Video showing the intermittent issue with the SMG gearbox on the BMW M3 not allowing gear selection. At the risk of sounding immodest, I am already adept at performing all of the gearbox-related tasks that SMG II takes over: double-declutching, heel/toe, etc.; performing these tasks myself is central to my enjoyment of driving, and indeed they are essential for my racing. 1) Check the brake (clutch) fluid and transmission fluid levels. You can also have the clutch bled while you are at it. 2) Next thing to look at is the gear position sensor. 3) Have BMW to do an SMG software update if you have not done it yet. 4) Monitor SMG pump pressure while driving.
What Is Smg Transmission
Tech Write-Up:BMW E46 M3 SMG to 6spd Manual Conversion
BMW’s E46 M3 is arguably the best ///M car to date.
A high revving straight six with beautifully tuned individual throttle bodies, boasts an impressive 333hp, with nimble handling, an aggressive stance and body design that still competes with today’s exotic cars. Unfortunately and at many owners expense, it had one major downfall;
The SMG transmission…
Although the technology of the SMG (Sequential Manual Gearbox) was really cool and had “lightning-fast” shifting, (.65 milliseconds to be exact, which was second only to the Ferrari), Sadly, the SMG was plagued with expensive issues and when compared to newer technology, namely BMW’s newer dual-clutch transmission, shifted sloppy and lagged in performance. **Check out this updated article, written in January 2021 about the dual clutch transmission going away when the F90 BMW M5 debuted…**
The SMG transmission was promoted as newer, cutting-edge technology. Now that many SMG equipped vehicles have aged with higher mileage, current owners are faced with very expensive repairs if and when everything fails.
Let’s give the ultimate control back to the driver! We have extensive experience swapping the SMG transmission to its highly desired, 6 speed counterpart; the best news is, we can use the transmission that’s already in the car, therefore eliminating the cost of buying a new or used transmission! When BMW built and offered the SMG transmission option, they, for the most part, bolted on several electronically controlled hydraulics. To prevent overworking or premature failure of the hydraulic parts and components, BMW removed some of the internal shifting portions of the transmission.
Once the owner finally decides that they have had enough of the SMG transmission (usually when the hydraulic pump fails and they are facing a repair bill, well north of $3,000) they make an appointment for Eurompire to perform the swap!
We begin by removing the transmission, driveshaft, the old hydraulics, the old shifter, and paddles, including all wiring that will no longer be used.
We box up the old parts and give them back to the customer. Many customers have sold the old parts online or have taken them into a field and handled them like the printer on the movie, ‘Office Space’. (Don’t forget your baseball bat.)
Next, we install the new parts needed for the manual transmission. We have to cut out the plate that blocks the shift lever hole and weld in the bracket that holds the rear shift lever bushing.
Next, we install the clutch pedal, shift lever and return springs. **Note: we can install the shift boot and shift knob as chosen by the owner. Next, the clutch pedal switch is wired in. We find and locate the factory cut out sections for the clutch hydraulic lines and run the lines to and from the new master cylinder.
Now.the COOL part of the process.
We set the transmission up on the bench and remove the bellhousing area. After its removal, we disassemble the shift rod holder and carefully give the housing a proper cleaning.
We cover the bearing and then drill two holes for the new shift detents. Next, a small bearing is pressed onto the shift rod holder for the new detents to ride on. The next task is to install a return spring, which serves to center the assembly when the shifter is put into neutral. After completing the return spring installation, we need to machine two grooves for the snap rings, then drill one last hole for the spring to rest on and install a specially machined pin.
Last steps…we thoroughly clean the bellhousing, use copious amounts of grease to protect the new components and reassemble everything. EuroMpire takes special care to be sure everything is properly lined up and sealed!
With the transmission reassembled, we have to thread the hole at the back of the transmission that holds the new gear recognition switch. This new switch also uses a different detent, spring and pin. That finalizes the transmission work!
Before we reinstall the transmission, we must remove the clutch and determine whether it needs replacement, or a simple reset.
Assembly from this point is the same as installing the regular six speed transmission. We install a new slave cylinder and line, then connect the new shifter. We reassemble the drive-line exhaust, heat shields and the remaining underbody.
Although this swap can be difficult for some shops or “do-it-yourself” types, we usually have the entire swap completed and ready to go within a week, with costs starting at $3799.00
Some items to note:
The SMG to manual swap requires some wiring. Different model years with different options require different wiring strategies; by comparing wiring diagrams between SMG and 6 speed models gives us the proper insight to know what is needed.
