[Peter5floor]

Hi Phil,

Thanks for fast replying outside the boxes looks excatly the same, they are even produced the same year so I think it is possible to make the exchange.

I removed the output shaft from the old box just now, quite easy I got to say, ...

I found this on image on the internet, .. it should be official BMW which also shows that only the output shaft is different according to model it is mounted on

Keep up the good work.

 

[RRPhil]

Thanks Peter, and good luck with the rebuild (worst part is the huge circlip). If you get chance might you be able to read off the part number and the numbers/letters in the top right-hand box of the nameplate from your X5 transmission please?

Phil

 

[Peter5floor]

Hi Phil,

Thanks for taking your time helping me. my plates is attached.

what does these letters mean ? i have seen many different versions on same model BMW x5 E53.

Peter

 

[RRPhil]

Thanks Peter. Your transmission is a 2002 model year ‘XF’ model, and the ‘G’ means it’s a 5L40-E (a 5L50-E would have been identified by a ‘Z’). This stacks up with the information below from RealOEM (which stevenA also stated over on fullfatrr.net)

The part number on your plate (7 508 856) is actually one digit different to that shown above (24-00-7-508-857) but it may be that BMW simply increment their part number by one for a remanufactured unit. The E53 changed to the ‘XW’ model (BMW part no. 24-00-7-518-606) from October 2002. What’s interesting to me though is that BMW are identifying this transmission as a A5S390R (as opposed to a A5S360R) even though it’s a 5L40-E and not a 5L50-E. My L322 transmission is an ‘XG’ model from 2003 model year & is also a 5L40-E.

Phil

 

[Peter5floor]

Hello again,

Yes this box have so many names, .. I have also seen one on a X5 marked as GA20.

Strange that this box should be from a 2002 when my X5 is from 01, seems like it had trouble before I bought it.

Anyways thanks for the explanation and let me know if you need any parts from a 5L40(at shipping cost), .. i have 2 that i have stripped off

Peter

 

[Laurie915]

Phil
Wades Garage in the US have rebuilt a Pontiac Solstice -with a LS7 and a Heavy Duty 5L50E Transmission in the old 5L40E transmission case. Quote from site.

"The original 5L40E transmission would never hold up to the LS7's power and torque. But we need to maintain the small-sized transmission case to fit the Solstice tunnel. So we used a combination of parts from the Solstice, a Cadillac XLR, and a Cadillac STS-V to build a stout 5L50E that does the job."

http://www.wadesgarage.com/gallery/main ... temId=7186

I wonder if this could be a viable option on beefing up the Td6's auto, would love to hear peoples opinions. The LS7 is 7 litres, 500hp,475 ft-lb / 657 nm @ 4800 and does 7100 rpm! so the Td6 won't stretch it.

 

[33CHINACARS]

Now that would be interesting seeing as the auto is the weekest part of the TD6
Could realy go wild with power upgrades

Gary

 

[Peter5floor]

Hi Phil(and others)

Just wanted to let you know that the 530D box is now mounted on my X5 and it drives like an angel!

I found out that even if my car is from 2001 it is original and only sold with a A5S390R box from the beginning - even if it is a 5L40. I replaced the output shaft as you described + a few other things and if anybody else is going to do the same then make sure that you get a box from the excact same year or be sure it is a A5S390R since the early 1999 boxes on 530D has 114 teeths and mine had 106.. maybe the difference is because the 1999 box is a A5S360R dont know.

In a few words, .. everything seems to be the same, didnt even have to replace the ECU `8)

Many product sheets tells different but what I know by now tells me that BMW used the 390R from 1999 in the X5 and startet to use it in a 530D from 2001... strange that they didnt make only 1 box and used it on both models from the beginning 8~

Peter

 

[fermin123]

Well the X5 transmission certainly isn't exactly the same because they use a different transfer box (NV125 vs NV225) but you may well be able to swap the rear casing & output shaft over.

I should ask them for the details off the nameplate of the X5 transmission to check that it's a 'G' 5L40-E and not a 'Z' 5L50-E and also the model year.

Phil

hi,,

i need to rebuild my range rover 2005 td6 trnny
can i use bmw rebuild kit and are the torque converter same as bmw x5?

 

[fermin123]

since i live in honduras, central america
i can buy a used bmw tranny from usa
do i need z or g?

i can buy rebuild kit for bmw 5l40e in usa for 600$ but i dont know if it will work
and i want to buy a torque conv from an x5

 

[fermin123]

can i buy this and use some parts like valve body hard parts torque cinverter?
http://cgi.ebay.com/ebaymotors/BMW-E53- ... 3f05ee651b

 

[RRPhil]

Can you take a photo of the nameplate on your L322 transmission and post it up here?

Phil

 

[ahamay]

sir Phil
what rebuild kit parts are to be used?
do you consider any upgrades?

 

[RRPhil]

Well, my 1000th post on the forum `) and I thought it was high time that I finally finished off my 5L40-E teardown ‘story’.

