy]

Exactly pressure lightly goes to through inputs shaft and keeps the torque converter housing and lock up clutch between. It is working same way when you put the last fifth gear in manual transmission and begin to move it forward and to move forward needs to raise the engine RPM close to 2000 because this is ratio 1:1. That is not 1st gear easy to move with high torque.

[JankBoyzGarage]

Well, after many days of diagnosis and everything checking in perfect, I was forced with pulling the transmission and dropping the converter at a shop to get inspected. IM GLAD I DID!! When they cut the converter apart, they found all the splines on the hub of the lockup clutch / torque converter to be almost completely stripped, it was quite literally hanging on for dear life and would've given any day. Is there a way to attach pictures to forum so I can show you guys the damage and what I'm talking about?

[JankBoyzGarage]

Well after many days of diagnosis, I was left with pulling the transmission and checking the condition of the torque converter. I pulled the torque converter and dropped it off at a local shop to get checked out and possibly remanufactured. When they cut the torque converter apart, they found the clutch to be intact, but the splines on the hub of the torque converter clutch were completely stripped. This would have given any day and left me stranded. Is there a way to post pictures on the forum so you guys can see the damage?

[shogun]

you cannot yet upload upload pics on the forum server, just use a free pic upload and post the link here, then we can click on the link to see the pics. To share photos with the forum, load the images to an Photo Hosting Site, such as Flicker, Google Photos, 500px, etc. Avoid using Photo Bucket or ImgUr as both make it difficult to link to forums.Once uploaded to a hosting site, copy the link of your photo to your forum message.

After you got 10 posts, all will become easier, the forum spam-o-matic system will be off then and you can immy see your posts = no manual approval by a moderator required.
Also use the test forum we have to test pics etc https://www.bimmerforums.com/forum/f...hp?123-Testing

[JankBoyzGarage]

Gentleman, I have some very unfortunate news. I picked up a remanufactured torque converter from the transmission shop on Monday. They said my converter needed more parts than usual to overhaul, so they ordered a remanufactured one for a quicker turnaround time. Wednesday I install the torque converter and transmission back on the vehicle following shoguns instructions on how to properly install it. At first, the car was GOLD! It drove excellent but still had a trans program on the cluster. I knew this was something I needed to look into as maybe was indicating that there was still a problem. Well.... I got about 60 mi out of the car, and we are right back to square one.. Torque converter lockup clutch / speed sensor codes and car locks the torque converter too soon causing the terrible shake all over again. I've about had it with this car, lots of money and time spent on the car and it just keeps letting me down every chance it gets 😞.

[shogun]

you mentioned that when the TC repair shop cut the torque converter apart, they found the clutch to be intact, but the splines on the hub of the torque converter clutch were completely stripped.
Could it be that large metal parts from the TC have entered the transmission and are blocking channels, solenoids etc in the valve body? Maybe you talk to the TC repair shop and ask for opinion.

[whiskychaser]

Wednesday I install the torque converter and transmission back on the vehicle following shoguns instructions on how to properly install it. At first, the car was GOLD! It drove excellent but still had a trans program on the cluster. I knew this was something I needed to look into as maybe was indicating that there was still a problem. Well.... I got about 60 mi out of the car, and we are right back to square one.. Torque converter lockup clutch / speed sensor codes and car locks the torque converter too soon causing the terrible shake all over again.

Sorry to read about your troubles. Do you mean that although trans program was showing in the cluster, the trans shifted normally from 1 to 4? Or were you stuck in a high forward gear as soon as you turned on the ignition or soon after? It is worth remembering that when the TCM puts the car in limp mode, all power to the solenoids is cut. So the lock up solenoid cannot operate either. It might be worth monitoring the voltage at pin 25 of the TCM which controls the TC lockup solenoid. The wiring diagram suggests it should be 5V when the TC clutch is not engaged but that will drop when the TC solenoid is activated by the TCM grounding that pin. Pin 25 is connected to pin 54 of the DME - which is how come you get that fault code number. The DME will be expecting a ground signal and probably is not getting one

[JankBoyzGarage]

Sorry to read about your troubles. Do you mean that although trans program was showing in the cluster, the trans shifted normally from 1 to 4? Or were you stuck in a high forward gear as soon as you turned on the ignition or soon after? It is worth remembering that when the TCM puts the car in limp mode, all power to the solenoids is cut. So the lock up solenoid cannot operate either. It might be worth monitoring the voltage at pin 25 of the TCM which controls the TC lockup solenoid. The wiring diagram suggests it should be 5V when the TC clutch is not engaged but that will drop when the TC solenoid is activated by the TCM grounding that pin. Pin 25 is connected to pin 54 of the DME - which is how come you get that fault code number. The DME will be expecting a ground signal and probably is not getting one

Appreciate your condolences. The trans program/owners manual is displayed every time, but the transmission shifts from 1 to 4 just fine. Can be hardshifts sometimes but still shifts. This tells me that the transmission isn't in limp mode correct? How would I go about testing the wiring, checking resistance or voltage at the TCM plug pin 25?

