F10 Powertrain BMW Service Edited for the U.S. market by: BMW Group University Technical Training 4 / 1/2010 V_/ General information Symbols used The following symbol / sign is used in this document to facilitate better comprehension and to draw attention to particularly important information: A_ Contains important safety guidance and information that is necessary for proper system functioning and which it is imperative to follow. Information status and national-market versions The BMW Group produces vehicles to meet the very highest standards of safety and quality. Changes in terms of environmental protection, customer benefits and design make it necessary to develop systems and components on a continuous basis. Consequently, this may result in differences between the content of this document and the vehicles available in the training course. As a general principle, this document describes left-hand drive vehicles in the European version. Some controls or components are arranged differently in right-hand drive vehicles than those shown on the graphics in this document. Further discrepancies may arise from market-specific or country-specific equipment specifications. Additional sources of information Further information on the individual topics can be found in the following: • in the Owner's Handbook • in the integrated service technical application Contact: conceptinfo@bmw.de ©2009 BMW AG, Munich, Germany Reprints of this publication or its parts require the written approval of BMW AG, Munich The information in the document is part of the BMW Group technical training course and is intended for its trainers and participants. Refer to the latest relevant BMW Group information systems for any changes/supplements to the technical data. Information status: December 2009 F10 Powertrain Contents 1. Drive Train Variants.1 1.1. Models.1 1.1.1. gasoline engines.1 1.2. Additional information.1 2. Engines.3 2.1. N52 engine.3 2.1.1. Technical data.3 2.1.2. Full load diagram.5 2.2. N55 engine.6 2.2.1. Technical data.7 2.2.2. Full load diagram.7 2.3. N63 engine.9 2.3.1. Technical data.10 2.3.2. Full load diagram.10 2.4. Engine type and engine identification.11 2.4.1. Engine type.11 2.4.2. Engine identification.12 3. Manual Transmission.14 3.1. Description.14 3.2. Variants.14 3.3. K manual transmission.14 3.3.1. Intermediate mounting.16 3.3.2. Dry sump lubrication.17 3.3.3. Synchronization.17 3.3.4. Connection dimensions.17 3.3.5. Technical data.17 3.4. G manual transmission.18 3.4.1. Technical data.18 3.5. Gearshift mechanism.19 4. Automatic Transmission.21 4.1. Description.21 4.2. Variants.21 4.3. GA8FIP transmission.21 4.3.1. Technical data.23 4.4. Gear selector switch.23 5. Rear Axle Differential.25 5.1. Description.25 F10 Powertrain Contents 5.2. Versions.25 5.3. Rear axle final drive lightweight construction.25 6. Driveshaft and Axle Shafts.27 6.1. Driveshaft.27 6.1.1. Overview.27 6.1.2. Crash function.28 6.2. Axle Shafts.28 6.2.1. Description.28 6.2.2. Versions.28 6.2.3. Overview.29 F10 Powertrain 1. Drive Train Variants F10 Drive. 1.1. Models 1.1.1. gasoline engines 535i 550i Engine N55B30M0 N63B44O0 Power [kW] HP [225] 300 [300] 400 Torque [Nm] Ib-ft [400] 300 [600] 450 US exhaust emission standard ULEVII ULEVII Manual transmission GS6-45BZ GS6-53BZ Automatic transmission GA8HP45Z GA8HP70Z Rear axle differential Rear diff 205AL HAG 225AL 1.2. Additional information For the descriptions of the engines and the eight-gear automatic transmission, refer to the following information bulletins: 1 F10 Powertrain 1. Drive Train Variants • Information bulletin for N52 engine • Information bulletin for N55 engine • Information bulletin for N63 engine • Information bulletin for GA8HP automatic transmission. 2 F10 Powertrain 2. Engines 2.1. N52 engine N52 engine Highlights • Magnesium-aluminum composite crankcase • Valvetronic II • Volume controlled oil pump • Electric coolant pump. • Three-stage intake manifold (DISA) • Magnesium cylinder head cover • Single-belt drive • Exhaust manifold in lightweight construction. 