Table of Contents
SMG II

Subject Page

Purpose of System . 3

System Components . 4

Basic Gearbox. 5

SMG II Control Unit. 5

IPO . 6

SMG II Input/Outputs. 7

DMEMSS54.10

Hydraulic Unit.10

Hydraulic Diagram. 14

Gearbox Actuator. 16

Clutch Slave Cylinder.18

Shift Lever. 18

Steering Wheel Paddle Switches.20

DRIVELOGIC Control. 20

SMG II Electronic Display Unit.21

Shift Lights. 22

DSC Control Unit.22

SAC Clutch . 22

Principle of Operation .23

Engine Starting.23

Engaging a gear.23

Upshifts and Downshifts.27

Shifting Operation .28

Driving and Shift Programs.28

A-Mode.29

S-Mode.32

Other Shift Functions.34

Safety Functions. 34

SMG II Diagnosis.36

Review Questions.38

Fault Codes.39

Initial Print Date:03/02

Revision Date:

SMG II

Model: E46 M3 SMG II
Production: Available 1/02 USA

Objectives:

After completion of this module you should be able to:

• Understand the SMG II operating modes.

• Recognize and locate the components of the SMG II.

• Understand operation of the SMG II

• Diagnose the SMG II.

2

SMG II

Purpose of the System

SMG II

The SMG II combines the six-speed manual gearbox (S6S420G) of the E46 M3 with com¬
puter-controlled electrohydraulic clutch and gear change operation. The driver is provided
with the accuracy of manual gear selection, the convenience of automated shifting and the
speed and adaptability of driver-adjusted computer control.

Using technology developed for the BMW/Williams Formula 1 car, the SMG II with DRIVE-
LOGIC adapts the speed, accuracy and control of the race cars electrohydraulic shifting to
the M3.

Shift Lever and Paddles 45-01-01

1. Shift Lever

2. DRIVELOGIC Control

3. Shift Paddles

4. Missing Clutch Pedal

Features of the SMG II include:

• Two operating modes

-Manual, shift lever or the steering wheel mounted paddle switches are used to make
gear changes. (S-Mode)

-Automatic, gear selection and shifting provided by the SMG II. (A-Mode)

• DRIVELOGIC control to adjust shift programs in the A mode or shift dynamics in the S
Mode.

• Light weight and elimination of torque convertor when compared to an Automatic
Transmission.

• Same basic 6 speed gear box design as Non-SMG II equipped M3.

• Elimination of clutch pedal.

• Adaptable based on engine torque and speed.

3

SMG II

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 System Schematic 45-02-2A

4

SMG II

Basic Gearbox

SMG II Manual Gearbox 45-01-03

The standard basic gearbox (S6S420G), as used in the M3, is transformed into a sequen¬
tial gearbox with the addition of a hydraulic unit and shift assembly, a special clutch slave
cylinder and a new shift-lever module.

SMG II Control Unit

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.

5

SMG II

p

rca i5i

+ 1

riiim

MAIN KL 31

DME

CAN Bus
SMG

DME
MS S54

zxxxxx

SMG

MFL
Shift UP
Shift Down

Shift Lever
Hall Sensor
8*

Drivelogic Ciwilnal

Longitudinal 1

Acceleration

Sensor

General Module

Transmission
Input Speed
Sensor

jfT-

Potentiometer

ES

i

!

1 ' S "IT

J

Fir Vr 1

. ^

Pot (2X)

Selection Angle
Cylinder

Pot (2X)
Shift Travel
Cylinder -

PS 2

i ! ! ■ I

PS 3

Li.

Transmission

Temperature

Hydraulic

Temperature

Hood

Microswitch (2x)

TD Signal
Engine RPM

Hydraulic

Pressure

DME

6

DME

zxx>ooc

DME
MS S54

CAN Bus
SMG

Shift Lock

EWS Module

Relay

Hydraulic Pump

Solenoid Valve Selector Shaft Up
Solenoid Valve Selector Shaft Down
Solenoid Valve Selector Angle
Solenoid Valve Clutch

Diagnosis

SMG II

SMG II Control Unit Inputs/Outputs

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
Engine Speed
Intake Air Temp
Wheel Speed
Cruise Status
Brake Light Switch

Engine Speed

The engine speed signal is transmitted twice to the SMG II control unit. One signal arrives
via the SMG CAN, the other arrives via a hard wire from the DME.

Engine Coolant Temp
Engine Oil Temp
Intake Air Temp

The signals are inputs directly into the DME and are shared with the SMG II control unit as
the information is needed over the SMG II CAN.

PWG

The PWG signal is input into the DME and forwarded to the SMG II control unit. The infor¬
mation is used to calculate engine load.

EDR Feedback Pots

These potentiometers provide throttle position information that is useful during slip inter¬
vention.

Wheel Speed

Conditioned digital wheel speed information is received from the DSC control unit. The
SMG II control unit uses data from all 4 wheels to detect vehicle speed and wheel slip in
the A-Mode and during down shifts in all modes to detect drag torque induced wheel slip.

Transverse Acceleration

Transverse Acceleration data is transferred from the DSC control unit in the A-Mode so that
up and down shifts may be prevented during high speed cornering. This sensor informa¬
tion is further evaluated for slip recognition purposes.

SMG CAN Bus:

Engine Coolant Temp
PWG

Transverse Acceleration
Parking Brake
Key Memory

Engine Oil Temp
EDR Feedback Pots
Steering Angle
Door Contacts

7

SMG II

Steering Angle

This data from the steering angle sensor is sent via the CAN Bus for cornering and slip con¬
trol information.

Cruise Status

The cruise mode is deactivated when a driver initiated shift is made in the S-Mode, during
A-Mode operation, the cruise control setting is maintained.

