Table of Contents

M Drivetrain

Subject Page

History . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .7

E60 M5 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .9
Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
SMG Getrag 247 Gearbox . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Powerflow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Gearshift Pattern . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .11
Gear Recognition Hall Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Oil Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Oil Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Input Speed Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .12
Selector Lever . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Drivelogic Switch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Steering Angle Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Gearshift Paddles . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .13
Longitudinal Acceleration/Gradient Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Wake-Up . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Hood Contact Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Door Contact . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Engine Speed . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14
Reverse Light . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .14

Initial Print Date: 05/09 Revision Date:

Table of Contents
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Hydraulic System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .15

Pressure Accumulator . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Hydraulic Pressure Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Solenoid Valve for the Clutch . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Hydraulic Pump with Electric Motor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Hydraulic Temperature Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Pressure Limiter Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Regulator Block . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .18
Clutch Slave Cylinder . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
PLCD Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Expansion Tank . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Check Valve . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Filter . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .19
Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Transmission Ratio of the SMG 3 . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Drivelogic . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
In Drive Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
In Sequential Mode . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .20
Special Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Tow-Start . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Hill Ascent Assistant . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Launch Control . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Clutch Overload Protection (KÜS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .21
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Initialization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Clutch Teach-In Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Teaching in the Axle Difference . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
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Pressure Accumulator Preload . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22

Adaptations . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Shift Range Mid-Points . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .22
Valve Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Transmission Characteristics . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23
Longitudinal Acceleration Sensor . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .23

M DCT Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .24

Special Features . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .25
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .27
Comparison of the M DCT to the Manual and SMG . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .28
System Overview . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .29
Operation and Power Flow . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .30
Shifting Operation From 1st to 2nd Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .31
System Components . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Housing Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .34
Internal Structure . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .35
Automatic Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .37
Emergency Release of Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Mechatronics Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .38
Torque Intervention . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
LIN-bus Module . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
M DCT Transmission Sensors . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .40
M-Gear Selector Switch (M GWS) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
Selector Lever Indicator and Function . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .42
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Selector Lever in the Start Position . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43

Driving Program "S" (Sequential Mode) . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .43
Downshifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Upshifting . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Gear Selection "N" Neutral . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
Gear Selection "R" Reverse Gear . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .44
M GWS Shifter Sensor System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Interface to the M DCT . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Drivelogic Program Selection . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .45
Lubrication System . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Pressure and Flow Regulation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .46
Oil-spray Lubrication . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Hydraulic Emergency Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .47
Two-stage Transmission Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Oil to Coolant Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .48
Oil to Air Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Oil “Warm-up” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Oil “Cooling” . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .50
Service Information . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Parking Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Parking Lock Emergency Release . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Car Wash . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Transmission Oil . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
M DCT Oil Type . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Oil Change Interval . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Transmission Oil Cooling . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .51
Identifying the Transmission . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Table of Contents
Subject Page

Service Functions . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52

Clutch Adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Transmission Adaptation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .52
Oil Calibration . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Parking Lock Hook Test . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Learning the Valves Characteristic Curves . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Mechatronic module data synchronization . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .53
Possible Fault Messages . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
High Transmission Oil Temperature . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .54
Internal Transmission Faults . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .55
Faults Related to Implausible Readings . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .57

Variable M Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60

E46 Rear Axle Differential . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .60
Variable M-differential Lock . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
The Pump Unit . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .61
Principle of Operation . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . . .63
 6
M Drivetrain

M Drivetrain

Model: E60 M5, E63/E64 M6 and E9X M3

Production: From Start of Production

After completion of this module you will be able to:

• Understand the operation of the M DCT transmission

• Understand the operation of the SMG 3 and M DCT transmission

• Identify components used in the SMG 3

• Identify components used in the M DCT transmission

• Understand the operation of the M Variable differential

History
In 1996, BMW M introduced a manual transmission that was performed similar to an automatic transmission or in sequential
capable of shifting gears automatically without the use of a con- “S” mode, which allows the operator to shift manually through
ventional clutch pedal or mechanical shifter lever. The system the gears.
was called the SMG I. Derived from Formula 1 racing technology;
In sequential mode, the driver shifts up and down through the
SMG stands for Sequential Manual Gearbox.
gears by simply operating the shifter lever or a pair of paddle
The U.S. received the first SMG in the 2001 E46 M3. This sys- shifters mounted on either side of the steering wheel. Individual
tem was referred to as SMG 2. The six- speed manual gearbox gear selection is realized by electrical/hydraulic actuation of both,
manufactured by Getrag, operated in automated “A” mode and the gearbox selector forks and the (conventional) clutch assembly.

E46 M3 SMG 2 Gearbox

E46 M3 SMG 2 Shift/Clutch Mechanism

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M Drivetrain

Every function of the system is realized via a network of sensors The most exciting and latest version of the sequential gearbox from
and actuators that are monitored by the SMG 2 and Digital Motor BMW is the new M Double-Clutch Transmission with Drivelogic
Electronics modules through the use of its own SMG Controller (M DCTDrivelogic). Designed by Getrag and introduced in the US
Area Network (CAN) Bus. with the launch of the E93 M3. This seven speed, double wet
clutch transmission takes SMG to the next level.
With the development of the E60 M5 and later the E63/E64 M6
BMW introduced the SMG 3. This is a seven speed sequential M DCT has five driving programs in Automatic Mode and six driv-
gearbox with Drivelogic referred to as the SMG Getrag 247 ing programs in Sequential Mode. A new electronic gear selector
Gearbox. (See E60 M5 section of M Drivetrain.) lever and steering wheel paddle shifters move seamlessly through
the pre-selected gears to enjoy uninterrupted drive torque.
BMW also offered a ZF version of the SMG 3 gearbox on some
non M vehicles like the E46, E60 550i, E64 645i and E85 Z4. M DCT combines the smoothness and comfort of an automatic
with the direct connection to the engine of the manual transmis-
sion.

E60 M5 SMG 3
E9X M3 M DCT transmission cut away view
E60 M5
The SMG 3 was developed for the M5 and is designated SMG Compared to the SMG 2 the gearshift times have been shortened
Getrag 247. The E60 M5 and the E63/E64 M6 use the 7-speed by 20%.
sequential M gearbox (SMG 3).
Essentially, these shorter gearshift times have been achieved by:
The SMG 3 is the first sequential M gearbox that has been specif-
• The use of individual selector rod operation.
ically developed for automated operation. Previous sequential
gearboxes were conventional manual transmissions with an adapt- • The use of carbon fiber friction cones in the synchronizer
ed hydraulic gearshift unit attached. rings that facilitate shorter synchronization times through their
higher load bearing capacity.
The central gearshift shaft has been replaced by individual selec-
• Redesigning the transmission pinion placement (first gear
tor rods. The hydraulic gearshift unit is a part of the gearbox cas- pinion is not next to second gear pinion - they do not share
ing and is no longer designed as an add-on part. the same synchronizer).
The power is transmitted from the engine to the gearbox via a
dual-mass flywheel supplied by “LUK” and a two-disc dry clutch
supplied by “Fichtel und Sachs”.
The system also has the following special features:
• Launch control
• Hill ascent assistant
• Drivelogic
• Tire teach-in function,
Initialization procedures (designed to ensure the system functions
precisely) may be necessary after performing work on the vehicle
that is not directly related to the gearbox.

SMG3 gearbox cut away view

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SMG 3 System Overview

Index Explanation

1 Light Module

2 Car Access System 2 (CAS 2)

3 SMG Control Unit

4 Sequential M Transmission

5 Pump Relay

6 Multi-Function Steering Wheel (MFL)

7 Longitudinal Acceleration Sensor

8 Hood Contact Switch

9 Hood Contact Switch

10 Selector Lever Indicator

11 Door Contact Switch

12 Drivelogic Switch

13 Brake Light Switch

14 Engine Control Module

15 Pedal Position Sensor (PWG)

16 DSC Control Unit (MK60E5)

17 Body Gateway Module (KGM)

18 Trailer Module (not for US)

19 Rain/Light Sensor (RLS)

20 Instrument Cluster

21 Head-Up Display
Components Gearshift Pattern
Besides the gearbox being designed solely for a sequential shifting
mechanism, the shift pattern would make it impractical for manual
SMG Getrag 247 Gearbox
shifting. (A manual shift version of SMG-3 is impossible.)
A special feature of this gearbox is that the main shaft is mounted
in three bearing assemblies. The third bearing assembly has been
realized by an end shield bolted in the gearbox casing.

Pinion Arrangement of the SMG Getrag 247

Powerflow Selector Rods (top view)

The diagram below illustrates the powerflow of the gearbox.

