Workbook

Transmission Technology

Transmission
External ZF training
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Table of content

1. Transmission History .....................................................................................3

2. 6HP Design ....................................................................................................4

3. Adaption .....................................................................................................25

3. Oil change Service and Mechatronic ...........................................................38

4. 6HP Overhaul ..............................................................................................60

6. 8 HP Transmission .......................................................................................80

7. Identification of the Transmission ............................................................... 85

8. Troubleshooting ........................................................................................ 113

Transmission
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History of Automatic Transmissions

16 basic types in 769 versions

Transmission
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The hydrodynamic torque converter

Converter operating principle

The torque converter consists of the impeller, the turbine wheel, the reaction element (stator)
and the oil content needed to transmit the torque.

The impeller, which is driven by the engine, imparts a circular flow of the oil in the converter.
This oil strikes the turbine wheel, which causes the flow to change its direction. The oil flows
out of the turbine wheel close to the hub and strikes the stator, where its direction is changed
again to a direction for re-entering the impeller.

The change in direction at the stator generates a torque reaction that increases the torque
reaching the turbine. The ratio between the turbine and the impeller torque is referred to as
torque multiplication or conversion.

The greater the difference in speeds of rotation at the impeller and the turbine, the greater the
increase in torque.

The maximum increase is obtained when the turbine wheel is stationary. As turbine wheel
speed increases, the amount of torque multiplication gradually drops. When the turbine wheel
is rotating at about 85% of the impeller speed, torque conversion reverts to 1.
That is to say torque at the turbine wheel is no higher than at the impeller.

The stator, which is prevented from rotating backwards by a freewheel and the shaft in the
gearbox housing, runs freely in the oil and overruns the freewheel. From this point on, the
converter acts only as a fluid coupling.

During the torque conversion process, the stator ceases to rotate and bears against the
housing via the freewheel.

Transmission
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Torque converter

(1) Space behind lock-up clutch

(2) Lock-up clutch piston
(3) n_Mot
(4) Lined plate of lock-up clutch
(5) Torsional vibration damper
(6) Converter cover
(7) Turbine wheel
(8) Pump wheel
(9) Stator
(10) Stator freewheel

Transmission
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Converter operating principle

Transmission
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Automatic transmission basics
Planetary gear

1. Sun gear 3. Planetary gear carrier

2. Planetary gear 4. Ring gear

Planetary gear functional principles

Transmission
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Planetary gear transmission options

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Transmission
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Ravigneaux - Gear

2 sun gears 1 Planetary carrier holding:

1 Ring gear 2 sets of planets. Inner and outer planet

A Ravigneaux gear set is a Simple gear set on which every planet gear is
replaced by an extra set of planets.
Out of the 2 sets of planets only the outer set meshes the ring gear.
On almost all applications the ring gear is the output component.
Mathematically it adds up to 3 forward inputs of different ratio and 1
reverse motion.

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Transmission
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Lepelletier -gear

Front (primary) planetary gear

Downstream (secondary)
Ravigneaux-gear set

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Transmission
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Shift elements multi-disc clutch

Shift elements multi-disc brake

Transmission
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Freewheel

Gearbox housing

Outer ring of the

freewheel

Inner wheel
(planetary carrier)

Rolls

Freewheel Locking direction

Roll freewheel Clamp body freewheel

Transmission
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6 HP Design Sizes

2002 6HP19 2007 6HP21

Max. Torque 400Nm

2002 6HP26 2007 6HP28

Max. Torque 600Nm

2002 6HP32
Max. Torque 750Nm

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Transmission
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Technical description

6 forward and 1 reverse gears

Electronically controlled
Fixed sun single planetary gear set IN FRONT of a modified
Ravigneaux gear set
No OWCs
Ranges weight from 170 to 220 lbs
Introduction of Mechatronics

Mechanical gear ratios

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Transmission
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Oil pump (Crescent oil pump)

The oil pump is of crescent pattern and delivers app. 16 cm3 per revolution and a pressure of
17 bar. It is located between the torque converter and the gearbox housing.

The converter is supported in the pump by a needle roller bearing. The pump is directly driven
by the engine via the converter shell and supplies oil to the transmission and the hydraulic
control unit.

The pump ingests the oil through a filter and delivers it at high pressure to the main pressure
valve in the hydraulic control unit. This valve adjusts the pressure and returns excess oil back
to the oil sump.