Parking Brake

Information concerning parking brake application affects gear engagement and vehicle
operation.

Door Contacts

The hall effect door position sensors integrated into the door latch mechanism signal the
GM. This data is transferred via the K-Bus and CAN Bus for safety program initiation.

Brake Light Switch

Brake pedal status is transferred to the SMG II control unit via the DME. The signal is used
for:

Unlocking the shift lock Brake detection Engine Starting

Downhill detection Clutch Disengagement while stopped.

Key Memory

At this time no functions for Car or Key Memory are provided for SMG II

SMG II Control Unit Inputs

MFL

Upshift and downshift signals from the paddle switches located on the steering wheel.
Shift lever

Located in the shift lever module, 8 hall sensors detect upshift and downshift requests and
are also used for Selector Lever position indication (Forward, Reverse and Neutral). Signals
from the hall sensors are also used to initiate mode changes from S-Mode to A-Mode and
back.

DRIVELOGIC

The shift characteristics are activated by means of the switch located on the console just
to the rear of the shift lever.

Longitudinal Acceleration

The signals from the Longitudinal Acceleration Sensor which is mounted under the pas¬
senger seat are used for uphill driving programs.

8

SMG II

General Module

Load deactivation information (Sleep) is received by the SMG II Control Unit.

Clutch Position

Input from the PLCD providing exact clutch position.

Shift Position

The Position sensor provides two inputs (PS2 and PS3, each a dual pot) for position recog¬
nition of the main selector shaft in the transmission.

Gearbox RPM

A hall sensor is used to measure transmission input shaft speed.

Hydraulic Pressure

A Pressure transducer for monitoring hydraulic pressure sends pressure information to the
SMG II Control Unit.

Temperature Sensors

Two NTC sensors are used for measuring Gearbox oil temperature and hydraulic fluid
temperature.

Hood Contacts

Two Micro switches located in the hood latch mechanism provide a ground signal to the
SMG II Control Unit when the hood is closed.

Engine Speed

Calculated engine speed received from DME via hardwire serves as redundant information
with that received via the SMG CAN Bus.

SMG II Control Unit Outputs

Shift Lock Mechanism

The Shift Lock Mechanism locks the shift lever in position for parking and prevents
unintended gear changes as part of the safety programming.

EWS

During the start-up operation, the SMG II Control Unit confirms shift lever position (0) and
brake application and signals the EWS module which then allows starter engagement.

Hydraulic Unit

The Hydraulic Unit is energized through a relay controlled by the SMG II Control Unit. The
operation of four (4) solenoid valves located in the hydraulic unit that are used to actuate
the clutch and shift the transmission are also controlled by the SMG II.

9

SMG II

DME Control Unit MS S54

Programming in the MS S54 controls the shift sequence through the SMG II CAN Bus inter¬
face with the SMG II control unit.

Hydraulic Unit

The Hydraulic Unit generates the oil pressure and controls the shifts. It is mounted under
the intake manifold in the area of the starter motor.

The hydraulic unit is filled with .45 L Pentosin CHF 11S fluid and operates at a working pres¬
sure of 45-80 Bar.

The hydraulic units consists of the following components:

• Aluminum Housing

• Electro-Hydraulic pump with filter

• 18 pin electrical connector

• Pressure accumulator and non-return valve

• Pressure relief valve

• Oil pressure sensor

• Oil temperature sensor

• Fluid Expansion tank

• Proportional directional valve for clutch control

• Proportional directional valve for selector shaft angle control

• Pressure control valve for shift travel cylinder actuation

1. Hydraulic Line for Shift Travel 1
Gears 1,3,5.

2. Hydraulic Line Slave Cylinder
Clutch Control.

3. Hydraulic Line for Selector Angle
Control Cylinder.

4. Hydraulic Line for Shift Travel 2
Gears 2,4,6.

5. Pressure Accumulator.

6. Supply Line from Hydraulic Tank.

7. Hydraulic Fluid Temp Sensor

8. Hydraulic Fluid Pressure Sensor.

9. X 5330 18 Pin connector.

SMG II Hydraulic Unit

45-01-5A

SMG II

Hydraulic Pump

The Hydraulic Pump, installed in the Hydraulic unit, generates the pressure required to
operate the clutch and perform gear changes.

The pump is a piston pump driven by an electric motor, actuated by the SMG control unit
via a relay so that oil pressure is always between 45 and 80 bar. Power consumption of the
electric motor is 20 amps.

When the fluid pressure in the hydraulic unit drops below 45 bar, the SMG II control unit
activates the relay and supplies the electric motor with B+. At a hydraulic pressure of 80
bar, the SMG II control unit deactivates the relay.

To ensure there is sufficient pressure when the engine is started, the hydraulic pump is acti¬
vated below an accumulator pressure of 45 bar when the door is opened or the vehicle is
unlocked with the key or the remote.

In the event of a hydraulic system failure the gearbox warning lamp is turned on in the IKE
and if hydraulic pressure fails to build, no further gearshifts are allowed. This allows the
reserve pressure in the accumulator to be used to place the gearbox in the Neutral position
when the vehicle comes to a stop.

Pressure Accumulator and Non-Return Valve

The Pressure Accumulator in the hydraulic unit ensures that pressure generated by the
pump is stored in the system for a certain amount of time. The accumulator is divided into
two chambers by a piston, with nitrogen at 39 bar filling one chamber and fluid delivered
by the hydraulic pump filling the other chamber. The volume of the accumulator is 150ccm.
The Non-Return Valve at the pump outlet prevents the hydraulic oil pressure from dropping
when the pump is not running.

Pressure Relief Valve

The Pressure Relief Valve opens if the hydraulic oil pressure reaches 100 bar, creating a cir¬
cuit between the suction and pressure sides of the pump, thus preventing further increase
in pressure.