Shift Pattern

6 7 5 3 2 4R 1
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M Drivetrain

Gear Recognition Hall Sensors

The engaged gear is determined in a contactless arrangement by Two Disc Clutch
means of the Hall sensors on the actuators of the individual selec-
tor rods. The position of the working pistons is detected.

Oil Temperature Sensor

The gearbox oil temperature is determined indirectly via the
hydraulic oil temperature sensor as both temperatures have a linear
deviation with respect to each other.
The SMG control unit uses this temperature value to operate the
electric gear oil pump.

Oil Pressure Sensor

The hydraulic pressure sensor is located inside the hydraulic unit.
It is used to determine operating pressure values.
Normal operating pressure is 75 Bar (90 bar is only used during
the learn-in/adaptation)

Input Speed Sensor

The gearbox input speed is determined by a Hall sensor. This sen-
sor acquires the speed at the tooth flanks of the gear wheel on the
countershaft.

Clutch Index Explanation

The E60 M5 utilizes a two disc dry clutch setup to transfer power
1 Drive Plate
from the engine to the gearbox.
2 Intermediate Plate

3 Drive Plate

4 Contact Plate

5 Formed Spring

6 Pressure Plate
Selector Lever The shift speed and therefore the shift hardness are preselected in
The tasks of the selector lever are: sequential mode.
• to select the ranges D-N-R The shift points can be influenced by the setting in Drive mode.
• to change the operating modes D <-> S
Steering Angle Sensor
• to activate launch control The signal is tapped off from the CAN. This value influences the
• to activate the tow start function automatic function of the gearbox (gearshift suppression).

Eight Hall sensors determine the selector lever positions which are Gearshift Paddles
sent individually to the transmission control. The gearshift paddles can be used to perform the following func-
All selector lever positions are based on a redundant design where tions:
a sensor switches to ground and the corresponding redundant • upshift and downshift (+/-)
sensor switches in positive direction to ensure reliable detection • change of operating mode from "D" to "S"
even in the case of failure.
• Manual initiation of wheel circumference teach-in function (the
Gearshift Lever hill ascent assistant no longer needs to be activated manually).

Drivelogic Switch
The Drivelogic selector switch can be used to choose between six Gearshift Paddles
gearshift programs in sequential mode and five shift programs in
Drive mode.

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M Drivetrain

Longitudinal Acceleration/Gradient Sensor Door Contact

The longitudinal acceleration and gradient values are determined Information on the door status is sent via the CAN to the SMG con-
by the longitudinal acceleration sensor in the right footwell. This trol unit. The gear is automatically disengaged when the door is
signal is used for the purpose of calculating the gradient. opened.
For redundancy, the SMG control unit receives the signal from This signal should not be confused with the wake-up signal.
the brake light switch and the brake light test switch.
Engine Speed
The signal from the brake light switch is used for: For redundancy reasons, this signal is made available via the CAN-
• Shift lock function bus as well as a hardwire signal. It is used to control the clutch and
to establish whether the engine is running.
• Brake detection
Within the safety concept, the engine speed signal is used to mon-
• Engine start itor the current status.
• Disengaging gear
Reverse Light
• DSC activation The redundant sensor system of the 1/R selector rod detects
reverse gear when engaged and correspondingly informs the trans-
The signal is made available via the CAN.
mission control. The transmission control informs the lights switch-
Wake-Up ing center that reverse gear is engaged.
The SGM control unit assumes standby mode as soon as the vehi-
cle is unlocked. As a result, the hydraulic unit generates sufficient
pressure to disengage the clutch if necessary.

Hood Contact Sensors

Two Hall sensors mounted on the hood latches determine the
hood status.
Similar to the E46 M3 equipped with an SMG gearbox, the driver is
warned if the hood is open. The vehicle can only start off if the
hood contact status are both closed. If the status cannot be deter-
mined, the vehicle will not engage into gear.
Hydraulic System
SMG with Hydraulic Unit
A DC motor drives the hydrostatic pump. The pump conveys the
hydraulic oil via a nonreturn valve into a pressure system while
energy is stored in a hydraulic accumulator.
The operating pressure is 75 bar. The maximum pressure is 90 bar
which is applied only during initialization procedures.
The maximum shift force is approx. 2,500 N.
Inside the hydraulic unit are the following components:
• Pressure Accumulator
• Hydraulic Pressure Sensor
• Solenoid Valve for the Clutch
• Pressure Limiter Valve
• Regulator Block
• Clutch Slave Cylinder with PLCD Sensor
• Expansion Tank
• Hydraulic Pump with Electric Motor
• Check Valve
• Hydraulic Temperature Sensor Index Explanation
• Filter 1 Hydraulic Unit

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SMG 3 Hydraulic System Overview

Index Explanation

1 Clutch

2 Working Piston (R / 1)

3 Shift Range Valve (R / 1)

4 Hydraulic Pump

5 Working Piston (3 / 5)

6 Shift Range Valve (3 / 5)

8 Working Piston (2 / 4)

9 Shift Range Valve (2 / 4)

11 Working Piston (6 / 7)

12 Shift Range Valve (6 / 7)

13 Proportional Valve

14 Proportional Valve

15 Proportional Valve

16 Pressure Limiter Valve

17 Edge-Type Filter

18 Electric Motor

19 Temperature Sensor

20 Pressure Sensor

21 Pressure Accumulator

22 Clutch Slave Cylinder

23 PLCD Sensor
SMG 3 Hydraulic System Overview
Index Explanation

1 Hall sensors, selector rod R/1 (redundant)

2 Working Piston (R / 1)

3 Shift Range Valve (R / 1)

4 Hall sensors, selector rod 5/3

5 Working Piston (3 / 5)

6 Shift Range Valve (3 / 5)

7 Hall sensors, selector rod 2/4

8 Working Piston (2 / 4)

9 Shift Range Valve (2 / 4)

10 Hall sensors, selector rod 6/7

11 Working Piston (6 / 7)

12 Shift Range Valve (6 / 7)

13 Proportional valve

14 Proportional valve

15 Proportional valve

16 Pressure Limiter Valve

17 Edge-type filter

18 Electric motor with hydraulic pump

19 Temperature sensor

20 Pressure sensor

21 Pressure accumulator

22 Clutch slave cylinder

23 PLCD sensor

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M Drivetrain

Pressure Accumulator Pressure Limiter Valve

The pressure accumulator is fitted on the bottom left of the trans- The pressure limiter valve prevent the oil pressure in the hydraulic
mission. The pressure accumulator supplies enough hydraulic control unit from becoming too high.
power for the gearshift.
Regulator Block
Hydraulic Pressure Sensor The regulator block is installed in the center of the transmission
The hydraulic pressure sensor is fitted directly to the hydraulic housing close to the clutch housing.
block of the hydraulic control unit. The hydraulic pressure sensor
reports the current hydraulic pressure to the SMG control unit. The The regulator block consists of the following components:
hydraulic pump is switched on and off accordingly. • 4 shift travel valves for actuating the hydraulic shift cylinders
• 2 pressure control valves for modulation of the shift force
Solenoid Valve for the Clutch
The solenoid valve for the clutch is used for actuating the clutch • 4 hydraulic shift cylinders for moving the shift rods in the longi-
slave cylinder. tudinal axis
• 4 transmission position sensors for recording the selected
Hydraulic Pump with Electric Motor gear (shift rod sensor R/1 is designed as a double version.)
The hydraulic pump with electric motor builds up to 90 bar system
pressure for the gearshift. The hydraulic pump with electric motor
is actuated via the SMG control unit.

Hydraulic Temperature Sensor

The hydraulic temperature sensor measures the temperature of the
hydraulic fluid at the hydraulic pump.
The signal is used for actuation of the transmission functions in the
SMG control unit. The signal is transmitted by a direct wire from
the hydraulic temperature sensor to the SMG control unit.
Clutch Slave Cylinder PLCD Sensor
The clutch slave cylinder consists of two pistons and a spring The PLCD sensor essentially consists of a special core made of
between the two piston elements. soft magnetic material.
The second piston is moved hydraulically. The second piston The entire length of the core is enclosed by a coil (primary coil)
makes it possible to bleed the clutch slave cylinder in installed with a further, short evaluator coil at each end.
position without having to open any screws.
A permanent magnet approaching the sensor causes local mag-
A PLCD sensor (Permanent-magnetic Linear Contactless netic saturation and therefore virtual division of the core.
Displacement) is arranged separately in the housing of the clutch
A voltage, depending on the position of the saturated area, is
slave cylinder. This sensor determines the exact position of the
induced in the evaluator coils when an appropriate alternating cur-
release piston.
rent is applied to the primary coil. Consequently, the length of the
virtual parts of the core and therefore the position of the saturated
Clutch Slave Cylinder
area can be determined in this way.
The SMG control unit powers the sensor and correspondingly
processes, evaluates and converts the signals.
The alternating voltage necessary for the measurement is supplied
by the ASIC (Application Specific Integrated Circuit) integrated in
the PLCD sensors.