2.1.1. Technical data N52B30M1 E60, 528i N52B30O2 F10, 528i Type R6 R6 Valves per cylinder 4 4 Engine control system MSV80 MSV90 Displacement [cm 3 ] 2996 2996 3 F10 Powertrain 2. Engines N52B30M1 E60, 528i N52B30O2 F10, 528i Stroke/bore [mm] 88.0/85.0 88.0/85.0 Output at engine speed [kW] HP [rpm] [170] 230 6500 [190] 240 6600 Torque at engine speed [Nm] Ib-ft [rpm] [270] 200 2750 [310] 230 2600-3000 Compression ratio [e] 10.7: 1 10.7: 1 Fuel grade ROZ91 -98 ROZ91 -98 Exhaust emission standard - ULEVII Acceleration 0-100 km/h/62mph (Automatic transmission) [s] 7.6 6.7 4 F10 Powertrain 2. Engines 2.1.2. Full load diagram 0 1000 2000 3000 4000 5000 6000 7000 8000 [1/tnin] N52B30O2 N52B30M1 Full load diagram, E60 528i with N52B30M1 engine compared to F10 528i with N52B30O2 engine. 8 5 F10 Powertrain 2. Engines 2.2. N55 engine N55 engine The N55 engine is the successor to the N54 engine. Technical updates and modifications have made it possible to use only one exhaust turbocharger. The technical data have remained nearly identical, with reduced cost and improved quality. Highlights • Single turbocharger (TwinScroll) • Air-gap-insulated exhaust manifold six in two; catalytic converter close to the engine • Direct fuel injection with central injector position (solenoid valve injectors) • Third generation Valvetronic • Digital Motor Electronics (MEVD17.2 Bosch) engine mounted, integrated into the intake manifold, FlexRay-compatible • Lightweight construction crankshaft • Map-controlled oil pump (volume control) • Standardized single-belt drive across all series • Initial start-up in F07, afterwards use across all series. 6 F10 Powertrain 2. Engines 2.2.1. Technical data N54B3000 E60, 535i N55B30M0 F10, 535i Type R6 R6 Valves per cylinder 4 4 Engine control system MSD80 MEVD17.2 Displacement [cm 3 ] 2979 2979 Stroke/bore [mm] 89.6/84.0 89.6/84.0 Output at engine speed [kW] HP [220] 300 [225] 300 [rpm] 5800 5800 Torque at engine speed [Nm] Ib-ft [407] 300 [400] 300 [rpm] 1400-5000 1200-5000 Compression ratio [e] 10.2: 1 10.2: 1 Fuel grade ROZ 95 - 98 ROZ 91 -98 Exhaust emission standard - ULEVII Acceleration 0-100 km/h/62mph (Manual/automatic transmission) [s] 5.9/6.0 6.0/6.1 2.2.2. Full load diagram Compared to the predecessor, the outstanding feature of the N55 engine is its lower fuel consumption with equivalent power and torque data. 7 F10 Powertrain 2. Engines N55B30M0 N54B3000 Full load diagram, E60 535i with N54B3000 engine compared to FI 0 535i with N55B30M0 engine. 8 F10 Powertrain 2. Engines 2.3. N63 engine N63 engine The N63 engine is the successor of the N62 engine and the world's first engine with optimized package thanks to the placement of the turbochargers and the main catalytic converters. In order to obtain performance goals with the optimum package and weight, the two turbochargers and the catalytic converters have been placed in the engine V-space between the cylinder banks, which meant reversing the positions of the intake and outlet ports. This arrangement allows short pipe lengths and large cross-sections, which in turn minimizes the pressure losses on the intake and exhaust side. Highlights • Use across all series (E71/E72/F01/F02/F04/F07/F10) • Twin turbochargers placed in the engine V-space • Catalytic converters close to the engine • Direct fuel injection piezo-electric injectors • MSD85 Digital Motor Electronics, liquid-cooled with FlexRay connection • Indirect charge air cooling 9 F10 Powertrain 2. Engines 2.3.1. Technical data N62B4801 E60, 550i N63B44O0 F10, 550i Type V8 V8 Valves per cylinder 4 4 Engine control system ME9.2.3 MSD85 Displacement [cm 3 ] 4799 4395 Stroke/bore [mm] 88.3/93.0 88.3/89.0 Output at engine speed [kW] HP [270] 367 [300] 400 [rpm] 6300 5500-6400 Torque at engine speed [Nm] Ib-ft [490] 361 [600] 450 [rpm] 3400 1750-4500 Compression ratio [e] 10.5: 1 10.0: 1 Fuel grade ROZ91 -98 ROZ91 -98 Exhaust emission standard - ULEVII Acceleration 0-100 km/h (Manual/automatic transmission) [s] 5 . 