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Transmission
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Gearbox Setting for 6 HP Automatic Transmissions

Transmission
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Shift elements clutch A,B and E

Shift elements brake C and D

Transmission
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Lepelletier gear design

A single planetary gear set

Follow by a Ravigneaux gear set

It is the heart, reason and soul of the 6HPs advantages such as

lightweight, lower fuel consumption and impressive performance levels

It comprises of: 2-Sun gears, 3 short planetary gears, 3 long planetary

gears, 1 planetary carrier and 1 ring gear

Transmission
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Lepelletier gear design

Transmission
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Systematic exposure

Schematic diagram 6HP

Transmission
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Description of 1st gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears that roll round fixed sun gear 1. This drives planetary
carrier 1 and also the outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch A is engaged, sun gear 3 in the Ravigneaux planetary gear set is driven. This
meshes with the short planet gears.

The double planetary carrier bears against the gearbox housing by way of brake D. This
enables ring gear 2(output shaft) to be driven in the same direction as the engine via the long
planet gears.

Transmission
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Description of 2nd gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears that roll round fixed sun gear 1. This drives planetary
carrier 1 and also the outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch A is engaged, sun gear 3 in the Ravigneaux planetary gear set is driven. This
meshes with the short planet gears.

Sun gear 2 is locked to the gearbox housing by brake C. The long planet gears which are
meshed with the short planet gears roll round the fixed sun gear 2 and drive the double
planetary carrier and the ring gear 2 in the direction of the engine rotation.

Transmission
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Description of 3rd gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears that roll round fixed sun gear 1. This drives planetary
carrier 1 and also the outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch A is engaged, sun gear 3 in the Ravigneaux planetary gear set is driven. This
meshes with the short planet gears.

Sun gear 2 is driven via engaged clutch B. The long planet gears which are meshed with the
short planet gears cannot roll round the driven sun gear 2 and drive the blocked double
planetary carrier in the direction of the engine rotation.

Transmission
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Description of 4th gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears that roll round fixed sun gear 1. This drives planetary
carrier 1 and also the outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch A is engaged, sun gear 3 in the Ravigneaux planetary gear set is driven. This
meshes with the short planet gears.

The double planetary carrier is driven via the engaged clutch E. The long planet gears which
are meshed with the short planet gears drive - together with the double planetary carrier - the
ring gear 2 in the direction of the engine rotation.

Transmission
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Description of 5th gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears that roll round fixed sun gear 1. This drives planetary
carrier 1 and also the outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch A is engaged, sun gear 3 in the Ravigneaux planetary gear set is driven. This
meshes with the short planet gears.

The double planetary carrier is driven via the engaged clutch E, the sun gear 2 is driven via the
engaged clutch B. The long planet gears which are meshed with the short planet gears drive -
together with the double planetary carrier - the ring gear 2 in the direction of the engine
rotation.

Transmission
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Description of 6th gear power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

The clutches A and B are released, so that the front planetary gear set has no effect.
Sun gear 2 is locked to the gearbox housing via brake C which is applied.

The double planetary carrier is driven via the engaged clutch E. The long planet gears which
are meshed with the short planet gears roll round the fixed sun gear 2 and drive the ring gear 2
in the direction of the engine rotation.

Transmission
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Description of reverse gear (R) power flow

The input shaft drives the ring gear of the front, single planetary gear set and the outer disc
carrier of clutch E.

Ring gear 1 drives the planet gears which roll round fixed sun gear 1. This drives planetary
carrier 1 and also outer disc carrier A as well as the inner disc carrier of clutch B.

When clutch B is engaged, sun gear 2 in the Ravigneaux planetary gear set is driven. It is in
mesh with the long planet gears.

The double planetary carrier is locked to the gearbox housing by brake D. As a result ring gear
2 (output shaft) can be driven in the opposite direction to engine rotation by way of the long
planet gears.

Transmission
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EDS Pressure regulators

Do not change the composition of the valves!