Now what do you mean by "the DME will be expecting a ground signal and probably is not getting one"? It sounds like there should be five volts at the connector, but you are saying it's expecting a ground signal?

Sorry if I'm a bit confused, I greatly appreciate the help

[whiskychaser]

Yes, if it is changing gears 1 to 4, it is not in limp mode. But it still needs attention. Does it show the gear and mode positions in the cluster e.g. ED (economy mode, drive selected)?

Diagram 1360.09 does show you are looking at 5v at DME pin 54. But that is connected to TCM pin 25 which is grounded when the TCM calls for the TC solenoid to be operated. So the voltage will change. All solenoids have a permanent live and are operated by grounding of a pin to make the circuit (Diagram 2460-07). So you can monitor the voltage to see what changes occur if/when the TCM decides to lock up the TC

[Annddrriy]

What does (15) mean near 5V volts ? 5V(15) in wiring diagram.

[shogun]

which page in wiring diagram?? For example # 15 on a wiring diagram = terminal 15 will represent switched ignition voltage, meaning the source voltage will be found at that terminal whenever the ignition switch is turned to the on/run position.
Understanding European wiring diagrams (PDF) http://www.e38.org/understanding%20e...20diagrams.pdf 15 . .Switch-Controlled Positive Downstream from Battery (from Ignition Switch)

[Annddrriy]

The page is in wiring diagram 1360.09 the automatic transmission looking for 5V at DME pin 54.

[Annddrriy]

I understand now 5V(15) that 5V means in DME and (15) means ignition switch is turned on 12.6V and when the engine is running it will be a bit more of alternator supply 13.5V. Thanks !

[Annddrriy]

The output shaft speed signal is used in conjunction with the crankshaft TD signal to provide the TCM with information on gear ranges and slip times if TPS out of its range then automatic transmission will not shift the gear or it will shift not in time ?

[Annddrriy]

I have a question about if the TPS inside vice versa. When TPS vice versa then WOT will be on place idle and idle will be on place WOT will in this situation automatic transmission shift the gears ?

[Annddrriy]

When you have pressed on the gas fully then wide open throttle is in idle place and when contact is closed it will have 0.7 volts same like in accelerator kick down switch makes a click when accelerator fully pressed to the floor. If vice versa inside the TPS when throttle plate is closed that will be wide open throttle plate degree angle fully open %100. When throttle plate is closed it will supply 4.7 volts to the engine DME and when throttle plate opens degree angle fully open %100 then it will supply 0.7 volts and switch makes a click between closed contact and vice versa. A bit tricky to understand if is vice versa. Never know what the engine ECU asks at idle it’s asking for 0.7 volts or 4.7 volts and same with automatic transmission TCM where throttle plate should be that time fully open or fully closed and what signal TCM needs that time. The wiring diagram of the ETM shows that the engine ECU pins 52 and 53 supply 5 volts to the TPS pins 5 and 6. If TPS vice versa inside when throttle plate is closed but inside the TPS contact is open between TPS pins 6 and 4 then voltage comes up to 0.7 volts and send a signal to the DME about throttle plate is closed and the engine is running at idle speed with degree angle fully closed % 0.2 then what signal receives the TCM ? The TCM receives 0.1 volt from potentiometer. And when throttle plate is open wide then TPS contact is closed between TPS pins 6 and 4 then voltage comes up to 4.7 volts and between TPS pins 5 and 4 contact is open then what signal receives the TCM ? The TCM receives 4.7 volts it is full load then pressure line solenoid regulating pressure up to from 7000-8000 Hertz when the engine idling when program economy and shift range switch is in drive position then pressure line makes a bridge to lock TCC to converter housing by lock up solenoid and then output shaft speed sensor send a signal to the TCM about it’s ready for shift last gear when road speed gauge above 95km/h. Earlier in some posts I mentioned how scanner shift the last gear when vehicle is in standing position. The scanner shuts down vehicle cluster program A/M mode then makes changes for road speed signal and adjusts the output shaft speed sensor to that AC voltage that the TCM receives the AC voltages <10V at output shaft RPM3000 that the vehicle is in 95 km/h and output shaft with speed RPM3000 it’s ready to shift last gear in vehicle standing position. I don’t know how many pulses in a second should be sent output shaft speed sensor about that we can look at the ETM measurements. Two important signals comes virtually from scanner to TPS and output shaft speed sensor and pressure line and also the engine RPM signal to the TCM.