Expansion Tank
The expansion tank ensures that there is always sufficient hydraulic
fluid available for the system.

Check Valve
The check valve at the outlet to the hydraulic pump prevents the
Index Explanation Index Explanation hydraulic pressure from reducing when the hydraulic pump is inac-
tive.
1 Housing of Clutch Slave Cylinder 3 PLCD Sensor
2 Pistons Filter
A filter is installed at the inlet end of the hydraulic pump. The filter
prevents impurities from entering the solenoid valve (functional fail-
ure). It is not necessary to clean the filter.

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M Drivetrain

Features In Drive Mode

Five driving programs, from relaxed 1 to sporty/highly dynamic
Transmission Ratio of the SMG 3 5 are available for selection.
The SMG 3 is designed as an overdrive gearbox as can be clearly
In Sequential Mode
seen in the overview of gear ratios below.
You can choose from six driving program from balanced/dynamic
Gear Ratio Gear Ratio 1 to sporty/purist 6.

1st gear 3.985 5th gear 1.159

Each time the engine is started, driving program 3 is activated.
The sporty/purist driving program 6 is only available with the DSC
2nd gear 2.652 6th gear 1.00
Dynamic Stability Control deactivated. When DSC is activated,
3rd gear 1.806 7th gear 0.833 the system switches from driving program 6 to 5.

4th gear 1.392 Reverse 3.985 Note: To maintain vehicle stability, always drive with the
DSC switched on when possible.
Drivelogic
Each time you change between the Sequential Mode and the Drive
Mode, the driving program last selected in the respective mode is
active. The exception to this, is after the first change from the
Sequential to the Drive Mode. In this case, driving program 3
is active.

Transmission program selection button is located next to the shifter.

Special Functions

Tow-Start
The following procedure must be implemented to activate this
function:
• With the brake pedal depressed, turn the ignition key to
terminal 15,
• select position "N",
• tow-start/push-start the vehicle,
• shift selector lever to "S+" and hold in this position.
Hill Hold Feature (similar to regular production E60 - shown)
The transmission control engages the gear corresponding to
the speed and activates the clutch.
Launch Control
Hill Ascent Assistant Launch control has been carried over from the E46 M3.
Compared to the SMG 2, the hill ascent assistant function has now
been automated. Clutch Overload Protection (KÜS)
The clutch overload protection function (KÜS) protects the clutch
This means the hill ascent assistant no longer needs to be selected from thermal overload.
manually with the minus shift paddle on the steering wheel and the
brake depressed as was the case with the SMG 2. It is now acti- The clutch overload protection function makes use of an arithmetic
vated automatically when the transmission system recognizes any logic in the SMG control unit that can calculate the thermal load of
position other than "N". the clutch based on the slip and contact force.

The hill ascent assistant in the SMG 3 is now an active system that In the first stage, the clutch overload protection function reduces
makes use of the DSC to control the vehicle via the wheel brakes the slip at the clutch. The customer would refer to this as a "harsh
on uphill/downhill gradients (clutch load reduction). gearshift".
The anti-jolt function is activated as a further protection measure.
Note: Further information on the hill ascent assistant can As a result, the thermal input at the clutch discs is reduced and the
be found in the Chassis and Suspension Section driver's attention is drawn to the overload situation.
under "DSC".
If the temperature continues to increase, a warning is triggered in
order to repeatedly draw the driver's attention to the overload situa-
tion. Start-off in 2nd gear is automatically inhibited when the gear-
box warning is triggered in order to minimize the clutch slip.

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Service Information Pressure Accumulator Preload

A function for checking the accumulator preload is available for
service applications.
Initialization
As on the SMG 2, the SMG control unit must newly adapt and The diagnostic procedure evaluates the time required to discharge
store various parameters after a component has been replaced in the accumulator. The pressure sensor of the hydraulic unit is used
the area of the clutch or gearbox as well as after programming. to measure the pressure.

Clutch Teach-In Function The SMG control unit still measures the time required for filling. If a
This function is used to adapt the clutch to the characteristics shorter period of time is required to reach the cutoff pressure this
stored in the control unit. The clutch grab point is taught-in with indicates that the nitrogen, which the accumulator must contain as
the engine running. the preload medium, has leaked out of the accumulator.

The clutch is released, and after the input shaft has stopped, initial- The shut-off valve on the pressure accumulator is monitored sepa-
ly, the clutch moves quickly close to the grab point and then slowly rately.
approaches the grab point.
Adaptations
This procedure is terminated if a transmission input speed is It is necessary to check the gearbox mechanism after replacing a
already measured during the fast approach phase as there is gearbox, components of a gearbox or the SMG control unit. The
obviously a fault in the system (e.g. bleeding). following adaptations are provided in the ISTA/GT1 diagnostic
equipment.
If a valid value is measured during the slow approach of the clutch
towards the grab point this value is stored in the SMG control unit. The most important adaptations in the gearbox are:
Teaching in the Axle Difference • Shift range mid-points
The teach-in function for the axle difference must be initiated man- • Valve characteristics
ually after a change in the dynamic rolling circumference (tire • Transmission characteristics
change, snow chains, etc.) of one or several wheels on the vehicle
to ensure correct operation of the transmission control system. • Longitudinal acceleration sensor offset

These differences are also adapted automatically but with a con- Shift Range Mid-Points
siderable time delay. This function is initiated manually as follows: This function ensures a gear can be disengaged without previous
• Vehicle speed between 30 and 150 km/h adaptation of the transmission characteristics.
• Transmission in position "N"
• Brakes not applied
• Pull both shift paddles on steering wheel for 2 seconds
 Valve Characteristics
The shift range valves in the hydraulic system are designed as pro-
portional valves. Due to the tolerance scatter in series production,
it is necessary to teach in the offset current of these valves.
The current at which the corresponding selector rod begins to
move is determined. This value is stored as the offset current in
the SMG control unit.
The current consumption of the proportional valves is determined
in both switching directions.

Transmission Characteristics
In this adaptation phase, the selector rods are moved to the end
positions and the actual values determined.
The measured values indicate whether a gear is engaged.
The selector rod for reverse gear is additionally monitored by a
redundant sensor whose values are also stored.
In addition, the hydraulic pressure is read off at this selector rod
and the selector rod is monitored to ensure it remains in the end
position.

Longitudinal Acceleration Sensor

The measured value of the longitudinal acceleration sensor has a
constant offset. This value is determined when the vehicle is at rest
in horizontal position and therefore the longitudinal acceleration is
zero.
The actual values are permanently sampled. As soon as a sample
value deviates by more than a reference value, external influences
are assumed and the adaptation procedure is terminated to ensure
no falsified acceleration values are measured during vehicle opera-
tion.

M Drivetrain

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M Drivetrain

M DCT Transmission
BMW has introduced the new generation of sequential transmis- there is no longer an interruption in driving force during the shift-
sions. The M Double-Clutch Transmission with Drivelogic ing operation from gear to gear.
(M DKG) GS7D36SG is available as an option on the entire
Shifting is controlled by the M DCT electronics and executed by
E9x M3 series and is referred to as M DCT Drivelogic.
the M DCT hydraulic components. These are combined into one
The M double-clutch transmission combines the benefits of a mechatronics module and integrated into the transmission. The
sequential M transmission with that of an automatic. Like the M DCT has a dedicated system to directly lubricate all of the rele-
SMG, it can be used in automatic mode "Drive" and in manual vant transmission components. The transmission oil temperature
mode "Sequential". is regulated by a special two stage cooling system.
There are 5 Drivelogic programs in automatic “Drive” mode and An electric automatic parking lock has been integrated into the
6 Drivelogic programs in “Sequential” mode. In sequential mode system. Selection of the driving programs and gears are con-
shifting can either be done with the new electronic sports shift trolled using the (M GWS) electric gear selector switch. Different
lever, exclusive to the BMW M3, or with paddle shifters on the driving modes and settings can be selected through the controller
steering wheel. The main characteristic of this system is that and the fifth settings menu of the CID (option dependent).

E92M3 with the M Double-

Clutch Transmission (M DCT)
Special Features • special two-stage oil cooling system
• new M DCT electronic gear selector switch M GWS
M Double-Clutch Transmission features:
• automatic parking lock mechanism
• hydraulically operated double (wet) clutches
• drive shaft length has been adapted (shortened) to fit the
• integrated mechatronics module, that consists of the M DCT
M DCT transmission
electronics and the M DCT hydraulic components
• fully variable M limited-slip differential with a modified gear
• internal direct lubrication of key transmission areas and
ratio of 3.154 (without M DCT 3.846) and modified housing
components
cover.