EDS 6 EDS 4 EDS 3 EDS 1

MV 1 EDS 5 EDS 2

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Transmission
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EDS-Types

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Transmission
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Controller Matrix M-shift

Position 1 2 3 4 5 6 7
P-EDS EDS 1 EDS 2 EDS 3 EDS 5 EDS 4 MV 1 EDS 6
Responsible Clutch A Clutch B Brake C System p. Br. D & Cl. E Solenoid v. Cc
Character
Parking 0 1 0 -x- 0 0 0
Neutral 0 1 0 -x- 0 0 0
R-gear 0 0 0 -x- 0 0 0
1st gear 1 1 0 -x- 0 0 -x-
2nd gear 1 1 1 -x- 1 0 -x-
3rd gear 1 0 0 -x- 1 0 -x-
4th gear 1 1 0 -x- 0 1 -x-
5th gear 0 0 0 -x- 0 1 -x-
6th gear 0 1 1 -x- 0 1 -x-

Brake closed
Clutch closed

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Transmission
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Adaption - Introduction

Adaption values are corrective values (so-called offsets) which are either added
to or subtracted from the default values (applied values) permanently stored in
the gearbox control unit.

Transmission
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Adaption - Introduction

Legend:

n_mot = engine speed

n_t = turbine speed
m_mot = engine torque
P_zu = pressure engaging clutch
P_ab = pressure disengaging clutch
t = time
A, B, C = adaption phases

Transmission
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Adaption - Introduction

Adaption of the precharge cycle...

... (charge pressure and quick charge time) adapts clutch play and clutch
resistance until the clutch assembly makes contact, but still does not transmit an
appreciable amount of torque.

Adaption of the shift pressure...

... is based on an analysis of the change in gearbox input speed (engine speed
gradient) during the gearshift.
Example:
During an excessively harsh gearshift (uncomfortable gearshift), the engine
speed drops too quickly (steep engine speed gradient).
The adaption program detects this condition from the engine speed gradients
and reduces the clutch pressure by a defined amount (adaption value) during the
next gearshift. This type of adaption is mainly carried out during the quick
adaption cycle.

Adaption of the holding pressure...

... is generally based on calculations made using the values determined during
the charge pressure and shift pressure adaption.

Transmission
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Adaption

Transmission
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P a g e | 34
Adaption limits

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Transmission
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Charge pressure

Transmission
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Quick charge time

Transmission
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Adaption drive (VW / Audi)

Part A

Accelerate the vehicle from standing with very low throttle (15 25%) up to 4th
gear and about 80 km/h. Freewheel the car down to about 40 km/h without using
the brakes. Afterwards stop the car completely and stay in drive position for
about 10 s. Repeat cycle 6 times.

Part B

th
Accelerate the vehicle up to about 70 km/h und select manually 5 gear. Use
your diagnostic tool (VW/Audi block 9) to drive with 100 Nm for about 3 4 km.
th
Accelerate the vehicle up to about 85 km/h und select manually 6 gear. Use
your diagnostic tool (VW/Audi block 9) to drive with 100 Nm for about 3 4 km.

Part C

Accelerate 5 times with low throttle up to about 100 km/h and freewheel the car
down to about 40 km/h without using the brakes.

Transmission
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Adaption drive (BMW)

Depending upon the production date, transmission and vehicle models, there are
4 different adaptation procedures for BMW products.

Software A Software N Software P Software T

(GS19.02) (GS19.04) (GS19.11) (GS19.11)
1 Series 116i --- --- 09/04 09/07 ---
118i --- --- 09/04 03/07 ---
120i --- --- 09/04 03/07 ---
120d --- --- --- 03/07 now
125i GM 6 Transmission
130i --- --- 09/04 03/07 ---
135i --- --- --- SOP - now
3 Series 320i --- --- 01/05 04/07 ---
320d --- --- --- 03/07 now
323i --- --- 01/05 09/07 ---
325i --- --- 01/05 09/07 ---
335i --- --- --- 09/07 now
5 Series --- 07/03 03/05 03/05 03/07 03/07 now
6 Series --- 09/03 09/05 09/05 09/07 09/07 now
7 Series 09/01 10/03 10/03 03/05 08/05 now
X3 E83 --- --- 09/05 09/07 09/07 now
X5 E53 --- 09/03 09/06 --- ---
X5 E70 --- --- --- 10/06 now
X6 E71 --- --- --- 01/08 now

Transmission
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Adaption drive (BMW)
Software A

Transmission
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Software N

Transmission
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Software P

Transmission
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Software T

Transmission
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Drain the Oil

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Transmission
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Removing and Attaching of the Oil Pan

Remove in any order, for attaching see below.

