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F80 S55 6MT 45BZ swap into E90 N55
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02-25-2024, 05:00 PM | #1 |
Nomad
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F80 S55 6MT 45BZ swap into E90 N55
I have a 2011 335i 6MT with the 2nd gear synchro issue. I picked up a used 6MT locally, but now that I have both units out of the car side-by-side, the replacement (donor) unit has a couple of differences.
Here are some data points:
Based on the above casing numbers, the doner transmission appears to be used in the F8x M2, M3, M4, and correlates to model GS6-45BZ (variant SHBS) and part number 23007858800. The flywheel part number is 21212283028, and it is characterized by its raised mounting pillars for the corresponding twin disk manual clutch (part number 21212284234). References
Thanks! Last edited by xquatch; 04-09-2024 at 08:16 PM.. Reason: Adding images |
02-25-2024, 06:40 PM | #2 |
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Drives: '01 Z3M, '12 335is, '22 540i
Join Date: Jul 2013
Location: FLL
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Garage List 2012 BMW 335i [5.25]
2012 BMW 335is [5.00] 2008 Infiniti QX56 [0.00] 1967 Chevrolet Corv ... [10.00] 2001 M Roadster [10.00] 2022 BMW 540i [0.75] 2009 528i [9.50] |
I use realoem dot com for parts numbers. Not certain if the parts yard knows what they are talking about.
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02-25-2024, 06:53 PM | #3 | |
Nomad
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Quote:
I am in parallel trying to source another unit that is plug and play. |
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02-26-2024, 03:51 AM | #4 |
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Have you tried looking up info via the QRL codes on the transmissions? I see no mention of that.
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02-26-2024, 11:47 AM | #5 | |
Nomad
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Quote:
Pics for both added to the album link |
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02-26-2024, 02:20 PM | #6 |
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Drives: '01 Z3M, '12 335is, '22 540i
Join Date: Jul 2013
Location: FLL
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Garage List 2012 BMW 335i [5.25]
2012 BMW 335is [5.00] 2008 Infiniti QX56 [0.00] 1967 Chevrolet Corv ... [10.00] 2001 M Roadster [10.00] 2022 BMW 540i [0.75] 2009 528i [9.50] |
About a year ago a close friend bought my e91 and set about to convert to MT. We found a complete set on eBay (pedals, plumbing, shifter, transmission, diff, drive shaft, etc.). Just mentioning it in case you did not consider eBay as a possible source. BTW, the conversion was a success.
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02-26-2024, 03:22 PM | #7 |
Nomad
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So still need to resolve the following:
Or also trying to find a stock low-mi/km variant that is plug and play. . Last edited by xquatch; 02-29-2024 at 12:57 PM.. |
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03-01-2024, 11:17 PM | #8 |
Nomad
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A couple updates:
Last edited by xquatch; 03-01-2024 at 11:37 PM.. |
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Malteser_wfj68.00 |
03-22-2024, 05:23 PM | #9 |
Nomad
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I was able to find a very good condition take-off OEM F8* twin disk clutch and flywheel, so just need to tap the hole for the reverse switch and get it all bolted up.
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Malteser_wfj68.00 |
04-01-2024, 10:49 PM | #11 |
Nomad
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Some discrepancy on the bolt torque specs for the flywheel to crank, and pressure plate to flywheel. Both sets of bolts are steel and should have a straight up torque value, but the following values appear to be associated, so it is indeterminate at the moment.
In this video on YT (time stamp 38:25), the flywheel bolts are torqued to 89 ft lb and the pressure plate bolts are torqued to 22-25 ft lb. The car in the video is an N54 E90. This seems more accurate than this ISTA reference, which seems to imply torque specs for stretch bolts. ¯\_(ツ)_/¯ Last edited by xquatch; 04-02-2024 at 03:48 PM.. |
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04-02-2024, 07:42 PM | #12 |
Nomad
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One more thing, the bracket (N55 6MT) that goes between the downpipe and transmission will be about 15mm off as the S55 6MT housing's bolt holes are more shallow. Before I either just leave the bracket off, or shim the gap with something, I'm going to see if the bracket for the N55 AMT will work. Preliminary comparison in images suggests it could work. Stay tuned.