M Drivetrain

25
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M Drivetrain

M DCT Applications

Transmittable
Transmission Model Engine/torque torque rating

E90 M3
S65B40O0
GS7D36SG E92 M3 520 Nm
400 Nm
E93 M3

SMG/DCT History

Transmission Transmission
Series Model Engine Introduced
Description Denomination

1st generation
E36 M3 S50B32 Sequential M transmission GS6S420BG 10/1996
(Not for US)

2nd generation 03/2001

E46 M3
Sequential M transmission
GS6S420BG
S54B32O0 06/2003

Sequential manual
E85 Z4 M54B25/30
transmission
GS6S37BZ 04/2003

525i, 530i, M54B25/30 Sequential manual

E6X transmission
GS6S37BZ 09/2003
530i N52B30O0

545i, 645Ci N62B44O0 Sequential manual

E6X transmission
GS6S53BZ 09/2003
550i, 650i N62B48O1

3rd generation
E6X M5/M6 S85B50O0
Sequential M transmission
GS7S47BG 09/2005

(Non M version)
E89 Z4 N54B30O0 Double-Clutch Transmission GS7D36SG 05/2009
(DCT)
Principle of Operation sub-transmission 2 is engaged in advance, in a process similar to
the Shift Overlap function of an automatic transmission.
The M DCT consists of two sub-transmissions, each with its own
clutch. Clutch 1 with sub-transmission 1 and clutch 2 with sub- Precise control of the clutches when upshifting will allow the driv-
transmission 2. Sub-transmission 1 consists of the gears 1, 3, 5, 7 ing force to be transferred very quickly and smoothly from sub-
and Reverse while sub-transmission 2 consists of gears 2, 4 and 6. transmission 1 to sub-transmission 2 without an interruption in
This means that the your next gear is always pre-selected in the driving power. This results in significant benefits not only for the
other sub-transmission, regardless of whether you are shifting up available driving force but also in terms of shift comfort.
or down (with the exception of "R"). By combining the seamless driving force and comfort of the auto-
For example, while still in the acceleration phase of the currently matic with the direct connection to the engine as a manual, M DCT
selected gear, if on sub-transmission 1 the next logical gear on provides the benefits of both transmissions.

A B C
1 2

1 3 5 7 R

3 4

2 4 6

TT07-1380
Simplified drawing of the M DCT functional principle

Index Explanation Index Explanation

A Engine S65 1 Clutch 1

B Double-clutch transmission 2 Sub-transmission 1

C Live axle 3 Clutch 2

4 Sub-transmission 2

M Drivetrain

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M Drivetrain

Comparison of the M DCT to the Manual and SMG

Diagram showing the driving force of one shift event of

M DCT compared to SMG and manual transmissions
1

t
2 3 4

Index Explanation Index Explanation

1 Driving force 4 Manual transmission

2 Double-clutch transmission (M DCT) t Time (one shift event)

3 Automated transmission (SMG)

Note: Smooth gear changing without loss of driving force

becomes clear when compared to the previous man-
ual and SMG transmission
System
Overview

Index Explanation
2
4

1 DSC control unit (Dynamic Stability Control)

1
3
PT-CAN
DME

2 Auxiliary water pump

DSC
DKG

M DCT electronics (integrated into the

3
Mechatronics module)

4 DME/ECM (Digital Engine Electronics)

5 6 WUP
KOMBI CAS3

5
PT-CAN

Instrument cluster

6 CAS control unit (Car Access System)

K-CAN

Kl. 30g
7
8 JB 7 Steering column switch cluster

8 Diagnostics interface
SZL 9

10

9 Junction box electronics

11 12

LIN-Bus
FRM

10 Door contact switch

13
GWS

11 Footwell module
14 15

12 M gear selector switch (M GWS)

16

13
Kl. 58g

Parking lock electromagnet

14 Brake light switch

15 Accelerator pedal module

16 Drivelogic program selector button

17 DSC sensor unit

17
F-CAN
DSC_SEN

TT07-0884

M Drivetrain

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M Drivetrain

Operation and Power Flow The constant gears (7) are always engaged regardless of the gear
selected. The countershaft and the output shaft are also always
engaged.
Operation
The driving force is guided into the transmission by a central input The respective gear pairs are selected via the sliding clutches (9).
shaft (1) through wet clutches 1 and 2, which are integrated into The 7th gear is the direct gear, the sliding clutch connects inner
the transmission. input shaft 1 directly to the output shaft.
Clutch 1 (2) transmits the power to inner input shaft 1 (5). The parking lock (10) is located directly on the output shaft.
Clutch 2 (3) transmits the power to inner input shaft 2 (4).
The torque is then transferred to the output shaft (8) via the
countershaft (6).

2 3

Index Explanation

1 Central input shaft with clutch input

2 Clutch 1

7
3 Clutch 2

2 3 4 Inner input shaft 2

4 R 1 5 7 5 Inner input shaft 1

1 8 6 Countershaft

7 Constant gears

8 Output shaft
6

6 9 Sliding clutches
4 5
10
7
TT07-1719 Parking lock

Schematic Structure of the M DCT

9 10
Shifting Operation From 1st to 2nd Gear
The following is a diagram demonstrating the shifting operation
The greater portion of the driving force is still being transferred by
from 1st to 2nd gear with regulated transmission of the driving
clutch 1. The pressure on clutch 1 is still significantly higher than
force between clutch 1 and clutch 2.
the increasing pressure on clutch 2.
2nd gear is already pre-selected, while the driver accelerates in first
gear (not shown). During the first phase, clutch 2 begins to engage
as clutch 1 begins to disengage.

2 3
R 1 7

2 3
R 1 7
6 5
4

TT07-1369
6 5
4
M DCT gear shift from 1st to 2nd gear, first phase
TT07-1322

M DCT power flow route 1st gear

M Drivetrain

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M Drivetrain

During the second phase, the driving force is distributed propor- During the 3rd phase, clutch 2 carries the greater portion of the
tionally to clutch 2, which is engaging and clutch 1 which is disen- driving force, while clutch 1 disengages further. The pressure on
gaging. In this diagram both clutches have nearly the same pres- clutch 2 is now significantly higher than the decreasing pressure on
sure. clutch 1.

2 3 3
2
R 1 7 R 1 7

6 5 6
4 4 5

TT07-1370

TT07-1371
M DCT gear shift from 1st to 2nd gear, second phase
M DCT gear shift from 1st to 2nd gear, third phase
During the 3rd phase, clutch 2 carries the greater portion of the
driving force, while clutch 1 disengages further. The pressure on
clutch 2 is now significantly higher than the decreasing pressure on
clutch 1.

2 3
R 1 7

6 5
4

TT07-1324
2nd gear power flow

Note: For further information regarding the power flow of

the M DCT transmission refer to the M DCT training
material available in TIS and ICP.

M Drivetrain

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M Drivetrain

System Components
The main opening at the front is closed with the clutch cover. The
Housing Structure case openings on the right side are closed with the mechatron-
The GS7D36SG transmission housing consists of three main ics/hydraulic components cover. The lower openings are closed
components: with the oil sump cover and on the left side with the oil filter cover.
• the transmission housing
• the intermediate case
• the rear housing cover

1 2 3 4

Index Explanation

1 Transmission housing

Cover for the Mechatronics module

2 or hydraulic components cover

3 Intermediate case

4 Rear housing cover

5 Sump

6 Oil filter cover

7 Clutch cover

TT07-1717

7 6 5

M DCT Housing Structure

Internal Structure
In the M DCT, driving force is transmitted in gears 1, 3, 5, 7 and R
In gears 2, 4 and 6 the driving force is transmitted from clutch 2 to
from clutch 1 to inner input shaft 1 and sub-transmission 1.
inner input shaft 2 and sub-transmission 2.

M DCT Sub-transmission 1 M DCT Sub-transmission 2

1 2 1 2

TT07-1683
TT07-1682
4 3 4 3

Index Explanation Index Explanation

Inner input shaft 1 (left) Inner
1 3 Countershaft
input shaft 2 (right)

2 Output shaft 4 Clutch 1 (left) Clutch 2 (right)

M Drivetrain

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M Drivetrain

Clutch 1, clutch 2, input shaft 1, input shaft 2, the countershaft and There are four hydraulically operated selector rods and four sliding
the output shaft form the total gear set of the double-clutch trans- clutches, with one selector rod and one sliding clutch for each gear
mission. pair 4/6, 2/R, 1/3 and 5/7. Gears 1, 2, 3 and Reverse are equipped
with double taper synchronization and gears 4, 5, 6 and 7 with
single taper synchronization.
Carbon friction material is used for taper friction lining on all gears.
The gear set assembly is mounted on three bearings that are even-
ly distributed along the length of the transmission shafts.