Hydraulic Oil Pressure Sensor

Mounted on the hydraulic unit the Oil Pressure Sensor informs the SMG II control unit of the
current hydraulic pressure. At 0 bar pressure a voltage signal of .5 volts is sent to the SMG
II with the voltage increasing linearly to 4.58 volts at 100 bar of pressure.

Failure of the pressure sensor whether shorted or open will result in the hydraulic unit being
activated for a fixed amount of time at predetermined intervals and after each gearshift to
maintain system pressure.

Hydraulic Oil Temperature Sensor

Temperature of the hydraulic oil is monitored by the SMG II control unit via a NTC temper¬
ature sensor located in the hydraulic unit.

SMG II

Hydraulic Fluid Expansion Tank

Hydraulic Fluid Expansion Tank Mounting

45-01-09

Hydraulic Fluid Expansion Tank Quick Release
Coupling.

The Hydraulic Fluid Expansion Tank is mounted on the rear of the intake manifold and con¬
nected to the hydraulic unit via a plastic supply hose with a quick release coupling. A valve
in the tank prevents oil loss when the supply hose is disconnected.

Solenoid Valves

Four solenoid valves are installed in the hydraulic unit. Two of the solenoid valves are
designed as proportional directional valves (1 - for clutch control and 1 - for selection angle
cylinder actuation). The other two solenoid valves are pressure control valves (both used for
shift travel cylinder actuation).

Hydraulic Unit in vehicle with intake manifold removed

1. Hydraulic lines at solenoids

2. Accumulator

3. Supply Line from Expansion

Tank

45-01-09

SMG II

Proportional Directional Valves

The two proportional directional valves have three positions: pressure reduction, pressure
holding, pressure increase.

Proportional Directional Control Valve

1. Pressure Reduction

2. Pressure Holding

3. Pressure Increase

The proportional directional valves are set in the pressure reduction position when there is
no gear shifting or clutch operation in progress. In this condition the two cylinders (clutch
cylinder and selector angle cylinder) are connected to the expansion tank.

During clutch operation or main selector shaft rotation the valve is placed in the pressure
increase position. In this position the valve connects the cylinder to the hydraulic pressure
accumulator. At this stage the solenoid will consume approximately 1.1-2 amps. The valve
is fully open up to 2 amps.

When the clutch is to be disengaged or the main selector shaft is to remain in the activat¬
ed position, the valve switches to the pressure holding position. With the valve in this posi¬
tion the flow of hydraulic oil to the cylinder is interrupted and the piston of the activated
cylinder remains in a pressurized mode.

Pressure Control Valve

The piston in the shift travel cylinder must be moved in both directions (in/out) by pressure.
Two pressure control valves are required to achieve this movement.

With no current applied to the valves they are in the open position allowing connection of
the cylinder chamber and the expansion tank. Applying current to one of the solenoids will
cause hydraulic fluid to flow against the cylinder piston pushing it in one direction. Fluid from
the other side of the piston will be forced through the second control valve into the expan¬
sion tank.

I i i i i i i i i i r
J.

PS 3

45-01-11

SW1 - DRV1
Pressure Control Valve

SW2 - DRV2
Pressure Control Valve

ZSS

Shift Travel Cylinder
PS3

Shift Travel Position Sensor

13

SMG II

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Gearbox Actuator

The Gearbox Actuator, manufactured by Getrag, is attached to the rear of the gearbox
housing and performs the gear change movements.

SMG II Gear Box Actuator 45-01-15

The gearbox actuator consists of the following components:

• Gearbox Actuator Housing

• Main Selector Shaft

• Position Sensor

Shift Travel Cylinder

Selection Angle Cylinder

Main Selector Shaft

Main Selector Shaft (MSS)
Angle Travel Cylinder and
Travel Cylinder.

43-01-96

is rotated by Selection
Moved In/Out by Shift

SMG II

Gear Actuation

When no gear is engaged the selector shaft is the the neutral position in the shift gate
between 5th and 6th gears. The piston in the selection angle cylinder (B) is pushed against
the stop by a spring. The shift travel cylinder is in the central position in cylinder C (pres¬
sure is equal on both sides).

With the selection of 1 st gear, the piston in the selection angle cylinder (B) is charged with
hydraulic fluid (Pressure increasing mode). The SMG II control unit is informed by the posi¬
tion sensor (PS2) when the piston and consequently the main selector shaft (MSS) has
reached the point in the shift gate between 1st and 2nd gears. The piston is the selection
angle cylinder is placed in the the pressure holding mode to maintain MSS position.

Shift Travel cylinder (C) is now activated via the control valves . One side of the piston in the
cylinder is supplied with hydraulic fluid under pressure, the other side of the piston cham¬
ber is open to the expansion tank. The piston and with it the MSS is pushed in the appro¬
priate position and a gear is engaged (Either 1st or 2nd). A redirection of fluid on the shift
travel cylinder piston will cause the other gear to be engaged.

A Gearbox Actuator

B Selection Angle Cylinder with Position Sensor PS2
C Shift Travel Cylinder with Position Sensor PS 3
G Manual Gearbox
GK Position Sensor Voltage Matrix
MSS Main Selector Shaft

Position Sensor

Position Sensor view from rear

of Transmission

The Position Sensors (PS2,PS3) for Selection Angle
and Shift travel are potentiometers and installed in a
single housing.

45-01-16

SMG II

Clutch Slave Cylinder with PLCD

The Clutch Slave Cylinder is an innovative and new feature of the SMG II. The component
consists of a slave cylinder with an integrated sensor housing. The sensor termed PLCD
(Permanent Linear Contactless Displacement) measures clutch release travel.