Update: As a temporary fix, made some spacers that make up the 15mm gap by drilling out a couple of steel cap nuts and then grinding them down to 15mm in height. Last edited by xquatch; 04-03-2024 at 11:34 PM.. |
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04-09-2024, 08:29 PM | #13 |
Nomad
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https://www.e90post.com/forums/showthread.php?t=2011936Okay, so we're all locked and loaded and backing out of the garage...
[pause for effect] ... ... .... All gears shift fine, and it only took like 10 days to bleed the air out of the clutch (new slave). Then all of a sudden there's just this grinding noise and the car is not moving. Good thing is I'm literally only 10 feet out of the garage. Short story - driveshaft splines stripped out on the donor AT front half driveshaft I got from local part out. There are a few e90 AT driveshaft takeoffs (1472mm) on ebay. I can't believe the new OEM price is like $1k+. Not sure if the donor front half was already worn or what. I inspected it before assembly, but I will look closer on future installs. In the meantime, my back half looks to be undamaged, so I'm going to see if I can make my original 6MT driveshaft work at 1485mm. I've see one other post where they were able to do this, but all future dismounts will require removing the driveshaft at the diff instead of the guibo. Stay tuned. Last edited by xquatch; 04-09-2024 at 10:26 PM.. |
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wrevilo72.50 |
04-10-2024, 12:06 AM | #14 |
Please tell Me more >/dev/null
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Xquatch, when I used my factory manual driveshaft swapping from a gs45bz to the longer gs53bz. I did not have to unbolt the driveshaft from the differential.
Typically there is enough room to unbolt the front shaft to guibo and slide it back and out of the rear of the transmission. When using my original drive shaft, I had to also unbolt the center support bearing in order to slide the shaft back and out of the rear of the transmission. Not a huge deal and my suspicion is bmw uses a shorter shaft for this reason and not due to actual clearance issues where the front and rear shafts mate. Also I have put over 10k on the car setup like this without issue. No abnormal wear on the center support bearing or clearance issues using the longer driveshaft. |
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04-10-2024, 08:56 PM | #15 |
Nomad
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cookiemontis thanks for that input. I was wondering if the 53BZ and the longer 45BZ would result in the same offset. I'm thinking that the longer variant of the 45BZ (M models) that I've installed is just a bit longer overall and preventing me from using my original driveshaft (1485mm). I tried every angle and contortion and nothing would give me the clearance to get both ends into mounting position.
I've sourced a 2007 335i (pre-LCI) driveshaft (335i AT @ 1453 mm) (PN 26107614433 or 26107558504) that should work. The next possibility might be the 335i N55 LCI AT driveshaft @ 1472mm (PN 26107574678). I cleaned up the splines on the donor AT shaft that was slipping but that didn't work, still slips. Last edited by xquatch; 04-20-2024 at 02:11 PM.. |
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04-20-2024, 02:29 PM | #16 |
Nomad
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Final outcome - installed a used low-mi driveshaft (complete take-off) from a pre-LCI (PN 26107558504 @ 1453mm) and we're back on the road. 2nd gear is smooth and silky. A bit more noise from the F80 DMF, and 1st gear is a bit more audible (more like what I would expect from a MT). No issues in the first 30+ miles of mixed driving, so happy with it so far. If anyone else has questions about this swap just hit me up. The outside of the F80 trans, flywheel and clutch assembly, the other components are the same whether doing this or the 53BZ swap.
One other note, the N54 53BZ gear linkage was about right, but I had to bend the top portion of my stock M 335i short shift lever about 15 degrees forward as well. It worked at first by just putting it in backwards (180 degrees), but then it leaned to the right as some have experienced when doing this accidentally. So, it was either bend it left, or forward. This was due to likely a centimeter or less difference in the length of the link. I got mine from the UK, so maybe there is one that is slightly longer but I was not able to find specs on the "selector rod" beyond the part numbers matching for both US and UK models (PN 25117524722). Alternatively you could buy an adjustable shift rod or fab your own. Last edited by xquatch; 04-25-2024 at 01:23 AM.. |
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