1 2 3 4 5 6

M DCT sub-transmission 1 and sub-transmission 2 joined together

with selector linkage

TT07-1685
10 9 8 7 5

The driving force is transmitted from the dual-mass flywheel over M DCT complete gear set
the central input shaft and the external double-clutch housing into
the M DCT. The oil pump drive gear is connected at this point to Index Explanation Index Explanation
the central input shaft.
1 Inner input shaft 2 6 Output shaft

2 Selector linkage 7 Countershaft

3 Intermediate case 8 Lubricating pipe

4 Inner input shaft 1 9 Oil pump (sectional view)

External double-clutch housing
5 Constant 10
(Driving force input)
Automatic Parking Lock M DCT inner structure of the parking lock mechanism
This is the first time that an inte-
grated automatic parking lock has
been used in an M vehicle.
When the engine is turned off,
there is no mechanical connection
between engine and drive wheels
(clutches are at zero pressure and
disengaged).
1
5

Index Explanation
4

1
1 External parking lock lever 3

2 Inner parking lock lever

2

There is no parking lock button on

TT07-1681
the selector lever of the M GWS.
The parking lock position is deter- Index Explanation Index Explanation
mined by the M DCT electronics. Pressure cone for operating
The parking lock is engaged with 1 Parking lock wheel 4
the locking pawls
the use of a parking lock electro- Parking lock hydraulic pistons and
2 5 Spring-loaded parking lock pawl
magnet. This electromagnet is built into the gear selector switch direction of pressure (red arrow)
housing and is activated directly by the M DCT electronics. It 3 Magnet for parking lock sensors
transfers its movement (stroke) to a Bowden cable. The parking
lock Bowden cable transfers the movement directly to the external
parking lock lever on the transmission and then to the inner parking
lock lever.
Note: The parking lock Bowden cable does not need to be
adjusted.

M Drivetrain

37
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M Drivetrain

The parking lock disengages hydraulically in the transmission. To Mechatronics Module

engage the parking lock using the electromagnet, the parking lock The mechatronics module integrated into the M DCT transmission
hydraulic components must be at zero pressure. housing consists of the M DCT electronics and the M DCT
hydraulic components.
The parking lock will always be automatically engaged once the
engine has been turned off, except in "N". The selector rod position sensors are mounted directly on the M
DCT electronics. The speed sensors for inner input shafts 1 and 2
When in "N", the parking lock is engaged: are integrated in the upper position sensors.
• when vehicle remote control is not in the ignition lock The parking lock sensors are integrated in the second position
(Comfort Access) sensor from the bottom.
• when removing the remote control from the ignition lock
• 30 minutes after the engine has been turned off.

Note: At the car wash, before stopping the engine you must
deliberately shift to "N" and leave the transmitter in
the ignition lock. (With Comfort Access it must
remain in the car or be inserted in the ignition lock).

Emergency Release of Parking Lock

In an emergency, the parking lock can be released by operating
the emergency release mechanism. This is achieved releasing
the mechanical connection between the GWS and M DCT.
(See “Service Information”)

CAUTION!!! If the parking lock is released the

vehicle may roll.

M DCT Mechatronics Module

Note: The emergency release is described in detail in the

Owner's Manual for the vehicle and in the Repair
Instructions.
M DCT Electronic Components M DCT Hydraulic Components

4 1 1 2

TT07-1699

TT07-1700
2 3

Index Explanation Index Explanation

1 M DCT electronics 1 Take up shift valve

2 Integrated parking lock sensors 2 M DCT hydraulic components

3 Selector rod position sensors 3 Shift cylinders

4 Integrated shaft speed sensors

M Drivetrain

39
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M Drivetrain

The eight individual gears are engaged by four hydraulic cylinders Torque Intervention
and four individual selector rods. The selector rod positions are The M DCT mechatronics module sends a torque requirement to
detected without the need for direct contact with the use of the the engine control module on the PT-CAN in order to achieve a
selector rod position sensors. torque intervention when shifting gear under load or when coast-
ing. This is negative when upshifting so that the engine speed is
reduced. When downshifting the torque intervention is positive, in
order to increase the engine speed. Gear shifting is supported by
the engine control module through this torque intervention strategy.

LIN-bus Module
There is a LIN-bus connection in the M DCT electronics for redun-
dant communication with the gear selector switch (GWS).

M DCT Transmission Sensors

The following sensors are mounted in the transmission and their
signals are sent directly to the M DCT electronics:
• Input shaft 1 speed (Hall) sensor monitors rotation and
direction of transmission shaft 1.
View of selector rod side of M DCT mechatronics module
• Input shaft 2 speed (Hall) sensor without rotation direction
detection for the transmission shaft 2.
• Clutch oil pressure (Piezo) sensors for clutch 1 and 2.
• 3 temperature sensors (NTC), one for the ejected clutch oil
and two redundant temperature sensors for the M DCT elec-
tronics.
• 4 linear (Hall) sensors monitor the selector rod position.
• 1 double (redundant) parking lock (Hall) sensor.
The oil sump temperature is measured using a complex tempera-
ture map and checked against the temperature of the clutch oil by
the M DCT electronics.

M DCT mechatronics module with selector rods installed

M DCT basic layout with clutches, shafts, M DCT electronics and sensors

Index Explanation

1 Central input shaft

2
2 Clutch 1
3

3 Clutch 2
6
DCT 4 Inner input shaft 2

5 Inner input shaft 1

8 6 M DCT electronics
3
2 7 Countershaft
4 R 1 7 8 Constant gear wheel
5

1 9 9 Output shaft

10 Input engine speed (Hall) sensor

7
Gear rotation speed sensor for the
11 inner input shaft 2 (Hall)
6 4 5 Gear rotation speed sensor with rotation
8 12 direction detection of inner input shaft 1 (Hall)

13 Clutch oil pressure (Piezo) sensors

14 Oil temperature sensors (NTC)

10 11 12 13 14 15 16 17 18 19 15 Sliding clutches

16 Linear position (Hall) sensors

17 Parking lock (Hall) sensor (redundant)

18 Parking lock
Note: The engine speed signal is provided from the
DME through the PT-CAN to the M DCT elec- 19 Power flow input, output and direction
tronics.

M Drivetrain

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M Drivetrain

M-Gear Selector Switch (M GWS) Selector Lever Indicator and Function

The double clutch transmission in the E9x M3 has an M specific The shift pattern, driving program, gear selection indicator on the
gear selector switch. It is operated in a similar way to the one in selector lever are all similar to that of the E6x M5/M6 with SMG.
the E6x M5/M6 with the sequential transmission (SMG). The main difference is that the selector lever on the gear selector
switch in the E9x M3 no longer snaps into the "N" and "R" posi-
tions, instead it only snaps into "R".
The M GWS selector lever is self centering as it returns back to its
normal starting position on its own, after the driver selects the
desired gear. Reverse gear is an exception; because once the
shifter lever is moved left and into the "R" position the gear must
be manually unselected by the driver.
The shift pattern, driving program, gear selection indicator on the
selector lever are all displayed in red, depending on the position of
the selector lever and driving program selected.
The indicator displays the currently selected driving program and
the gear selection options. The indicator consists of the locating
light that indicates the shift pattern and the function indicator lamp.
These are two different red position LEDs that show the currently
selected driving program and the gear selection options.
The function indicator lamp in the M GWS is controlled by the M
DCT electronics. The function indicator lamp is monitored, read
M DCT M Gear Selector Switch (M GWS)
back and compared with the required indicator for plausibility.
Index Explanation Index Explanation In addition to the PT-CAN connection; there is a LIN-bus connec-
1 Selector lever 3 Drivelogic program selector button
tion built in to the M GWS for redundant communication with the
M DCT electronics.
Button to increase the Button to reduce the
2 4
Drivelogic program Drivelogic program
Note: For further information regarding the M-Gear
Selector Switch refer to the M DCT training material
The M GWS consists of the selector lever with indicator, the hous-
available in TIS and ICP or the vehicle’s owners man-
ing with control module and the external but electrically connected
ual.
Drivelogic program selector button.
Selector Lever in the Start Position Driving Program "S" (Sequential Mode)
By pressing the selector briefly to the right a second time the M
Except for when in the position "R", the selector lever always DCT changes from automatic to sequential mode "S".
returns to the start position. When starting the engine the parking
lock is always engaged and the clutches are both disengaged (zero If, while driving in 2nd to 6th gear, the driving program "S" is select-
oil pressure). The engine can be turned on regardless of the gear it ed, then in addition to the "D/S", the "+" and "-" will light up in red.
was in when it was turned off. The driver can now change to the next higher gear by briefly
The selector lever indicator is moving the selector lever backwards a notch or downshift by
displayed in red when in the start moving it briefly forward a notch.
position. Driving program "D" A desired gear shift may only be executed within the range of
Drive (automatic gear mode) is permissible engine speeds. There is no automatic up-shifting
selected by briefly pushing the once the maximum speed has been reached.
selector lever to the right, caus-
ing the M DCT, when in auto- In automatic “Drive” mode, as soon as the selector lever is moved
matic gear mode, to change towards the front, the back or a shift paddle on the steering wheel
gears automatically into first is activated, the M DCT switches to sequential mode.
(second) gear. The selector
lever indicator "D/S" option is
also displayed in red to indicate
the start position.
M GWS selector lever during and
after starting the engine