SMG II Slave Cylinder with PLCD

43-01-22

Piston

Permanent Magnet

Coil Core

43-01-22

Shift Lever

Hall effect sensors are mounted in the Shift Lever Module to detect position and movement
of the shift lever. A total of 8 hall sensors are used in the shift lever module with 4 sensors
dedicated to +/- gear change requests and mode changes requests (A to S mode).

Two sensors are used for detection of the reverse gear position and two for detection of the
neutral shift lever position.

The following shift lever positions are possible:

• Reverse (R)

• Idle-Speed (0) (Neutral)

• Forward/Sequential Mode (S-Mode)

• Change positions
+ for Upshifts

- for Downshifts

• Mode Change (A/S Modes)

A spring loaded mechanism holds the shift lever in the forward, idle-speed and reverse
positions.

18

SMG II

Permanent Magnet
Located at bottom of shift lever

Permanent Magnet

Position Hall Sensors

Shift Lock

0 Position Hall Sensors 4 Hall Sensors 43-01-30

Shift Lock

Located towards front of shift module
4 Hall Sensors

Used for detection of +/- gear change
requests and mode change requests

0 Position Hall Sensors

Used to detect idle-speed position (0)

R Position Hall Sensors

Used to detect Reverse position (R)

SMG II Shift Lever Module

Upshifts and downshifts are made by moving the shift lever in the up or down direction from
the spring latched forward position. Moving the shift lever back shifts the transmission up
one gear, moving the lever forward shifts the transmission down one gear. The shift lever
must be returned to the middle position to engage another upshift or downshift.

Moving the shift lever to the right while in the forward position changes the shift modes from
A-Mode to S-Mode and back again.

Programming in the SMG II control unit will prevent impermissible downshift requests.

19

SMG II

Shift Lock

The shift lock prevents unintended gear changes.

For safety reasons the brake pedal must be depressed before the shift lock is disengaged,
allowing gear selection. Once a gear (either R or 1) has been engaged, shifting between R
and 1 can be accomplished without stepping on the brake pedal for a time period of 2 sec¬
onds. When 2 seconds has elapsed, the shift lock will engage preventing shifting between
R and 1 unless the brake pedal is depressed again.

The shift lock is energized in the unlocked position and rests in the lock position.

Steering Wheel Paddle Switches

SMG Steering Mounted Paddle Switches

+ Request upshift
- Request downshift

The Steering Wheel Paddles Switches are hardwired to the SMG II control unit and are used
to request upshift and downshifts. Pulling on the right side paddle will request the SMG II
control to make a shift to a higher gear. Pulling the left side paddle request a shift to a lower
gear.

Both paddles provide a momentary switched ground signal to the SMG II control unit.

DRIVELOGIC Control

The DRIVELOGIC Control makes it possible for the driver to adapt the gearshift character¬
istics of the transmission to his own individual style with each driving mode (A-Mode, S-
Mode).

The DRIVELOGIC Control Button is located on the center console just to the rear of the
shifter. The button provides two inputs to the SMG II control unit. Both inputs are momen¬
tary switched grounds, one for program mode up and one for program mode down.
DRIVELOGIC Control provides selection of 5 programs in the A-Mode and 6 programs in
the S-Mode. The individual programs differ as follows:

• A-Mode

There are 5 automated gearshift programs from A1 (Winter mode, vehicle starts off in
2nd gear) to A5 (Sport mode, a highly dynamic program).

SMG II

• S-Mode

There are 6 different sequential gearshift programs from SI (Slow, relaxed shifts with
soft clutch engagement) to S6 (Very fast shifts with quick clutch engagement, only
accessible with DSC turned off).

SMG II Shifter and DRIVELOGIC Control

—

__i p

,*43-01-50A

SMG II Display Vehicle in A-Mode

SMG II Electronic Display Unit

Located in the instrument cluster just below the tachometer is the SMG II Electronic Display

Unit. Information on the display is sent from the SMG II control unit to the instrument clus¬
ter via the MS S54 control unit.

The shift program, the gear engaged and the mode are indicated in the display.

• 0 Indicates vehicle is in idle-speed or neutral. This portion of the display changes
dependent upon gear selected. Possible displays are: 0, 1,2, 3, 4, 5, 6 or R.

• The bar graph indicates the drive program selected. The number of the bars lighted cor¬
respond to the program number (ie. 5 bars lighted means 5th program selected).

• The A next to the gear selected indicator shows the A-Mode is active. The A will disap¬
pear when the gear shift lever is moved to the right and S-Mode becomes active.

• The S next to the gate indicates the S-Mode is available. When S-Mode is active, and
A will be displayed here.

• Gate Diagram in the display shows movement paths of the shift lever for upshift and
downshift requests and reverse.

SMG II display indicating:

3rd Gear
S-Mode
5th Program

50B

21

SMG II

Shift Lights

In S-Mode optimum shift points are indicated by LED’s integrated into the tachometer. As
the tachometer approaches redline a sequence of LED’s illuminate on the face of the
gauge. As the tach reaches the optimal shift point the final LED illuminates; this red LED
indicates the optimal shift point.

Shift Lights

43-01-51

DSC Control Unit

Data concerning transverse acceleration and wheel speed (all 4 wheel speed sensors) is
relayed to the SMG II control unit via the MS S54 control unit.

Unless specifically switched off Dynamic Stability Control remains in operation during all
modes in A-Mode and in all S-Modes except program S6.

Regardless of the last setting, DSC is automatically activated whenever the car is started.

SAC Clutch

The SMG II operates with the SAC clutch used in the S54B32 manual gearbox.

The pressure force of the pressure plate over the driving disc onto the flywheel remains the
same over the clutch's entire operating time.

The release force is likewise the same over the operating time.The shift quality in the SMG
II thus remains the same.

Self Adjusting Clutch (SAC)

43-01-97

Workshop Hint

FC 68 Indicates discrepency between input and output
speeds in relation to gear ingaged. Clutch is slipping.