Start here to tighten the screws

Attach all the screws loosely

Start at Pos. 1 and Pos. 2 to tighten screws
Tighten the other screws crosswise from inside to outside (positional
order)
Torque 10 Nm of torque for screws M6 X 28,5

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Transmission
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P a g e | 45
Remove the connection socket

External connection
socket

Locking mechanism

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Transmission
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P a g e | 46
Demounting the Mechatronic

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Transmission
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P a g e | 47
Different Mechatronics

E-Shift M-Shift

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Transmission
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Demounting the Mechatronic

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Two different adapters for system pressure

Transmission
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Evacuate the Torque Converter

Transmission
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Check clutches and brakes

Transmission
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Dismounted Mechatronic (E shift)

Transmission
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Demounting the electronic module

Transmission
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Demounting the electronic module

Guiding pins

Transmission
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Opening the Mechatronic

Transmission
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Opening the Mechatronic

Rubber
contamination

Please clean it!!!

Transmission
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Position of the Check Balls (M-shift)

Transmission
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Opened Mechatronic

Intermediate plate

Transmission
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Pressure regulator damper

Transmission
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Pressure regulator damper

Transmission
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Pressure regulator damper

Transmission
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Attach the Mechatronic to the Housing of the Gearbox

M-shift

When mounting the mechatronic take care of the sensor for drive position. The
picture shows a not correctly installed mechanism which would cause an error
in the control unit. In this condition the car will not start.

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Transmission
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Mechatronic Tightening Sequence
Torque to 8Nm

6HP19,26,32

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Transmission
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Mounting Connection Socket

New generation Old generation

Take care that the marked guide lug is

mounted not exactly in vertical position

For orientation use the outside of the

socket were the guidance for the plug is
almost in horizontal position

After correct fitting close the locking

mechanism carefully

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Transmission
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Oil Change
Lifeguard Fluid 5 (yellow-red)

Used for:
5HP18 (depending on
manufacturer)
5HP19
5HP24
5HP30 (depending on
manufacturer)

Lifeguard Fluid 6 (yellow)

Used for
6HP19
6HP19X
(except Audi Q7)
6HP/21/26/28 + X
6HP26A61
(except Audi W12)
6HP28A61
6HP32 + X, 6HP32A

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Transmission
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Lifeguard Fluid 8 (green)

Used for
6HP19A
6HP19X (Audi Q7)
6HP28AF
8HP all

Fill in screw

BMW, Jaguar, Ford, Maserati,

Hyundai, Land Rover, Aston Martin,
Rolls Royce, Bentley
For:
6 HP 19/19X/26/26X/32/21/28/28X

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Transmission
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Fill in screw (Audi)

Engine rpm 750 1/min

Gearbox temperature
between 35 and 40

Oil level control (Audi)

Gearbox temperature
35
Start engine
Take screw B out
Screw worn
No fluid coming
fill up until ATF runs down

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Transmission
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P a g e | 67
Bolted driveshaft

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Transmission
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6 HP Automatic Transmissions
Overhaul

Overhaul - introduction

Since the introduction of the 5HP series, ZF has aimed for a simplistic and
streamlined design. Although the 6HP and the new 8HP series are extremely
sophisticated and a technologically advanced, they are also smaller and lighter
than the predecessors.
The 5HP introduced a simple 3 part design:
- Input, intermediate brake and output.
The 6Hp is no exception. Half of the reaction components are comprised and
housed within the input section. Two brakes and a Ravigneaux planetary make
up the other two reaction components.

Transmission
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Input section Oil pump

Front cover housing contains:

Oil pump
Torque converter stator support
Single planetary s Sun gear support
Oil passages for TCC apply and release

Transmission
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Input shaft

Input shaft contains:

E Clutch
Passage for TCC
Passage for E clutch
Single planetary ring gear
Turbine splines

Transmission
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Intermediate shaft

Intermediate shaft connects:

E clutch friction plates to Ravigneaux planetary carrier

Transmission
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Clutch A

A clutch houses:

Single planetary gear set carrier and planets

Transmission
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Sun gear shaft

Sun gear shaft contains:

Engages A clutch friction plates

Splines into Sun Gear 3

Transmission
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Disc carrier

Disc Carrier contains:

Meshes with clutch A drum

Friction plates of clutch B

Transmission
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Clutch B

Clutch B contains:

Engages with Brake C friction plates

Splines into Sun Gear 2

Transmission
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Assembled

Input shaft, clutch A, clutch E and Intermediate shaft assembled

Transmission
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Assembled

Sun Gear shaft added to previous assembly

Transmission
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Assembled

Complete Input assembly

Transmission
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Intermediate Brakes

C and D assembly contains:

C Brake
D Brake
Passages for C and D brakes
Passage for B clutch

Transmission
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Output components

Ravigneaux planetary gear set and D brake frictions and steels

Transmission
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Assembled

Input assembly and intermediate assembly (C brake)

Transmission
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Assembled

D brake and Ravigneaux planetary added to previous assembly

Transmission
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A Clutch disassemble

Clutch A is the most unconventional assembly to disassemble.

In order to remove the piston, the single planetary gear set has to be removed
from the drum. Underneath the planets and towards the center of the carrier lies
a snap ring that holds the planetary carrier to the drum.
Push slightly towards the center and at the same time lift the carrier.

Transmission
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Disassemble

Snap ring can be seen at the four openings in the carrier,

right above the planets.

Transmission
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Disassemble

Once the carrier is removed the tabs can be seen

Transmission
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E clutch failure

Most common fault code / failure is for E clutch.

Quite often due to pressure losses at front pump bushing.

Oil pressure is fed through front cover (pump) through input shafts third port.
Unfortunately theres only 1 Teflon ring that seals the input shaft to the pump.
The other end of this chamber is sealed by the interference of the shaft
and the bushing.
As the bushing wears the clearances become too large and pressure is lost
beyond the point of adaptations.

Transmission
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Mechatronics Separator failure

More often than E clutch failure is the separator, double D, failure.

Stress, heat cycles and environmental conditions causes the separator to
develop small to obviously large cracks and the rubber seals at the end
to shrink or get hard and brittle.
Any of these conditions will cause a working or main pressure loss.
These losses are reflected as adaptation faults, delayed gear
engagement and, in the E Mechatronics' version, as a parking fault.
Along with the separator seal, the 4 ports seals are also prone to
shrinking and failure. All of these parts should be replaced.

Transmission
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8 HP Automatic Transmissions

Modular construction system

Transmission
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Torque converter

Sealing gearbox input shaft

Transmission
External ZF training
P a g e | 90
ATF-Oil pump

Technical data:
- system pressure 5.5 to 17.5 bar
- Oil delivery rate 7 to 22 l/min
- Pump speed 550 to 8600 rpm

Transmission
External ZF training
P a g e | 91
ATF-Cooling

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Transmission
External ZF training
P a g e | 92
E-shift Mechatronic (Audi)
Parking brake emergency
release (Audi)

Parking brake emergency release

lever (Audi under driver seat)

Parking brake emergency release (BMW)

Transmission
External ZF training
P a g e | 93
Planetary Gear sets / Shift elements

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Transmission
External ZF training
P a g e | 94
Shift elements Brake B
B is controlled by two pistons

Transmission
External ZF training
P a g e | 95
Clutch C, D and E

Transmission
External ZF training
P a g e | 96
Planetary Gear sets / Shift elements

Brake A

Brake B

Clutch E

Clutch C

Clutch D

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Transmission
External ZF training
P a g e | 97
Gear description in 1st gear

In 1st gear, internal ring gear H1 is fixed by the multidisc brake B and the double sun gear
S1/S2 via the multidisc brake A against the housing (blocking position on planetary gear train
RS1).

The connection of the planet carrier P1 and internal ring gear H4 means that this internal ring
gear is also fixed.

The drive shaft provides the driving force via the closed multidisc clutch C to the sun gear S4.
This drives sun gear S4 at the same speed as the turbine.

The fixed internal ring gear H4 means that the planetary gears under the internal ring gear turn
and drive the planet carrier P4 in the direction of engine rotation.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 98
Gear description in 2nd gear

In 2nd gear, internal ring gear H1 is fixed by the multidisc brake B and the double sun gear
S1/S2 via the multidisc brake A against the housing (blocking position on planetary gear train
RS1).

The connection of the planet carrier P1 and internal ring gear H4 means that this gear is also
fixed.

The drive shaft provides the driving force which drives the planet carrier P2 at the same speed
as the turbine.