215.3 - 15.0 2.3.2. Full load diagram Compared to its naturally aspirated predecessor, the N62 engine, an outstanding feature of the N63 engine is its significantly higher overall power and more ample torque curve due to twin turbocharging. 10 F10 Powertrain 2. Engines 0 1000 2000 3000 4000 5000 6000 7000 [1/min] N63B44O0 N62B4801 Full load diagram, E60 550i with N62B4801 engine compared to FI 0 550i with N63B44O0 engine. 2.4. Engine type and engine identification 2.4.1. Engine type In the technical documentation, the engine type is used to ensure the unambiguous identification of engines. Frequently, however, only an abbreviation is used. This short form is used to assign an engine to an engine family. 11 F10 Powertrain 2. Engines Position Meaning Index Explanation 1 Engine developer M, N BMW Group P BMW Motorsport S BMW M GmbH W Third-party engines 2 Engine type 1 4-cylinder in-line engine (e. g. N12) 4 4-cylinder in-line engine (e.g. N43) 5 6-cylinder in-line engine (e.g. N55) 6 V8 engine (e.g. N63) 7 V12 engine (e.g. N74) 8 VI0 engine (e.g. S85) 3 Change of the engine 0 Engine block block concept 1-9 Changes, e.g. combustion process 4 Operating method B Gasoline, longitudinal installation or fuel and, D Diesel, longitudinal installation where applicable, installation position H Hydrogen 5 + 6 Displacement in 1/10 liter 30 3.0 liters 7 Power class K Smallest U Lower M Center 0 Upper (standard) T Top S Super 8 Revision relevant to 0 New development approval 1-9 Revision 2.4.2. Engine identification To ensure clear identification and classification, the engines have an identification mark on the crankcase. This engine identification is also necessary for approval by authorities. The N55 engine is accompanied by a further development of this identification and a reduction from the former eight characters to seven characters. The engine number is located on the engine below the engine identification. This consecutive number, in conjunction with the engine identification, permits unique identification of each individual engine. 12 F10 Powertrain 2. Engines Position Meaning Index Explanation 1 Engine developer M, N BMW Group P BMW Motorsport S BMW M GmbH W Third-party engines 2 Engine type 1 4-cylinder in-line engine (e. g. N12) 4 4-cylinder in-line engine (e.g. N43) 5 6-cylinder in-line engine (e.g. N55) 6 V8 engine (e.g. N63) 7 V12 engine (e.g. N74) 8 VI0 engine (e.g. S85) 3 Change of the engine 0 Engine block block concept 1-9 Changes, e.g. combustion process 4 Operating method B Gasoline, longitudinal installation or fuel and, D Diesel, longitudinal installation where applicable, installation position H Hydrogen 5 + 6 Displacement in 1/10 liter 30 3.0 liters 7 Type approval A Standard requirements (Changes that require a new type approval) B-Z Depending on requirements, e.g. ROZ87 13 F10 Powertrain 3. Manual Transmission 3.1. Description In the technical documentation, the transmission designation is used to ensure the clear identification of transmissions. Frequently, however, only an abbreviations are used. Thus we frequently speak of the K transmission or G transmission. For the correct designation, refer to the following table. Position Meaning Index Explanation 1 Description G Transmission 2 Transmission type S Manual transmission 3 Number of gears 1-9 Number of forward gears 4 Transmission type - Manual transmission X Four-wheel drive with manual transmission s Sequential manual transmission w Four-wheel drive with sequential manual D transmission Y Twin-clutch gearbox Four-wheel drive with twin-clutch gearbox 5 + 6 Transmission type 17 1 transmission 26 D transmission 37 H transmission 45 K transmission 53 G transmission 7 Gear set B Gasoline engine gear ratio D Diesel engine gear ratio (w)* S Sport gear ratio P Gasoline engine gear ratio overhauled 8 Manufacturer G Getrag J Jatco R GMPT Z ZF H In-house part 3.2. Variants Model Engine Manual transmission 535i N55B30M0 K GS6-45BZ 550i N63B44O0 G GS6-53BZ 3.3. K manual transmission The K manual transmission is a six-gear inline manual transmission in reduction gear design. Highlights 14 F10 Powertrain 3. Manual Transmission • Six gears with optimized ratios • Intermediate mounting • Dry sump lubrication • Fuel consumption reduction (-2 % compared to G manual transmission) • Weight reduction (-11 kg compared to G manual transmission) • Synchronization with carbon friction linings • Use of life-time oil filling • Zero-gear sensor for automatic engine start-stop function. Instead of the G transmission used with the N63 engine the smaller, lighter and more cost-efficient K transmission is installed with the N55. The weight advantage is up to 11 kg. This transmission is smaller and lighter due mainly to the intermediate mounting of the main shafts and a modified gear set design. Another advantage is the significantly improved shifting comfort and the low fuel consumption due to low drag losses and high efficiency. The shift quality is increased substantially by: • Using a newly developed carbon friction lining in the synchronizer units • A newly developed and very low-friction gearshift • The low drag loss of the gear set • Limiting excessive shift travel 15 F10 Powertrain 3. Manual Transmission “K” 6 speed manual transmission (GS6-45BZ) Index Explanation 1 Oil pump with pressure relief valve 2 Oil filter 3 Oil injector pipe To keep the drag loss low, dry sump lubrication is used for the first time. Compared to conventional splash lubrication, this prevents the gear set from splashing about in the oil sump, which causes losses. An additional decrease in losses is attained with the use of redesigned radial shaft seals. 3.3.1. Intermediate mounting In manual transmissions with reduction gear design, the main shaft is pushed away from the counter shaft by the gearing forces. This causes a deviation of the ideal gear contact pattern, which substantially impairs the strength of the gears and causes noise. Therefore, in the K transmission, the location of the countershaft significantly restricts the shafts from bending. In this way, higher torque can be transmitted, compared to conventional transmissions, while at the same time reducing gear noise. 16 F10 Powertrain 3. Manual Transmission 3.3.2. Dry sump lubrication Conventional manual transmissions normally use splash lubrication. During this process, the gears on the countershaft dip into the transmission oil and distribute it throughout the transmission in a disorderly manner as the gear set rotates. Often, additional equipment such as oil partition plates or oil grooves are required to bring the oil to the gears, the bearings or to the synchronizers. In the K transmission, a dry sump type lubrication system is used (for the first time on a BMW). The dry sump system consists of: • An oil filter • An oil pump • A fuel injection pipe Using less energy than a splash lubrication system, the dry sump system lubricates the gears, the bearings and the synchronizers in a more targeted manner. The controlled oil flow also results in an improved temperature balance, as the cooling air is routed directly from the vehicle underbody to the filter intake opening. This provides continuous cooling of the transmission oil. The oil filter also improves the oil quality and thus the load-carrying capacity of the gear train. 3.3.3. Synchronization In first and second gear, triple-cone synchronizers are used. In the other gears, single-cone synchronizers are installed. To improve shift quality, these are equipped with a newly developed carbon friction lining. 