SMG II

Principle of Operation

Engine Starting

Unlocking the car or opening the drivers door wakes up the GM which sends a wake up
call to the SMG II control unit. Awoken the SMG II looks at hydraulic pressure stored in the
accumulator. Pressure greater than 45 causes the SMG II to wait for starting initiation.
Hydraulic pressure under 45 bar, causes the SMG II to energize the hydraulic pump relay,
powering up the pump to build system pressure in anticipation of a start sequence.

Engine starting is only possible when the shift lever is in the 0 (idle-speed or neutral) posi¬
tion and the brake pedal is depressed. If a gear is selected before the key is turned to the
start position of if the vehicle has been parked in gear, the shift lever must first be moved
to the 0 position and the brake depressed.

Responsibility for starter operation remains with the EWS module. As the key is turned to
the KL50 position, the EWS module waits for confirmation from the SMG II control unit that
the shift lever position is 0 and that the brake pedal is depressed. The SMG II control unit
is notified of KL50 and brake pedal position via the SMG CAN Bus by the MS S54. Receipt
of notification of KL50 causes the SMG II control module to check shift lever and brake
pedal position. Seeing shift lever position 0 and the brake pedal depressed, the SMG II
momentarily supplies a switched ground signal to the EWS module to serve as a release to
allow starter engagement. Upon receiving these confirmations the EWS module activates
the starter.

The clutch is open (not engaged) during start-up operation.

Engaging A Gear

Once the engine is running the driver is able to engage the gear selection of choice through

the shift lever.

+

The shift lever may be moved in the following
directions:

Travel Direction Gate for selecting direction of
travel (Forward, Neutral (0) and Reverse).

Selector Gate for changing operating modes
(A-S and S-A).

Shift Gate for selection of Specific forward gear
(1-6).

23

SMG II

43-01-70

SMG II

Control

Module

KL-50

Hydraulic Pressure

Above 45 Bar

Under 45 Bar

Hydraulic Unit
Relay

Above 45 Bar

Other Position
No Start

Clutch Position
Open

n

u

Clutch Position
Closed No Start

EWS

Receives Release
Signal

Starter Energized

Driver Moves
Shift Lever To
Select Gear

SMG II

Control

Module

n

ip

i

y

jp

y

J L

Brake OFF

Movement of Shift Lever
Not Possible

J

Brake On

Display
Flashes
Car Does

Not Move ^

Hood Open ,

+

„ '

Clutch Open

Hood Closed L F

Engine Speed
V. Speed
Door Status
Parking Brake

Selection Angle
Solenoid
Pressurizes
Piston

SMG II

Control

Module

nnr

_n_nn

R 1 3 5

MSS Rotates

PS 2

11 i i i j i i mnr.

Piston Position
Monitored By PS2

Selection Angle ■
Solenoid
goes to Pressure
Hold Mode

Trans Piston
Pushes Trans
Into First Gear

2 4 6

ruin

miruu

R 1 3

Trans
Locked in
1st Gear

2 4 6

rum

minru

Solenoid For
Shift Travel
Cylinder Pressurizes
One Side of Piston

Piston Movement
Monitored By PS3

PS 3

■ £■ ■ ■■ ■ ■ ■ ■ ■ ■ n |

Selection Angle
Solenoid Releases
Pressure

25

SMG II

Input from the hall effect switches in the gear shift lever is sent to the SMG II control unit.
Status of the hood and brake pedal input is checked and the SMG II control unit looks at
vehicle speed, engine speed, hand brake status and door position. With first gear request¬
ed and status of the inputs correct, the selection angle piston is pressurized until the main
selector shaft reaches the shift gate between 1 st and 2nd gears as indicated by the posi¬
tion sensor in the gearbox actuator assembly. The selection angle piston is then placed in
pressure holding position and the shift travel cylinder is pressurized on one side by opera¬
tion of the two shift valves in the hydraulic unit causing it to push the main selector shaft in
the appropriate direction, engaging 1st gear.

6

Selection Angle cylinder rotates shift shaft
into proper plane, then shift travel cylinder
pushes the Main Selector Shaft in the prop¬
er direction to engage a gear.

43 - 02-90

First Gear Engaged

Engagement of the gear via the shift travel cylinder takes place in three phases with differ¬
ing pressures.

• Phase 1 is the distance which must be covered from the central position of the shift gate
to the synchronization point with the gear to be engaged occurs.

• Phase 2 is the engagement of the synchronizers.

• Phase 3 is the distance that the shifting sleeve must travel after engaging the synchro¬
mesh mechanism before passing over the teeth of the gear wheel.

In three phases, varying pressures applied to the piston to ensure that the gear shift takes
place with maximum comfort under minimal material load conditions and minimal wear.

Pressure is now relieved on the selection angle piston and a spring in the selection angle
cylinder forces the piston back until the main selector shift contacts the flank of the 1 st gear
gate. The transmission is now firmly in 1 st gear.

SMG II

The number 1 is lighted in the shift display as communicated by the SMG II control unit to
the DME and further passed on to the IKE via the CAN Bus. The SMG II control unit then
looks at hood status and if closed allows clutch engagement. Hydraulic pressure to the
clutch slave cylinder is controlled by a PWM signal to the Hydraulic Unit and based on
engine speed, engine load, temperature, door contacts and inputs from the DSC.

Upshifts and Downshifts

The mechanical procedure for shifting whether up or down remains the same. The follow¬
ing sequence occurs during an upshift from 1st to 2nd.

• The selector angle cylinder is pressurized moving the MSS to an “unlocked” position in
1 st gear. When the “unlocked” position is recognized by the Position Sensor, the selec¬
tor angle cylinder is placed in the pressure holding mode.

