Issue Summary:

• After overhaul, a 4L30-E in an Isuzu, BMW or Cadillac has no 3-4 shift; shortly thereafter the transmission is in failsafe and a gear-ratio-error code is stored.
• A variety of drivability complaints can occur in Daewoo Lanos, Nubira and Leganza after repairs, possibly accompanied by codes including P1336.
• In BMW M3, 530i and 320i with the ZF 5-HP-18 transmission, turning of the stator support in the pump cover may cause complaints of no power on takeoff, sudden neutralizing, bind-ups or failsafe.
• Not using the factory-specified fluid in ZF automatic transmissions can result in damage to friction elements.
• Audi or BMW vehicles equipped with the ZF 5-HP-19FL, ZF 5-HP-19FLA or ZF 5-HP-19 may exhibit a flare on the 2-3 upshift.
• Damaged alignment dowel pins can result in damage to the torque converter in BMW 5-HP-18 and 5-HP-30 transmissions.

After overhaul, the transmission has no 3-4 shift; shortly thereafter the transmission is in failsafe and a gear-ratio-error code is stored.

Gear-ratio-error codes that can be stored are:

• 1990-93 Isuzu – 41
• 1994-95 Isuzu – 61
• BMW – 100
• Cadillac Catera and all other OBD-II-compliant vehicles – P0730

The overrun lockout-valve retainer was installed backward (refer to Figure 1), preventing the valve from moving against the spring to allow fourth-clutch feed oil to apply the fourth clutch. The gear-ratio-error code is stored when fourth gear is commanded but does not occur.

Install the overrun lockout valve retainer as shown in Figure 2.

Note: In the same center support, some models have a reverse-lockout valve that gets stroked by TCC-solenoid oil. Should this valve get stuck in a stroked position, there will be no reverse. This also means that should the TCC solenoid mechanically fail, allowing feed oil to enter the solenoid-signal circuit, there will be no reverse.

After repairs, the vehicle may exhibit a variety of drivability complaints. The malfunction indicator light may be illuminated with a variety of diagnostic trouble codes stored in the computer’s memory including P1336 – “58x Crank Tooth Not Learned.”

Whenever any component that may affect the relationship between the crankshaft and the crankshaft-position sensor is removed or replaced, such as the sensors themselves, or the engine control module/powertrain control module or battery is disconnected or replaced, poor drivability and various unrelated DTCs occur.

The dealer must perform a “crankshaft-position-variation learning procedure” using Daewoo’s Scan 100 Tool. This procedure (the TEC Test Procedure) electronically aligns the crankshaft-position sensor to the crankshaft to correct for variations in timing-belt length and the camshaft and crankshaft pulleys.

BMW’s M3, 530i and 320i vehicles equipped with the ZF 5-HP-18 transmission may exhibit a complaint of no power on takeoff, feeling as if the stator in the converter is defective. Other complaints may be sudden neutralizing, bind-ups and/or failsafe.

It is not uncommon to find that the stator support in the pump cover has turned. The severity of the turn will determine the type of complaint.

If the stator support has turned inside the cover, the assembly will need to be replaced. ZF Industries calls the replacement support and cover the
“intermediate plate” (see Figure 3). The part is 1056-210-119 and lists for $524.45.

ZF Industries recommends specific fluid for its automatic transmissions. If an incorrect fluid is used, the bonding agent between the friction and backing plate may deteriorate. The converter clutch is most prone to this negative reaction. The fluid recommendation can be determined easily by the color of the transmission’s identification tag. Figure 4 is an application chart showing the manufacturer’s specified fluids for four-speed transmissions, and Figure 5 shows the fluids specified for five-speed transmissions.

When looking at these charts you will notice that Shell fluid is used for only one application. We have noted that if the black-tag 5-HP-30 has been rebuilt with new clutches and is being installed with a rebuilt torque converter, and all the clutches are dry, the Esso fluid LT71141 can be used in place of the Shell fluid without any negative results. Mixing Esso and Shell fluids in any application is not recommended.

• ZF’s part number for a 20-liter container of Shell fluid is 0671-090-149.
• ZF’s part number for a 20-liter container of Esso fluid is 0671-090-166.

Audi or BMW vehicles equipped with the ZF 5-HP-19FL, ZF 5-HP-19FLA or ZF 5-HP-19 may exhibit a flare on the 2-3 upshift.

The cause may be a loss of apply pressure to the F clutch because of a sealing ring wearing into a bushing (see Figure 6).

Replace the low-sprag assembly and F-clutch drum with the updated parts shown in Figure 6. This update replaces the bushing with a bearing, which moves the first sealing ring into direct contact with the F drum. If the 2-3 upshift flare persists after the sealing problem has been addressed, refer to Figure 7 to locate the F-clutch accumulator line-up and install a 0.080- to 0.100-inch shim inside the F-clutch accumulator piston. This will make the accumulator spring stronger and will help keep the F-clutch accumulator regulator valve from stroking so quickly.

• Hub and low-sprag assembly (ZF part no. for BMW). . . . .1060-273-035
• Hub and low-sprag assembly (ZF part no. for Audi). . . . . .1060-273-013
• F-clutch drum assembly (ZF part No. all). . . . . . . . . . . . . . .1060-277-010

The transmission has been overhauled and re-installed into the vehicle. Shortly afterward, the vehicle returns with a whining noise coming from the converter area. When the transmission is removed, stator-shaft damage is evident. When the converter is cut open, internal damage is found.

The original engine/transmission alignment dowel pins are damaged (see Figure 8). The installer was careless when re-installing the transmission and smashed them by not carefully aligning the transmission with the dowel pins.

Because they are very thin, these dowel pins are easily destroyed, resulting in the transmission being off center and causing the complaints mentioned.

Heavier alignment dowel pins that are not so easily damaged are available (refer to Figure 9). Instruct R&R staff to exercise care when installing either of these transmissions into a BMW.

• Heavy-duty engine/transmission alignment dowel pins are available from Sonnax, part number 85000-01.

October 2004 Issue
Volume 21, No. 10

• Isuzu, BMW, Cadillac 4L30-E: No Fourth Gear, Failsafe, Gear-Ratio-Error Code Stored
• Daewoo Lanos, Nubira and Leganza: P1336 – 58x Crank Tooth Not Learned
• ZF 5-HP-18: No Power on Take-off, Neutralizing, Bind-ups and/or Failsafe
• ZF Automatic Transmissions: Information on Factory-Designated Fluid
• ZF 5-HP-19: Flare on 2-3 Upshift
• BMW ZF 5-HP-18 & 5-HP-30: Engine/Transmission Alignment Dowel Pins