The M GWS one-touch function

is pushed to the right once to
start automatic gear mode

The M GWS pushed to the right

twice to start sequential mode

M Drivetrain

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M Drivetrain

In sequential mode there are two additional indicators, one for 1st Gear Selection "N" Neutral
gear and one for 7th gear. The driver can consciously shift
into neutral by pressing the
selector lever briefly to the left.
Downshifting "N" will light up in red in the
In 1st gear the "-" is no longer lit selector lever indicator. This is
up in red, because it is no longer useful for example in a car wash.
possible to downshift.

Note: At the car wash, before stopping the engine you

M GWS in sequential mode must deliberately shift to "N" and leave the transmit-
downshifting ter in the ignition lock. (With Comfort Access it must
remain in the car or be inserted in the ignition lock).

Gear Selection "R" Reverse Gear

When in this shift position, reverse gear is selected and the "R" will
light up in red.
If the engine is turned on while
the selector lever position is in
Upshifting "R", the start position of the
In 7th gear the "+" is no longer lit selector lever will flash red at one
up in red, because it is not possi- second intervals. This signals
ble to shift higher. the driver that the Reverse gear
is selected and that he must first
return the shift lever to the (self
centering) start position, in order
to select a new gear or driving
program.
M GWS in sequential mode, upshifting
M GWS Shifter Sensor System The M GWS wake up is done by a high signal on the PT-CAN
The selector lever position is detected with the use of Hall sensors. wake-up line.
These are available mostly in groups of 2 or 4. In total there are 14
The M GWS itself has no active wake-up capabilities. The indica-
Hall sensors. This ensures maximum fault handling and diagnostic
tor on the selector Lever is active as soon as bus communication is
capacity.
active on the PT-CAN or the LIN-bus.
M GWS arrangement of Hall sensors for determining the selector lever
position
Drivelogic Program Selection
Index Explanation The controls and indicators in the vehicle are similar to the SMG 2
1 2 3

1 Gear selection "R" reverse gear and SMG 3 vehicles.

2 "-" downshifting The Drivelogic program switch gives you the option of choosing
Driving program "D/S" automatic
between six driving programs in sequential mode and five driving
3
or sequential mode programs in drive mode.
4 Selector lever start position The selected driving program is displayed as a bar chart in the
instrument cluster.
5 "+" upshifting

6 Gear selection "N" neutral

In sequential mode the switching speed is affected which has a
direct effect on the shifting firmness.
6 5 4
The sixth shift program can only be selected when the DSC
function is de-activated.
Interface to the M DCT
The selector lever position is transmitted through the PT-CAN and In drive mode the shift points and the shifting speed are affected,
a LIN-bus. In the event of a failure of one of the two communica- as a higher shift program means a higher gear changeover speed
tion lines, a signal is still sent to the M DCT. and thus a higher shifting speed.
In addition to the Drivelogic program selection, the shift time is also
Interface From To Message dependent on the position of the accelerator pedal and how quickly
it is operated.
PT-CAN M GWS M DCT Operation of the selector lever

PT-CAN M DCT M GWS Show gearbox data

LIN-bus M GWS M DCT Operation of the selector lever

LIN-bus M DCT M GWS Show gearbox data

M Drivetrain

45
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M Drivetrain

Lubrication System Note: Because transmission oil pressure cannot be built

up when the engine is not running, a M DCT vehicle
Pressure and Flow Regulation should never be push-started.
A gear driven pump is integrated into the M DCT transmission and The operating pressure is determined by a regulated control valve
is responsible for circulating the oil through the unit. depending on the load and the function selected. The system is
The transmission oil pump is driven by a gear on the drive input protected by a pressure relief valve in the pump.
side which connects to the center input shaft of the M DCT.
The pressure is regulated according to the following priorities:
The engine must be running for the oil pressure to build up.
• Clutch engagement and disengagement
M DCT oil pump without sealing cover
• Gear changes
• Cooling the clutch
6 • Lubrication cycle
5 The transmission oil pressure should be high enough to:
• Be able to engage the clutches reliably.
1 • Allow the gear selector rod to reach the required
4 control shift speed.
The normal operating pressure range is between 5 and 20 bar,
although it can be increased up to 30 bar if necessary to maintain
proper transmission operation.
2

At maximum shifting force, the pressure required to operate the

selector rods can be the same as the operating pressure.
3

The pressure required for the clutches is limited to 18 bar. The

TT07-1697

clutch is regulated by an integrated proportioning valve.

Index Explanation Index Explanation Overpressure protection is ensured by a pressure relief valve.
1 Oil pump gears 4 M DCT gear oil pump housing Clutch cooling is map-controlled using a proportional valve.
Oil pressure pipe to
2
the hydraulic control unit
5 Drive gear Note: The M DCT Drivelogic transmission has a new long-
3 Oil return pipe 6 Oil intake side (oil supply)
term rated oil, DCT Oil-1, which requires no replace-
ment unless specified for a repair.
Oil-spray Lubrication Hydraulic Emergency Operation
The M DCT transmission applies direct lubrication with the use of If there is a fault, the M DCT has a hydraulic emergency operation
an internal lubricating pipe fitted with individual nozzles and aimed mode. For example, if the power supply fails, the active gear
at pre-determined areas of the gear train. remains selected and the active clutch engaged. This makes it
possible to drive to the next possible vehicle storage location or
parking area. The clutch disengages only when the engine speed
goes below the minimum rpm and then it remains disengaged.
M DCT gear set with lubricating pipe

M DCT gear set lubricating pipe

1 2 3 4 5 6

TT07-1685
10 9 8 7 5

Index Explanation Index Explanation

1 Inner input shaft 2 6 Output shaft
2 Selector linkage 7 Countershaft
3 Intermediate case 8 Lubricating pipe
4 Inner input shaft 1 9 Oil pump (sectional view)
Dual clutch housing and
5 Constant 10 oil pump drive gear

M Drivetrain

47
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M Drivetrain

Two-stage Transmission Oil Cooling circulated back to the engine cooling system. The M DCT elec-
tronics can switch on the auxiliary coolant pump as needed. The
auxiliary coolant pump, which is normally used to enhance the effi-
Oil to Coolant Cooling
ciency of the heating system, is used here to warm up the M DCT
The M DCT transmission oil cooling circuit consists of an oil to
transmission. This design shortens the warm up time and main-
coolant heat exchanger, an oil to air heat exchanger, a transmission
tains the transmission oil in the desired operating temperature
oil thermostat and the relevant cooler lines. The oil to coolant heat
range.
exchanger is part of the engine cooling system of the vehicle.
Mounted on the transmission housing it allows the oil to flow After the oil to coolant heat exchanger has brought the temperature
directly from the M DCT into the oil to coolant heat exchanger. of the transmission oil to above 95°C/203°F, an oil thermostat
directs the transmission oil to the oil to air heat exchanger located
Engine coolant directly from the cylinder head is pumped to the oil
at the front of the vehicle.
to coolant heat exchanger by the auxiliary coolant pump and then

M DCT Transmission Cutaway Display

(View of Two Stage Transmission Oil Cooling System)
M DCT Two Stage Transmission Oil Cooling (view of system components)

1 2

3 2

Index Explanation

1 Oil to air heat exchanger

2 Oil to coolant heat exchanger

Coolant supply and return flow to

3 the oil to coolant heat exchanger

Transmission oil supply and return

4 flow to the oil to coolant heat exchanger

Transmission oil supply and return

5 flow to the oil to air heat exchanger

6 Oil thermostat for oil to air cooling

TT07-0946
6 5 4
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Oil to Air Cooling Oil “Cooling”

An oil thermostat is used to direct the oil flow through the oil to air When the oil temperature is above 95°C (203°F), the oil by-pass
heat exchanger. There is a by-pass passage in bore of the oil ther- passage is closed by the thermal control valve in the oil thermostat.
mostat which is located between the supply and the return flow The hot oil is now directed to the oil to air heat exchanger for cool-
from the oil to air heat exchanger. ing before it flows back into the M DCT.