• Pressure is applied to one side of the shift travel cylinder, causing the MSS shaft to
move across the neutral gate into 2nd gear.

• 2nd Gear is engaged and the pressure on the selector angle cylinder is released, “lock¬
ing” the transmission in 2nd gear.

All the upshifts and downshifts are made dependent on programming and mode selection.

2 4 6

Shift travel cylinder pushing the MSS from
1st gear position to 2nd gear.

43 - 02-91

Transmission is shifted from 1st to 2nd gear.

The forces required for shifting are strongly dependent on gearbox-fluid temperature. The
fluid pressures acting on the pistons of the two shift cylinders are adapted according to fluid
temperature.

SMG II

Shifting Operation

Depending on the driving situation, distinctions are made between trailing-throttle upshifts,
trailing-throttle downshifts, acceleration upshifts and acceleration downshifts. The com¬
plete shifting operation takes place in 3 phases.

• Clutch disengagement

The DME calculates engine torque in anticipation of a gear change. When a gear
change is initiated, the speed at which the clutch is disengaged is based on this
calculation. Engine torque (and rpm) is reduced as the clutch is being disengaged
until a predetermined set point is reached where engine torque and clutch torque
are approximately equal. The selector angle cylinder has begun to pressurize and the
MSS reaches the neutral or “unlocked” position while still in gear. At this point the shift
begins.

• Shift to Target Gear

The quickness of the gearshift is defined by the SMG II control unit and influenced
by the DME. Engine RPM drops off rapidly during the shift but engine torque remains
relatively flat. When clutch disengagement confirmation is received by the SMG II
the shift travel cylinder is pressurized on one side forcing the MSS into the neutral
position in the gate (i.e. between first and second gears). Additional pressure is added
causing the synchronization of the next gear and finally the MSS is driven to fully engage
the gear. The pressure is then relieved from the selector angle cylinder.

• Clutch Engagement

As soon as the target gear has been engaged fully the clutch begins to move at a speed
determined beforehand by the DME. Engine RPM and torque begin to increase. The
objective of the programming is to configure the meeting point of the engine and clutch
torques as smoothly as possible by the engine management system.

Driving and Shift Programs

There are two drive programs for the SMG II: A-Mode for automated shifting and S-Mode
for sequential shifting. Furthermore, the driver can use a DRIVELOGIC control in A/S mode
to match the shift point characteristics as closely as possible to his driving style. For this
purpose, 5 programs in A mode and 6 programs in S mode can be selected respectively.
The individual programs differ as follows:

• A-Mode, automated

There are five different automated shift programs, from A1 (pulling away in 2nd gear) to
A5 (sporty).

• S-Mode, sequential

There are six different sequential shift programs, from SI (relaxed dynamic) to S5 (sporty)
and, as a special function, S6 (super sporty).

SMG II

In S mode, the 6th program can only be activated if the DSC function has been deactivat¬
ed beforehand. The 6th program becomes active when the DRIVELOGIC control is oper¬
ated.

Only in this program is it possible also to activate the acceleration boost. This ensures that
the BMW E46 M3 receives the optimum propulsion. Naturally this places the highest load
on the vehicle components affected and so increases wear.

The driver is shown which mode and which program has been selected by the SMG II dis¬
play unit in the instrument cluster.

1. Gear Selected

2. Drive Program Selected

3. Shift Mode, A/S Mode

4. A Mode is active

43 - 02-93

SMG II Display in Instrument Cluster

A Mode

• Shift programs A1 to A5

If the driver has selected A mode using the selector lever, gearchanges are automated
according to the road speed, the position of the accelerator pedal and the DRIVELOGIC
control in the center console.

A mode is cancelled if the driver pulls one of the two shift switches on the steering wheel,
moves the selector lever towards -/+ or activates S mode by briefly pressing the selector
lever to the right.

Five shift programs (A1-A5) are available to the driver in A mode. The software for the five
automated mode shift programs is stored in the SMG II control unit. The car drives in the
winter driving program (A1) up to the sporty highly-dynamic program (A5).

Functions are also included to detect ambient conditions automatically and to influence the
optimum gearselection.

Upshift suppression
Downshift suppression
Cornering

Uphill-driving detection
Downhill-driving detection
Braking retardation

29

SMG II

A1 program (winter driving program)

On road surfaces with a low coefficient of friction, e.g. snow or black ice, it is possible to
start off in 2nd gear by selecting the A1 program.

Upshift/downshift suppression

When driving, the driver may be forced to adapt the car's speed repeatedly to the flow of
traffic by heavy braking and acceleration according to the traffic situation.

The rapid release of the accelerator pedal and rapid acceleration are detected by the SMG
II control unit. If this exchange sequence takes place in short time intervals, the gearbox
suppresses upshifting when the accelerator pedal is released and downshifting when it is
depressed.

Upshifts to the economical gear only take place once the accelerator pedal has remained
in the same position for a brief period.

Cornering

If the accelerator pedal is rapidly released before the car corners, an upshift does not take
place, nor does an upshift take place while the car is cornering.

If an upshift were to occur while the car was cornering, the braking effect of the engine
would be reduced or cancelled entirely, which in turn could reduce the car's rate of decel¬
eration and it would be necessary to change back down to improve acceleration to accel¬
erate out of the corner.

Cornering is detected by the SMG II control unit by means of the DSC lateral acceleration
and steering angle detection.

Uphill-driving detection

Compared with driving on a level surface, tractive resistance during uphill driving increases
by the component of the downgrade force. This requires increased engine power to main¬
tain a constant speed. Increased engine power is achieved by having the throttle open at
a slightly later stage. A downshift to a lower gear occurs to increase the engine speed
depending on the road speed.

Assuming that the speed is to be kept constant, the throttle valve angle must now be
reduced, which in turn would result in an upshift. The result would be damaging back-and-
forth shifting if the gradient were to be negotiated at a constant speed.