This rolls over the fixed double sun gear S1/S2. This drives the internal ring gear H2 in the
direction of engine rotation which in turn drives the sun gear S4 via the closed multidisc clutch
E.

The fixed internal ring gear H4 means that the planetary gears under the internal ring gear turn
and drive the planet carrier P4 in the direction of engine rotation.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 99
Gear description in 3rd gear

In 3rd gear the internal ring gear H1 is fixed against the housing by multidisc brake B.

The drive shaft provides the driving force to the planet carrier P2 and via the closed multidisc
clutch C to the sun gear S4. Both are driven at the same speed as the turbine.

The closed multidisc clutch E connects sun gear S4 and internal ring gear H2 and drives them
at the same speed in the direction of engine rotation (block mode on planet gear set RS2).

The block position on planetary gear train RS2 means that the double sun gear S1/S2 can
drive the planetary gears 1 at the same speed as the turbine which makes them roll under the
fixed internal ring gear H1.

This drives planet carrier P1 at lower speed in the direction of engine rotation.
The fixed connection between planet carrier P1 and internal ring gear H4 produces the same
direction of rotation and speed at internal ring gear H4.

Sun gear S4 drives at the same speed as the turbine which means that planet carrier P4
experiences an increase in speed compared to 2nd gear.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 100
Gear description in 4th gear

In 4th gear the internal ring gear H1 is fixed against the housing by multidisc brake B.

The closed multidisc clutch E short circuits internal gear H3 and sun gear S3 on the planetary
gear train RS3 which produces block mode on planetary gear train RS3.

The closed clutch D produces a fixed connection between planet carrier P3 and the output
shaft. This means that planetary gear train RS3 is driven in full at output speed in the same
direction as the engine.

The fixed connection of internal ring gear H3 and sun gear S4 and between sun gear S3 and
internal ring gear H2 means that internal ring gear H2 and sun gear S4 are also driven at
output speed.

The drive shaft provides the driving force to planet carrier P2 which rolls under the internal ring
gear H2 which rotates at output speed.
The double sun gear S1/S2 is driven accordingly at the speed of planetary gears 2 which
means that planetary gears 1 roll under the fixed internal ring gear H1 and drive the planet
carrier P1 in the same direction as the engine.

The planetary gear train RS4 is locked against the output shaft by the connection of the sun
gear S and the planet carrier P4. This produces block mode on planetary gear train RS4. The
planet carrier P1 is firmly connected to internal ring gear H4 which means that the planetary
gear train is driven as a block.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 101
Gear description in 5th gear

In 5th gear the internal ring gear H1 is fixed against the housing by multidisc brake B.
The drive shaft provides the driving force to the planet carrier P2 and via the closed multidisc
clutch C to the internal ring gear H3 and sun gear S4.

Planet carrier P2, internal ring gear H3 and sun gear S4 are driven in the direction of engine
rotation at the same speed as the turbine. The closed multidisc clutch D produces a fixed
connection between planet carrier P3 and the output shaft. This drives the planet carrier P3 at
output speed in the same direction as the engine so that it rolls under the internal ring gear H3
which is rotating at the same speed as the turbine.

Sun gear S3 is driven in the opposite direction to the engine.

The fixed connection between sun gear S3 and internal ring gear H2 rotates internal ring gear
H2 in the opposite direction to planet carrier P2 which is driven by the drive shaft.

The double sun gear S1/S2 is therefore driven in the same direction as the engine by planetary
gears 2. This results in planetary gears 1 rolling under the fixed internal ring gear H1 and drive
the planet carrier P1 in the same direction as the engine.

Internal ring gear H4 has the same speed due to its fixed connection with planet carrier P1.
This produces a speed ratio on planetary gear train RS4 between the sun gear S4 turning at
the same speed as the turbine and internal ring gear H4 turning at the same speed as planet
carrier P1.

This speed ratio produces a resulting peripheral speed of planet carrier P4.
Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 102
Gear description in 6th gear

The driving force from the drive shaft in 6th gear drives the closed multidisk clutches C and E.
The closed multidisc clutch C initiates the propulsion of the engine into the planetary gear set.

The closed multidisc clutch E short circuits internal ring gear H3 and sun gear S3. Both of
these, sun gear S3 and internal ring gear H3 are driven at the same speed as the turbine
which produces block mode on planetary gear train RS3.

