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A5S 300J (old designation)
A Transmission type. S = Manual transmission. A = Automatic transmission
5 Number of forward gears
S Type of top gear. D = Direct gear. S = Overdrive gear
300 Max. input torque (Nm)
J Code letter of transmission manufacturer. G = Getrag. J = Jatco. R = GMPT (General Motors Powertrain). Z = ZF (Zahnradfabrik Friedrichshafen)
SMG SMG = Sequential M gearbox/transmission
GS6-37BZ (new designation according to BMW Group Standard GS 90007)
G drive
S Transmission type. S = Manual transmission. A = Automatic transmission
6 Number of forward gears
- = Standard with manual gearshift. HP = Hydraulic planetary gear
37 Transmission type. 26 = D-transmission. 31 = C-transmission. 39 = F-transmission. 37 = H-transmission. 53 = G-transmission
B Gear set. B = Petrol/gasoline gear ratio. D = Diesel gear ratio
Z Code letter of transmission manufacturer. G = Getrag. Z = ZF (Zahnradfabrik Friedrichshafen)
Störst på bildelar, reservdelar och tillbehör - nytt, begagnat och renoverat. Sök begagnade bildelar hos Sveriges bildemonteringar / bilskrotar och verkstäder.
Störst på bildelar, reservdelar och tillbehör - nytt, begagnat och renoverat. Sök begagnade bildelar hos Sveriges bildemonteringar / bilskrotar och verkstäder.
Hmm i dont think ive read about it in english forums, but in swedish :) People normally use DZ versions in M20 configs here because it fits the engine angle. Pretty common that they use DZ on M50s too though, mostly because of better price and theres is more of them. But BZ version is getting more used because of the better gearing as i mentioned and that the angle is like the M50 etc.
Specially the first gear is short on the DZ and most people here doesnt really like that :P
Oh and there are more than one bellhousing at least on the GS6-53DZ, some are too big and doesnt fit M20/M50 etc. It has to do with the codes after the gearbox model, like HGA, THGZ etc.
All DZ gearboxes i have checked has got the 20 degree angle and diesel ratios, the E46/E39 x30d GS6-53DZ/GS5-39DZ and E9x 320d-330d GS6-37DZ/53DZ gearboxes for example is commonly used on turbo builds over here.
That is exactly what I'd expect to see based on the RealOEM info.
Originally posted by The Dark Side of WillView Post
;) That must be it.
I think the tag will be sufficient for determining which configuration it is.
I'll have one of each... I'll be getting tooth counts all over the place.
OBTW, here are the configuration identifiers:
GS6-53BZ-THGZ 02/2002 - 07/2010
E60 LCI through 12/2009
GS6-53BZ-THA9 01/2009 - 06/2013
F10 through 06/2013
GS6-53DZ-THGX 03/2006 - 09/2008
E93 LCI through 10/2013
E60 LCI through 12/2009
It has to be, really :) All DZ gearboxes i have checked has got the 20 degree angle and diesel ratios, the E46/E39 x30d GS6-53DZ/GS5-39DZ and E9x 320d-330d GS6-37DZ/53DZ gearboxes for example is commonly used on turbo builds over here.
The E9x 335i GS6-53BZ is getting more common because of 30 degree angle and better gearing ratios.
That has to be an error on realoem. Just check the ratios :)
;) That must be it.
I think the tag will be sufficient for determining which configuration it is.
I'll have one of each... I'll be getting tooth counts all over the place.
OBTW, here are the configuration identifiers:
GS6-53BZ-THGZ 02/2002 - 07/2010
E60 LCI through 12/2009
GS6-53BZ-THA9 01/2009 - 06/2013
F10 through 06/2013
GS6-53DZ-THGX 03/2006 - 09/2008
E93 LCI through 10/2013
E60 LCI through 12/2009
As long as one can make one's own button, a Tilton is actually cheaper than an aluminum flywheel & performance clutch combo typically sold for BMW's, especially V8's and/or the S62.
The Tilton pressure plate is about $500 and the disks are about $200.
UUC's clutch & flywheel combos for the E39 M5 *START* at $1800, but that company isn't exactly known for bargain prices.
I haven't discussed a clutch much yet because I was expecting to use a Tilton or Quartermaster dual disk 7.25" unit. I'd use an M62 flexplate with a custom made "button" bolted down on top of it to act as the friction surface and clamping face for the clutch. I can easily make that part taller to account for a shorter input shaft, and make it to accept the pilot bearing as well. It's probably easier that way as I can use the correct pilot bearing for the transmission and don't have to worry about finding one that fits both the crank bore and the input shaft.
Just an FYI - if you're looking at transmissions from later BMWs, they have a shorter input shaft - and the pilot bearing is part of the flywheel, rather than going into the crank. Basically any of the "N" series motors have transmissions with the shorter shaft. And at least some quantity of those engines have flywheels with a 6 bolt pattern instead of 8.
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