Oil “Warm-up” This design enhances the overall thermal efficiency of the oil to air
When the oil temperature is below 95°C (203°F), the oil by-pass heat exchanger while maintaining the proper transmission oil oper-
passage is opened by the thermal control valve in the oil thermo- ating temperature.
stat. Oil flows out of the oil to coolant heat exchanger directly
through the oil thermostat and back into the M DCT. This by-pass-
es the oil to air heat exchanger completely and allows the system to
reach operating temperature.

The M DCT oil thermostat opens at an oil

temperature above 95 °C

Note: In the event that the transmission oil temperature

increases above the allowable limit, the engine
The M DCT oil thermostat closes at an oil
temperature below 95 °C torque is reduced and the maximum rpm is limited
as a safety measure.
Service Information The emergency release is described in detail in the vehicle’s
Owner's Manual and in the Repair Instructions.
Parking Lock Note: Releasing the parking lock using the emergency
The parking lock Bowden cable does not need to be adjusted. release can cause a fault code entry in the M DCT
Parking Lock Emergency Release electronics.

To manually release the electrical parking lock: Car Wash

At the car wash, before stopping the engine, you must actively
• Removed the shifter boot is to gain access to the release switch to "N". Vehicles with “Comfort Access” must leave the
mechanism. transmitter in the vehicle or in the ignition lock.
• Using the screw driver from the vehicle tool kit or (similar tool),
unclip the release mechanism cover. Transmission Oil

• Insert the screw driver/tool in the release mechanism to the

M DCT Oil Type
left of the shifter.
"BMW DCT Oil-1" is a long-term oil that was especially designed
• Move the release toward the rear of the vehicle and observe for the M DCT transmission.
the shifter indicator light illuminate the “N” position.
Oil Change Interval
The M DCT Drivelogic transmission has a new long-term rated oil,
DCT Oil-1, which requires no replacement unless specified for a
repair. (See SI B 00 01 07)

Transmission Oil Cooling

In the event that the transmission oil temperature increases above
the allowable limit, the engine torque is reduced and the maximum
rpm is limited as a safety measure.

Because system oil pressure cannot

CAUTION!!! be built up when the engine is not
running, push starting a M DCT
CAUTION!!! The vehicle will roll with the emer-
gency parking lock released. vehicle is not recommended.

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Identifying the Transmission Service Functions

This double-clutch transmission has an "S" as the seventh charac- The following Service Functions are currently available on the
ter of its transmission designation, which stands for Sport gear ratio BMW diagnostic equipment (ISTA/GT1) for the M DCT
(e.g. GS7D36"S"G). transmission:
• Clutch adaptation
• Transmission adaptation
1 2 3 4 5

• Oil calibration
28.00-XXXXXXX-01 • Parking lock hook test
M
W
B

GS7D36SG Code: BIC • Learning the valves characteristics curves

• Mechatronic module data synchronization
XXX.X.XXXX.XX

Clutch Adaptation
The Clutch adaptation teaches the clutch engagement points for
each clutch and saves the data in the M DCT control module.
Clutch adaptation should always be performed after the following
Transmission Type Plate 6 TT07-1314 service procedures :
• Clutch replacement
Index Explanation
• Mechatronic module replacement
Transmission designation in accordance
1
with BMW GS 90007
• Replacing the speed sensor or oil temperature sensor
2 Subassembly
3 BMW item number
• Replacing the oil pump
4 Revision index • If any work was done to the internal transmission components
5 Transmission code
Transmission Adaptation
GETRAG item number
The transmission adaptation service function ensures that the
6

neutral positions and mechanical end stops will be learned and

saved in the M DCT transmission control module.
Transmission adaptation should always be performed after the
following service procedure:
• After replacement of the mechatronic module
 Oil Calibration • Replacing the oil pump
This service function relates to the control and monitoring of the
• If any work was done to the internal transmission components
M DCT transmission oil temperature, which governs the function
of specific components and relevant transmission controls. • After a change or repair of the parking lock linkage
The “Oil Calibration” should always be performed after the follow- • If any work was done to the Gear Selector
ing service procedures: • Replacing the complete transmission
• Clutch replacement
Learning the Valves Characteristic Curves
• Mechatronic module replacement With this service function the characteristic curves of the valves
• Replacing the speed sensor or oil temperature sensor PV1 and PV2 from the clutch control will be learned and saved in
the transmission control module.
• Replacing the oil pump
Learning of the valves characteristic curves should always be per-
• If any work was done to the internal transmission components
formed after completing the following service procedures:
• After a change or repair of the parking lock linkage
• Clutch replacement
• If any work was done to the Gear Selector
• Mechatronic module replacement
• Replacing the speed sensor or oil temperature sensor
Transmission oil can exceed the
CAUTION!!! temperature 40°C /104°F. Always • Replacing the oil pump
exercise caution and follow proper
Mechatronic module data synchronization
safety procedures.
With this service function the mechatronic data of the transmission
will be assigned from the old mechatronic module to the new
Parking Lock Hook Test mechatronic module.
This service function tests and operates the parking lock hook with
the gear selector. The parking lock will be selected hydraulically Data synchronization of the mechatronic module should always be
and must be held in place with the parking lock hook. performed after completing the following service procedure:

The “Parking Lock Hook Test” should always be performed after • Change of the mechatronic module
the following service procedures:
• Clutch replacement
• Mechatronic module replacement
• Replacing the speed sensor or oil temperature sensor
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Possible Fault Messages

2. When the transmission oil temperature has overheated (oil
The following is an overview of possible fault indicators and the
sump or clutch).
associated Check Control Messages.

High Transmission Oil Temperature

There are two transmission oil temperature messages which gen- Check Control Message 105 Information in the CID
erate appropriate responses:
Transmission has Overheated
1. When the transmission oil temperature has overheated (oil Stop and shift the transmission posi-
Transmission Temperature
sump or clutch) and in the case of certain valve faults. tion into “P” after it has cooled down,
Drive Carefully!
drive on carefully.
If overheating re-occurs, visit your near-
est BMW Service Center to check this.

Check Control Message 104 Information in the CID Reaction:

The engine torque is greatly reduced. The current gear remains engaged until
Transmission Temperature you reach a standstill. After reaching a standstill, the parking lock is engaged.
Risk of transmission overheating.
Transmission Temperature.
Shift program with restricted Action:
Drive Carefully!
vehicle operation active. Look for a fault in the transmission oil cooling system.
Avoid high engine loads. Check the M DCT transmission using BMW Diagnostic Equipment.
Reaction:
The engine torque is reduced.
The shift program is adjusted to lower the temperature.

Action:
Check driving profile and environmental conditions.
Look for a possible fault in the transmission oil cooling system.
It may be necessary to check the M DCT using BMW Diagnostic Equipment.
Internal Transmission Faults Check Control Message 365 may display:
(Implausible sensor, valve readings and limit value
• In the event that the temperature sensors and pressure sen-
infringements)
sors do not detect cooling oil flow, for example, because a
valve has jammed while other valve problems or sensor failure
Check Control Message 368 may be displayed: are being experienced.
• If Implausible temperature values or a temporary pressure limit • With persistent pressure limit infringements.
reading of negative pressure or overpressure.
• In the event of mechanical selector rod problems or sensor
• In the event of an electrical defect with the temperature sen- faults (position sensors for the selector rods).
sors (wire open circuit or short circuit).
• Because the temperature measured in the M DCT electronics
• When Implausible input from (engine) speed or sub-transmis- does not match the value range of the other temperature
sion speed. sensors.

Check Control Message 368 Information in the CID Check Control Message 365 Information in the CID

Transmission Fault Transmission Fault

The journey can be continued. Emergency program activated.
Transmission fault. Faulty transmission.
Visit your nearest BMW Service Center Drive Carefully! Visit your nearest BMW Service Center
to check this. to check this.

Reaction:
Reaction: A clutch may be blocked. Clutch 1 (the gears R, 1, 3, 5 and 7 can no longer be
None. selected) or clutch 2 (the gears 2, 4 and 6 can no longer be selected). Individual or
gear pairs are blocked.

Action: Action:
Check the M DCT using BMW Diagnostic Equipment. Check the M DCT using BMW Diagnostic Equipment.