Planet carrier P3 is connected to planet carrier P4 by the closed multidisc clutch D. This results
in the same speed in the same direction as the engine on planet carrier P4.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 103
Gear description in 7th gear

In 7th gear the double sun gear S1/S2 is fixed against the transmission housing by the closed
multidisc brake A.

The drive shaft provides the driving force to the planet carrier P2 and via the closed multidisc
clutch C to the internal ring gear H3. Both, planet carrier P2 and internal ring gear H3, are
driven at the same speed as the turbine.

As a result of driving the planet carrier P2 the planetary gears 2 roll over the fixed double sun
gear S1/S2 and drive the internal ring gear H2 at the corresponding speed in the same
direction as the engine.

The internal ring gear H3 drives planet carrier P3 at the same speed as the turbine and sun
gear S3 at a correspondingly higher speed due to the connection with internal ring gear H2.
This drives the planet carrier P3 via planetary gears 3 in the same direction as the engine.

Planet carrier P3 has a fixed connection with planet carrier P4 via the close multidisk clutch D
which results in the same speed in the same direction as the engine at planet carrier P4.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 104
Gear description in 8th gear

In 8th gear the double sun gear S1/S2 is fixed against the transmission housing by the closed
multidisc brake A.

Internal ring gear H3 and sun gear S3 are short circuited by the closed multidisk clutch E which
produces block mode on planetary gear train RS3.

The drive shaft provides the drive direct to planet carrier P2. As a result of driving the planet
carrier P2 the planetary gears 2 roll over the fixed double sun gear S1/S2 and drive the internal
ring gear H2 at the corresponding speed in the same direction as the engine.

Internal ring gear H2 drives sun gear S3 and internal ring gear H3 via the closed multidisk
clutch E (block mode on planetary gear train RS3).

Planet carrier P3 has a fixed connection with planet carrier P4 via the close multidisk clutch D
which results in the same speed at planet carrier P4.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 105
Gear description for reverse gear (R)

In reverse gear, the ring gear H1 is secured to the transmission housing using the closed
multidisc brake B, and the double sun gear S1/S2 is secured to the transmission housing using
the closed multidisc brake A.

The planet carrier P1 is linked with the ring gear H4 and thus is likewise secured to the
housing. The planet carriers P3 and P4 are firmly linked to one another by means of the closed
multidisc clutch D.

Drive takes place directly from the drive shaft to the planet carrier, whereby planetary gears 2
roll onto the stationary double sun gear S1/S2 and take the internal ring gear H2 in the
direction of engine rotation.

The internal ring gear H2 and the sun gear S3 are firmly connected to one another. In this way,
the sun gear 3 drives the internal ring gear H3 against the direction of engine rotation. The
internal ring gear H3 is firmly connected with the sun gear S4, whereby the same rotational
direction is achieved on sun gear S4.

The sun gear S4 drives the planetary gears 4 against the direction of engine rotation, which roll
beneath the stationary ring gear H4 against the direction of engine rotation and take the planet
carrier P4 with them.

Planet carrier P4 also acts as the output shaft.

Transmission
External ZF training
P a g e | 106
Ratio

Mechatronic E-Shift

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Transmission
External ZF training
P a g e | 107
Controller Matrix E-Shift

Position 1 2 3 4 5 6 7 8
P-EDS EDS 1 EDS 4 EDS 2 EDS 5 EDS 3 EDS 6 EDS 7 MV 1
Responsible Brake A Clutch D Brake B Clutch E Clutch C Cc System p. Solenoid v.
Character
Parking 1 0 1 0 1 0 -x- 0
Neutral 1 0 1 0 1 0 -x- 1
R-gear 1 1 1 0 1 0 -x- 1
1st gear 1 0 1 0 0 -x- -x- 1
2nd gear 1 0 1 1 1 -x- -x- 1
3rd gear 0 0 1 1 0 -x- -x- 1
4th gear 0 1 1 1 1 -x- -x- 1
5th gear 0 1 1 0 0 -x- -x- 1
6th gear 0 1 0 1 0 -x- -x- 1
7th gear 1 1 0 0 0 -x- -x- 1
8th gear 1 1 0 1 1 -x- -x- 1

Brake closed
Clutch closed

EDS-Types

Transmission
External ZF training
P a g e | 108
Position of the Mechatronic pressure channel