The same theory goes for proper coding as different BMW model years have different requirements. Its well known that we will always need to re-code the DME (digital motor electronics) and instrument cluster.
During the entire process, we check any related components for failure or wear, such as the transmission mounts or the Giubo.
When the swap is fully completed, the drivers, passengers and any other onlookers will have no idea the car was ever equipped with the dreaded SMG transmission.
We welcome any questions. Feel free to call or text us anytime! 704-777-0006 to talk about your options, or set up an appointment!
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In 1996, BMW M introduced a manual transmission that was capable of shifting gears automatically without the use of a conventional clutch pedal or mechanical shifter lever. Download microsoft office 2016 for mac with accesstreeyour. The system was called the SMG I. Derived from Formula 1 racing technology; SMG stands for Sequential Manual Gearbox.
The U.S. received the first SMG in the 2001 E46 M3. This system was referred to as SMG 2. The 6-speed manual gearbox manufactured by Getrag, operated in automated “A” mode and performed similar to an automatic transmission or in sequential “S” mode, which allows the operator to shift manually through the gears.
In sequential mode, the driver shifts up and down through the gears by simply operating the shifter lever or a pair of paddle shifters mounted on either side of the steering wheel. Individual gear selection is realized by electrical/hydraulic actuation of both, the gearbox selector forks and the (conventional) clutch assembly.
System Components
The SMG II system is consists of the following components:
- Basic Gearbox (S6S420G, Getrag type D)
- SMG II Control Unit (Siemens)
- SMG CAN Bus
- DME Control Unit (MSS54)
- Hydraulic unit and solenoids
- Gearbox Actuator
- Clutch Slave Cylinder with PLCD (Permanent Linear Contactless displacement)
- Shift Lever Module with Shift Lock
- Steering Wheel Paddle mounted switches
- DRIVELOGIC Control
- Display in instrument cluster
- DSC control unit
- SAC dry single disc clutch
SMG II Control Unit
Automatic Gearbox Repairs
The SMG II Control Unit, installed in the E-Box next to the DME, is a single board module with SKE (134 pin) gray colored connectors. The unit contains protection against reverse polarity and overvoltage.
Communication with the DME is via a dedicated CAN bus (SMG II CAN Bus). Based on instructions received from the DME the SMG II control unit manages the clutch solenoid valve, the selector shaft up and down solenoids, and the selection angle solenoid. Safety functions and limp home capabilities are also part of the SMG II programming.
While the SMG II control unit receives many of the inputs and manages the control of the hydraulic system, the DME is responsible for and controls all gearshifts. Sensor inputs received by the SMG II control unit are relayed to the DME for processing and monitoring.
SMG CAN Bus
The SMG CAN Bus is the link for signal exchange between the DME and SMG II Control Unit. It allows the DME to issue command instructions for clutch and gearbox control as well as shift sequence and enables SMG II communication with the vehicle CAN BUS via the DME.
Signals exchanged via SMG CAN Bus:
Engine Speed, Engine Coolant Temp, Engine Oil Temp, Intake Air Temp, PWG, EDR Feedback Pots, Wheel Speed, Transverse Acceleration, Steering Angle, Cruise Status, Parking Brake, Door Contacts, Brake Light Switch, Key Memory
SMG II Diagnosis
The SMG II control unit is fully diagnosable and can be checked using ISTA/D. The first step involves the fault memory being read out. Malfunctions are communicated as part of the SMG II control unit’s self-diagnosis. The second step involves appropriate operator prompting to facilitate diagnosis with simple measuring equipment using test modules.
Repairs can be made once the fault in question has been found.
The diagnosis including self-diagnosis can only be carried out when the ignition (terminal 15) is switched on and there is a supply voltage of at least 10 volts. Erroneous fault entries may be recorded if the supply voltage drops below the threshold of approx. 10 volts.
Service Functions
A test program (service functions) must be carried out upon completion of various types of work on the SMG system – see the following table. The test programs serve to implement test, initialize and adjustment functions.
The values determined are permanently stored in the non-volatile memory only after the test program has been success-fully completed.
*****UPDATED*****
Checking & topping up fluid level in hydraulic system (S6S 420G SMG)
- Turn on ignition
- Press brake pedal
- Move selector lever from position “0” to “R” or “0” to “E” until hydraulic pump is activated
- Wait until hydraulic pump shuts down
- Open expansion tank (1)
- Fill expansion tank up to MAX marking (2) on dipstick (1)
Bmw Smg Transmission Issues
NOTE: Check when cold. Check with dipstick on cap; for this, screw in cap.