Characteristic maps are stored in the control unit's software to suppress shifting of this
type. The characteristic maps suppress back-and-forth shifting and provide the engine with
the optimum traction force.

SMG II

Downhill-driving detection

The rule of thumb that the same gear should be used for descending a gradient as for
ascending the same gradient still applies.

This ensures that the engine's braking effect is exploited. The driver does not have to
depress the brake pedal as frequently. This represents a clear improvement in comfort and
takes the strain off the service brake.

This is made possible by the implementation of a downhill-driving detection function in the
form of software. The control unit identifies that the vehicle speed is increasing in spite of
overrun conditions and infers a downhill-driving scenario.

The logic circuit in the control unit begins by preventing a shift to the gear one higher.
Nevertheless, if the vehicle speed increases in such a way that braking is required, a down¬
shift takes place automatically to the gear one lower. This procedure can be repeated as
many times until 1st gear is engaged.

The required data for downhill-driving detection are engine load, vehicle speed, longitudinal
acceleration and service-brake condition.

Braking retardation

Because of the nature of an automatic transmission, releasing the accelerator pedal at
medium or high driving speed results in an upshift. If the vehicle is then accelerated again,
the accelerating performance is insufficient or a downshift must take place with more
marked acceleration. In order to prevent this behavior, the braking-retardation signal is
directed to the control unit.

Depending on the extent of braking retardation, a downshift to a lower gear is executed
during the braking procedure. This ensures that the appropriate gear is engaged when the
driver stops braking and starts accelerating.

SMG II Automated Shifting

31

SMG II

43 - 02-96

S mode, sequential

Shift programs SI to S5

The selector lever or the shift paddles on the motorsport multifunction steering wheel can
be used to change gear in sequential mode (S mode). In principle all shift operations are
executed.

There is no forced upshift when the maximum engine speed is reached. The driver is
reminded visually by LEDs (shift lights) in the instrument cluster to make the necessary
gearchange at full load before the engine's limit speed is reached.

It is possible to shift through several gears by multiple-touch operation. Gearshifting in the
gearbox does not always have to take place sequentially. The driver can skip a gear by
shifting very quickly.

If the driver changes down twice in rapid succession before the gearchange for the first shift
command has time to complete, the gearchange is prevented in the gearbox and the gear
selected by the second shift command is selected.

Downshifts which would cause the maximum engine speed to be exceeded are refused. If
the driver forgets to change down as the car's speed decreases, a downshift is executed
automatically when the road speed falls below a gear-dependent threshold stored in the
control unit. This ensures perfect vehicle acceleration when the accelerator pedal is
depressed.

Hill-climbing assistance

The SMG II is equipped with special software in order to facilitate driving off on an incline.
On an ascending road, the vehicle would roll back when the brake pedal is released.

The driver can activate this function by pulling the shift switch (-) on the multifunction steer¬
ing wheel for a period of 0.5 seconds while the vehicle is stationary and with the brake
pedal pressed. The engine speed is increased in line with the gradient. When the brake is
released, the clutch is moved to the biting point and so the car is held momentarily at the
point of rolling back on an uphill gradient.

When the accelerator pedal is depressed, the clutch opens and the vehicle moves off in 1 st
gear. If the accelerator pedal is not pressed, the clutch opens again (after approx. 2 sec¬
onds) and the vehicle may roll back.

Note:

This mode is not for extended use. Vehicle will be held only for 2 seconds.
Holding vehicle on upgrade by holding slight pressure on accelerator pedal
applies clutch.

Doing so will cause excessive wear on clutch and lead to failure.

32

SMG II

Acceleration boost (S6)

To activate the acceleration boost, it is necessary for the DSC to be deactivated and the S6
shift program to be active. Only with this setting is it possible to perform a "racing start".

The shift lever must now be pushed forwards and the accelerator pedal depressed. The
acceleration boost is performed once the shift lever has been released. Subsequent gear
shifts must be initiated manually.

There are two modes included in the acceleration boost S6 position. The “racing start” and
the “burnout” modes. The difference in the activation of these two modes is the rate at
which the accelerator pedal is depressed.

Depressing the accelerator slowly to the floor activates the “racing start” mode. In this
mode the clutch is pulsated at a high rate (up to 8 times a second) and the vehicle accel¬
erates at the fastest speed possible without spinning the tires. The wheel speeds on the
front and rear axles are compared with each other and the car pulls away according to the
clutch biting point in order to achieve optimum propulsion.

Depressing the accelerator pedal very quickly to the floor activates “burnout” mode. This
mode releases the clutch totally and completely when the shift lever is released. In this
mode the rear tires are very likely to loose traction and the rear of the car to become unsta¬
ble. Wheel speeds are ignored and the driver is in total control of wheel spin.

Note:

Both acceleration boost modes are hard on the clutch and driveline and continued use of
these modes (particularly the “burnout” mode) may lead to clutch or driveline failure.

43 - 02-95

33

SMG II

SMG II Shift Programs

Other Shift Functions

Slip Alert System

Under Slippery or inclement situations the SMG II can alter the clutch engagement and
engine RPM to ensure the rear wheels never break traction. Functional in either sequential
or automated mode, Slip Alert checks for tire slippage every 10 ms and also operates even
with the DSC turned off.

Double Declutching

To prevent a fast downshift from upsetting the M3’s composure in any way, the SMG II will
automatically double clutch and raise engine speed on downshifts to guarantee that engine
RPM and road speed are perfectly matched before the lower gear engages. The result is
quicker, smoother downshifts with less wear on the clutch and less chance of upsetting the
car’s chassis.