Transmission
External ZF training
P a g e | 109
Check clutches and brakes

Transmission
External ZF training
P a g e | 110
Check clutches and brakes

Transmission
External ZF training
P a g e | 111
Check clutches and brakes

A
E
C
B1

B2

Transmission
External ZF training
P a g e | 112
Template for the tool

Transmission
External ZF training
P a g e | 113
Parts to changing the Mechatronic
Example Audi

Parts needed
Connection socket
Oil reflux cartridge
Sealing ring oil approach cartridge
Sealing cartridge

Transmission
External ZF training
P a g e | 114
Sealing oil pipes

Sealing cartridge

Transmission
External ZF training
P a g e | 115
Guiding pins for mounting the mechatronic

Transmission
External ZF training
P a g e | 116
Oil level control

Gearbox temperature 35
Start engine
Take screw B out
Screw worn
No fluid coming fill up until ATF runs down

Transmission
External ZF training
P a g e | 117
The hydraulic impulse oil storage HIS

Mechatronic HIS

Some customer-specific versions of the new generation 8-speed automatic

transmission from ZF will have an integral hydraulic impulse oil storage system.

This supplies hydraulic oil to the shift elements of the transmission required for
starting. In turn this makes it possible to move off quickly if the engine has been
stopped as required for a start-stop function.
The car is ready to move away just 350 milliseconds after the engine has been
started.

Transmission
External ZF training
P a g e | 118
The hydraulic impulse oil storage HIS

The HIS hydraulic impulse oil storage is a spring piston accumulator which fills
with oil as the car is being driven, thus tensioning a spring.

This reserve has a capacity of around 100 centiliters which is fed back into the
hydraulic system lightning-quick by the spring when the engine is started to
supply oil to the shift elements in the transmission required for moving away.

This means that the car is ready to move away just 350 milliseconds after the
engine has been started. Without the bridging created by the hydraulic impulse
oil storage system this would take around 800 milliseconds which would
therefore mean a perceptible loss of driving dynamics for

Transmission
External ZF training
P a g e | 119
The hydraulic impulse oil storage HIS

Solenoid
not
energized

Transmission
External ZF training
P a g e | 120
Audi plugged driveshaft

Transmission
External ZF training
P a g e | 121
Audi plugged driveshaft

Transmission
External ZF training
P a g e | 122
Vehicle for 8HP Transmission
BMW group

Transmission
External ZF training
P a g e | 123
Jaguar & Land Rover

Fiat group

Transmission
External ZF training
P a g e | 124
Volkswagen group

Transmission
External ZF training
P a g e | 125
Identification of the Transmission

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Transmission
External ZF training
P a g e | 126
Troubleshooting

While freewheeling and changing from second into first gear (for example when
approaching traffic lights) a kick happens.

Check play on the flex disc

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Transmission
External ZF training
P a g e | 127
4E86 MV3 Interlock fault
Saved code in the ECU

E 60 Prod. before 9/2005 E 60 Prod. after 9/2005

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Transmission
External ZF training
P a g e | 128
Towing in case of breakdown

Audi towing
The vehicle can be towed at a maximum vehicle speed of 50 km/h over a
maximum distance of 50 km using the drive wheels. The transmission must be
mechanically unlocked.
That means:
The parking lock must be released by means of a Bowden cable. The automatic
transmission can be seriously damaged if the above-mentioned boundary values
are not maintained.

BMW towing
The precondition for towing a vehicle with an unraised drive axle is that the
parking lock be opened by means of a Bowden cable emergency release. If this
is the case, towing with a maximum speed of 50 km/h over a maximum distance
of 50 km is possible.
The automatic transmission can be seriously damaged if the above-mentioned
boundary values are not maintained.
Vehicles on which the parking lock must be opened with an unlocking screw
cannot be towed. In case of breakdown, the vehicle must be raised with a crane
and delivered to the workshop for repair on a flatbed tow truck.

Four-wheel-driven vehicles
Vehicles with four-wheel drive must not be towed with one axle lifted.

Transmission
External ZF training
P a g e | 129
Pushing

The engine cannot be started by pushing the vehicle. That is to say, if the
engine is stopped, there is no transmission of power from the hydrodynamic
coupling of the engine and transmission and the pressure-less shift elements.

Transmission
External ZF training
P a g e | 130
 Transmission
External ZF training
P a g e | 131
 Transmission
External ZF training
P a g e | 132