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Check Control Message 254 may display: Check Control Message 307 may display:
• If the transmission oil temperature increases or overheats and
• In the event of a failure of certain control valves. the ratio of the oil sump temperature to clutch temperature is
implausible.
• In the event of PT-CAN failure or a communication fault.
Check Control Message 254 Information in the CID
• When there is accelerator pedal fault message or implausible
Transmission Fault
reading.
Reduced acceleration may occur.
Faulty transmission.
Visit your nearest BMW Service Center Check Control Message 307 Information in the CID
Drive Carefully!
to check this.
Transmission Fault
Some functions may be faulty.
Reaction: Faulty transmission. Gear can be engaged without braking.
The journey can be continued with limited engine performance. Drive Carefully! Drive carefully! Visit your nearest BMW
Service to check this.

Action: Reaction:
Check the M DCT using BMW Diagnostics Equipment. Only 2nd and R gears are available.

Action:
Check the M DCT using BMW Diagnostic Equipment.
Faults Related to Implausible Readings
(with the brakes, parking lock or gear selector switch Check Control Message 302 may display:
[GWS])
• If the parking lock cannot be engaged electromechanically.
Check Control Message 250 may display:
• When there is a fault with the brake light switch or implausible
reading. Check Control Message 302 Information in the CID

• In the event of unrealistic driving conditions, such as excessive

deceleration without brake operation. Transmission Position
Transmission position “P” Position “P” is not selected.
• lengthy simultaneous accelerator pedal and brake pedal oper- is not selected.
ation, for more than 1 min. Caution! The vehicle may roll in this
condition.

Check Control Message 250 Information in the CID Reaction:

• Inoperative parking lock function, the vehicle must be secured with the hand
Important! brake/parking brake when switching off the engine.
It is still necessary to step on the
brakes before shifting into gear. Action:
Gear can be engaged with- The journey can be continued.
• Check for proper functioning parking lock electromagnet in the M GWS.
out braking. Turn off the engine before leaving the
vehicle. • Check the routing path of the Bowden cable between the parking lock electro
Have it checked by your BMW Service magnet in the M GWS and the parking lock lever on the M DC
Center as soon as possible. • Check for proper functioning parking lock lever on the M DCT.
• Check M DCT using BMW Diagnostic Equipment.
Reaction:
• If the brake light switch is defective, starting the engine may not be possible.

Action:
• Check driving profile, vehicle may need to be checked using BMW Diagnostic
equipment.

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Check Control Message 175 may display:

• In the event of a parking lock sensor fault. Check Control Message 541 may display:
• In the event that the parking lock cannot be disengaged
Check Control Message 175 Information in the CID
hydraulically.

Faulty Transmission
Transmission position “P” may not be
Transmission position “P” possible.
Check Control Message 541 Information in the CID
is faulty. When at a standstill activate the park
ing brake. Faulty Transmission
Visit your nearest BMW Service Center
To pull away, unlock the parking lock
to check this. Transmission position “P” manually, see Vehicle Owner's Manual.
is faulty.
Visit your nearest BMW Service Center
Reaction:
to check this.
Parking lock may not be selected.

Reaction:
Action: Parking lock must be disengaged via the emergency release.
Check if the parking lock is selected. Check the M DCT using BMW Diagnostic
Equipment.

Action:
After emergency release, check the M DCT using BMW Diagnostic Equipment.
Check Control Message 394 may display: Invalid Bus Message
• In the event of a M GWS malfunction. Check Control Message 419 may display:
• PT-CAN message, invalid engine torque.

Check Control Message 394 Information in the CID

Selector Lever is Faulty

Selector lever may be The journey can be continued.
faulty. Check Control Message 419 Information in the CID
If necessary repeat gearshift request.
Faulty Drive
The journey can be continued.
Reaction: Faulty drive
One or more M GWS functions may be faulty. Reduced acceleration.
Visit your nearest BMW Service Canter
Action: to check this.
• Repeat driving program selection on the M GWS or use the gearshift paddles on
the steering wheel. Reaction:
• Check the M GWS using BMW Diagnostic Equipment. Clutch is not operating smoothly. Shifting between gears is not smooth.

Action:
Check vehicle by using BMW Diagnostic Equipment.

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Variable M Differential
The variable M differential from the E46 M3 is utilized in the E60 The cover of the rear axle differential is made of pressure die cast
M5 as well in the E9x M3. The variable, rev-sensing locking aluminum. Special arranged cooling fins reduce the temperature
differential on the rear axle delivers a key traction advantage, of the oil in the differential.
even in very demanding driving situations.
The technical innovations of the variable M-differential lock devel-
For example: When the friction coefficients (surface trac- oped by BMW M in cooperation with GKN Viscodrive GmbH.
tion) for the two drive wheels are very differ-
ent from each other.

By utilizing the internal sheer pump, the locking effect between

the left and right wheels can be up to 100%. This markedly
improves handling and stability, enhancing both safety and driving
enjoyment.
Sporty drivers in particular enjoy the advantages of the differential
lock which enhances the positive aspects of rear-wheel drive
when driving at higher speeds and on surfaces with poor traction.

E46 Rear Axle Differential

The rear axle differential was developed specifically for the E46
M3. The rear axle differential is designated “210” (ring gear diam-
eter in mm).
The mounting points of the rear axle carrier for the differential
have been modified compared to the E46/2.
The rear axle differential is bolted to the rear axle carrier at two E46 M3 Differential
mounting points on the rear axle differential casing.
The rear axle carrier is connected to the body at the same points
as the E46/2. For all BMW vehicles, this mounting arrangement is
known as double-flexible rear axle mounting.
Variable M-differential Lock The pump pressure and locking power increase as the speed
difference between the two wheels increase. If the differential
To date, torque-sensing limited slip differentials with a constant speed between both wheels decreases, the pump pressure is also
basic locking torque have been used in M vehicles. The differential reduced and the locking power diminishes.
lock value for current M vehicles is 25%. However, if traction is very
low, e.g. on snow, the advantages with this differential lock concept The Pump Unit
are limited due to the restricted support torque. The pump unit is sealed (cannot be dismantled) and is filled with
high viscosity silicone oil.
A variable differential lock was used for the first time in the E46 M3.
Compared to the conventional torque-sensing differential lock, the As a result of the speed difference between the drive wheels, shear
variable M-differential lock is capable of providing traction forces occur in the silicone oil in the pump unit between a channel
advantages even under extreme conditions. filled with silicone oil and a pump disc located above it.
When there is a speed difference between both wheels, a shear These shear forces generate a pressure that is dependent on the
pump located on the ring gear side generates a pressure. A work- differential speed of the drive pinions.
ing piston transmits this controlled pressure on the basis of the
The pressure is built up by a piston (max. 38 bar on E46 M3) that
differential speed of the drive wheels to the multi-disc clutches so
presses the multi-disc clutches together achieving a variable
that the drive torque is transmitted to the wheel with the most
differential lock effect dependent on the differential speed.
“grip”.

Locking Power (NM)

Differential Speed (RPM)

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Sectional view of a shear pump Index Explanation

unit is shown on the right.
1 Differential Case

2 Differential Cover

3 Differential Ring

4 Inner Disc Carrier

5 Displacement Disk Carrier

6 Displacement Disk

7 Pistons

8 Drive Pinion

9 Differential Bevel Pinion

10 Ball Disk

11 Differential Axle

12 Thrust Washer

13 Differential Piston

14 Disc Spring

15 Retaining Ring

16 Outer Friction Disc

2 6 17 Inner Friction Disc

18 Control Disc
18 19 Four-Lip Ring

20 Thrust Washer

13 21 O-Ring

22 O-Ring
7 23 Ball

24 Countersunk Screw
5 25 Support Ring
Principle of Operation Silicone oil is conveyed through the outlet holes from the equaliza-
The conveyor belt model illustrates the functional principle of the tion chamber (fluid reservoir) into the pressure chamber. Piston
shear pump. As the conveyor belt moves, the viscous friction in exerts a pressure on the friction discs.
the laterally sealed shear channel conveys the fluid in the direction
The arrows shown below represent the flow of silicone oil between
of movement.
the displacement disc and the control disc. The silicone oil is trans-
ferred from the reservoir on the outside of the pump housing to the
pressure chamber between displacement discs and the piston.
The arrangement of the pump elements and specific routing of the
silicone oil in a gap between the piston and displacement disc
ensures the pressure generated acts on the piston.

By transferring the operation principle to a rotary system, the con-

veyor belt becomes a displacement disc driven by the Hub. The
shear channel is then a circular groove in the control disk. The con-
trol disk is located in the pump housing.
Transfer ports that are connected to outlet holes in the pump hous-
ing are provided at the ends of the shear channel.

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NOTES
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PAGE