Changing gears without altering the position of the accelerator pedal

The driver is not required to take his foot off the accelerator pedal during the shifting oper¬
ation. This applies to both automatic and manual mode. The engine management system
determines when a gearchange is necessary. All engine interventions, such as ignition tim¬
ing intervention, cylinder fade-out and throttle adjustment are carried out automatically by
the MS S54.

If an upshift to the gear one higher takes place, the engine speed must be lower after the
shift operation. The speed is set by the ignition or the throttle.

If a downshift to the gear one lower takes place, the engine speed must be higher after
completion of the shift operation. The speed is increased by means of a corresponding
opening of the throttle.

Safety Functions

It is not necessary to disengage the gear to stop the car, regardless of whether the car is
being driven in A mode or S mode.

If the SMG II control unit detects that the selector lever is in the idle-speed position and the
engine speed is lower than the threshold set for a particular temperature, the clutch is auto¬
matically disengaged to prevent the engine from stalling.

If the driver takes no action, such as opening the driver's door or depressing the brake
pedal, within a certain time of the car reaching a standstill with the engine running and a
gear engaged, the gearbox is shifted to neutral. The last active gear is engaged once an
appropriate action has been made.

If the driver's door is opened while the vehicle is at a standstill with the engine running and
a driving position selected, the gear is disengaged after a preset time threshold if no action
is taken within this time at the accelerator or brake pedal.

SMG II

In this situation, the driver will be warned after a preset time by the gear indicator flashing
and an acoustic signal of the need to disengage the gear. The warning remains, even after
the gear has been disengaged. Regardless of the safety function, the shift display always
flashes while the engine is running and the driver's door is open.

The safety function is terminated as soon as the selector lever is moved to the 0 position.

Hood Open

If the hood is opened while the car is at a standstill with the engine running and a gear
engaged, or if the car's condition is unclear due to a system fault, the gear is disengaged.
It is not possible to pull away and the gear indicator flashes when the hood is open, regard¬
less of the safety function.

Shift Lock

A shift lock prevents an unintended gearchange.

It is possible to to only engage a gear with the brake applied, except that when shifting from
Reverse to 1 st or 1 st to Reverse, shifting may be accomplished if the car is not moving for
a time period of approximately 2 seconds.

The two seconds enable a rapid shift from position "R" to a forwards gear via position "0"
without having to depress the footbrake.

The shift lock is activated by a magnet, which locks the selector lever at zero current in the
"0" position.

Engine shutoff

If the key is turned to position 1 or 0 in the ignition while the selector lever is in the forwards
or reverse position, a gear automatically remains engaged.

If the key is turned to position 1 or 0 in the ignition while the selector lever is in idle-speed
position 0, a gong sounds and the gear indicator flashes in the SMG display as a reminder
that the car has not been secured against rolling away.

The warning is silenced after approximately 10 seconds. If the selector lever is moved to
the forwards or reverse position during this time, a gear is engaged automatically.

Emergency Acceleration

Emergency Acceleration is possible regardless of the shift mode (A-Mode or S-Mode) or
the DRIVELOGIC position engaged.

Depressing the accelerator pedal quickly to the floor without the brake pedal depressed will
engage emergency acceleration. The engine RPM will come up very quickly and the clutch
will be pulsated to ensure maximum acceleration. Wheel spin will be limited even if DSC is
switched off.

When this mode is activated subsequent shifts must be made manually.

35

SMG II

SMG II Diagnosis

The SMG II control unit is fully diagnosable and can be checked using a DISplus Tester or
GT1.

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 oper¬
ator 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.

Notes:

SMG II

Initialize “0”
Position in
Accelerator
Pedal

When replacing the
control unit and/or the
accelerator pedal module.

The accelerator pedal must
be in position “0”

15 secs.

Initialize Idle
Speed

Position

The engine must be warm,
the accelerator pedal must
not be pressed and all loads
must be switched off.

15 secs.

Initialize

Clutch

Engagement

Point

When replacing the
control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.

The gearbox must be in the
position “0”, the engine must
be warm, the accelerator
pedal must not be pressed
and the gearbox input speed
must be at zero at the start of
the test routine.

30 secs.

Check

hydraulic

lines

When replacing the
control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.

The engine must be off and
the clutch must be
disengaged.

Bleeding

When replacing the
control unit, after work
on hydraulic systems
(valves, cables and
actuator) if the system
was opened and when
replacing the clutch and
hydraulic unit.

The engine must be off and
the clutch must be
disengaged.

Initialize

Shift Module

When replacing the
actuator, shift lever and
components

The engine must be off and
the clutch must be
disengaged.

Initialize

Selector

Angle

Cylinder

When replacing the
control unit and when
replacing the hydraulic
unit.

The engine must be off and
the clutch must be
disengaged.

Gearbox

adaptation

When replacing the
control unit, gearbox,
hydraulic unit and the
gear recognition.

The engine must be off, the
clutch must be disengaged
and no brakes must be
pressed.

37

SMG II

Review Questions

1. Which control unit is responsible for managing the control of the SMG II and which
module make the shift decisions?

2. What is the purpose of the SMG CAN Bus?

3. Why is the data from the transverse acceleration sensor only evaluated during the A-
Mode of SMG II operation?

4. Does the cruise control become deactivated during a gear shift in the A-Mode?

How does this compare to cruise operation in the S-Mode?

5. Under what conditions will the hydraulic pump become energized when the engine is
not running?-

6. A customer complains that he can not access DRIVELOGIC Mode 6. What could the
cause?

7. During engine start-up operation, the starter does not engage, what are the possible
causes of this fault?

8. Why does the Selector angle cylinder have one electric solenoid at the Hydraulic Unit,
and the Shift travel cylinder have two solenoids?

9. How is the Hill-Climbing Assistance feature activated?

10. A customer complains he hears the Hydraulic pump run sporadically, the car shifts
normally, what could be the cause?

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