All the valves from the front control valve body :

and the rear control valve body :

appear, on the face of it, to be fine from just a visual inspection – though clearly each would need vacuum testing to properly check the wear levels. The reverse lockout valve (third spool up from the bottom on the right in the photo immediately above), which was mentioned by tyinger and Stevemfr, seemed free to move.

Despite the levels of metallic debris in the fluid it would seem that the filter had still been doing a sterling job of keeping it away from the solenoids which showed no signs of debris around their own screens :

To check the remaining spool valves I removed the pump cover from the bellhousing :

and, again, each spool and valve assembly looks okay visually :

The main flow screen from the pump :

shows no indication that large particles of metallic debris had reached that far into the hydraulic circuit either

The pump itself (variable displacement vane-type) also looks in good condition :

So, in conclusion, all a bit of an anti-climax really. At the start of the teardown I was expecting to find a really obvious cause for the melted clutch packs and the torque converter lock-up clutch which had worn through its lining – maybe a stuck valve or, at the very least, something palpable to explain why the transmission had come to such a sticky end – but, in the end, nothing particularly stood out.

I would therefore certainly agree with the conclusion that Stevemfr reached following his research on this transmission i.e. the mechanical problems are the result of reduced hydraulic pressures caused by wear & subsequent leakage in the hydraulic valve blocks. It’s unfortunate that I don’t have the necessary flow kit to be able to measure the valve leakages and prove this but nevertheless I think that it provides the best explanation.

I’ve gone on to discuss the potential rectification of the control valve bodies in this thread : viewtopic.php?f=2&t=47637

Phil

 

[33CHINACARS]

Thanks Phil :clap: :clap:

Great write up. Very informative . Are you going to rebuild as standard or as a super tuff box.

Gary

 

[RRPhil]

Taking into consideration the costs involved in reworking the control valve bodies, plus the new clutch plates, the re-manufactured torque converter and the special tools required for reassembling all the piston seals I’m not sure that I’m going to bother rebuilding this particular transmission. It only cost me £50 so I’ll just write that off against the enjoyment 8-|= I had stripping it down.

My main interest is to find out more about the differences between the 5L40-E & the 5L50-E with a view to potentially incorporating the improvements made in the beefed-up 5L50-E into an L322 unit to make it much more reliable (a super tuff box as you described it).

So I will be keeping my eyes open for a 5L50-E becoming available so that I can strip it down and compare its internals carefully with this 5L40-E. It is certainly my view that BMW’s A5S390R transmission is not a 5L50-E.

Phil

 

[33CHINACARS]

Thanks Phil

Will wait with baited breath for the next installment. ray: ray:

Gary

 

[ahamay]

i was just wondering...it is not easier to incorporate the zf transimissions on td6 l322 ? since you allready deal with 5hp24 and they are as well incorporated in different l322 year models or bmw e53(5hp,6hp)??
anyway it would be nice to really have a common-reliable fix for our car's gearboxes

 

[RRPhil]

Although I appreciate the idea I think there are just too many physical inhibitors to this. Off the top of my head :

• Although the Siemens transmission ECU could be replaced with the Bosch unit the transmission wiring loom, which is taped into the engine loom, is different (the GM box has its inhibitor switch inside the sump so its 16-pin connector transmits these signals whereas on the ZF transmission there’s a separate connector as the inhibitor switch is mounted outside the transmission)

• The rear-face-of-block bolt pattern is quite different on the M57 engine to the M62 engine. Hopefully the photos below illustrate this, where I have place a GM bellhousing centrally on top of a ZF one :

• The starter motors are mounted in different positions

• I doubt very much that the palm face of the crankshaft on both engines is identical (the flex plate would have to be swapped as the ZF converter has a 4-bolt drive whereas the GM one is a 3-bolt drive)

• The axle ratios are different between the petrol & diesel models so the overall gearing would change

Clearly with the 6-speed transmission there are even more issues as the transfer box was changed at the same time (on the 5-speeds the TD6 & V8 transfer boxes are identical except for the additional damping weight bolted to the diesel box).

I’m sure others can come up with additional reasons too. Anyway, sorry but I don’t think this is realistic.

Phil

 

[ahamay]

ok,so the l322 5hp24 is different to the bmw e38 one ? on the m57 e38 it has a different case face?
what about the internals?i was assuming that it' s the same zf gearbox type fitted to both bmw e38 and l322,even if it's fitted on bmw diesel model and on range rover to his petrol model.
gear ratio not very different between 5l40e zf5hp24 and even the zf6hp26
i personally prefer the zf transmissions over the gm.
if the wiring loom and ecu's will not be the same for both transsmisions and a lot of wiring must be also retrofited,and as you sayd is not reallistic, what would you think about an e53 6hp transmissions togheter with his m57tu or even an m57t2 engine?
anyway on the gm transmission... i did not have an clear answer about how to build it as a "supper tuf box"
just to recap:valve body re-machined but only in US and on the internal parts maybe some better components from 5l50e, exactlly what you don't know yet.