3.3.4. Connection dimensions The connection dimensions for the transmission mounting have been taken over from previous series applications. In this way, the integration into the vehicle environment has been simplified greatly, as it is possible continue using existing peripherals. 3.3.5. Technical data K transmission GS6-45BZ Engine applications in the F10 N55B30M0 Maximum drive torque [Nm] 470 Axle distance [mm] 80 Weight with oil [kg] 43.3 Transmission length [mm] 646 1st gear ratio 4.110 2nd gear ratio 2.315 3rd gear ratio 1.542 17 F10 Powertrain 3. Manual Transmission K transmission GS6-45BZ 4th gear ratio 1.179 5th gear ratio 1.000 6th gear ratio 0.846 Reverse gear ratio 3.727 Final drive ratio 3.231 3.4. G manual transmission The G manual transmission is of the highest precision, operational smoothness and shifting comfort. Due to the total spread, the transmission offers the best possible utilization of the engine performance. The short shift travel of 55 mm contributes to the transmission shifting comfort. Highlights • Slip suppression to prevent clutch slipping • Start-up speed limitation to minimize the friction work of the clutch (in conjunction with N63 engine) • External transmission oil cooling (in conjunction with N63 engine) • Use of long-term oil. To prevent potential overloading of the clutch a slip suppression system is used. This system enables acceleration under full load without the possibility of the clutch slipping. A speed sensor on the intermediate shaft and the crankshaft sensor calculate the clutch slip; if necessary, the engine torque can be reduced to limit clutch slip. A start-up speed limitation is used with the N63 engine. This limits the engine speed while the vehicle is at a standstill, depending on the mode of the Dynamic Stability Control DSC, to 3500 - 5500 rpm. This prevents a overheating of the drive plate during the starting process. The external transmission oil cooling is used with the N63 engine, guarantees reliable operation, even under extreme conditions. A transmission oil pump pumps the transmission oil through the transmission oil cooler. A transmission oil temperature sensor is installed in the transmission, which switches the transmission oil pump on (transmission oil temperature >130 °C/266°F) and off (transmission oil temperature <110 °C/230°F). 3.4.1. Technical data G transmission GS6-53BZ Engine applications in the F10 N63B44O0 Maximum drive torque [Nm] 600 Axle distance [mm] 94.96 Weight with oil [kg] 57.6 18 F10 Powertrain 3. Manual Transmission G transmission GS6-53BZ Oil quantity [1] 2.2 Transmission length [mm] 669 1st gear ratio 4.055 2nd gear ratio 2.396 3rd gear ratio 1.582 4th gear ratio 1.192 5th gear ratio 1.000 6th gear ratio 0.872 Reverse gear ratio 3.677 Final drive ratio 3.08 3.5. Gearshift mechanism FI 0 Gear selector switch Highlights 19 F10 Powertrain 3. Manual Transmission • Further development of the typical BMW gearshift • Improved shifting force curve and shifting precision • New design of the gearshift arm, matched to the innovative center console design • New, sporty design with one-piece gearshift lever knob with leather cover • New leather material "Dakota" with improved durability and appearance • Ergonomically matched center console and gearshift lever knob position • Gearshift rod is orbital riveted rather than welded. The gearshift rod direct connection to the transmission has been maintained. 20 F10 Powertrain 4. Automatic Transmission 4.1. Description In the technical documentation, the transmission designation is used to ensure the unambiguous identification of the transmission. Frequently, however, only an abbreviation is used. This short form is used to assign a transmission to a transmission family. For example, we often talk about the GA8HP transmission family, which consists of several transmissions such as the GA8HP45Z, the GA8HP70Z and the GA8HP90Z. Position Meaning Index Explanation 1 Description G Transmission 2 Transmission type A Automatic transmission 3 Number of gears 6 Six forward gears 8 Eight forward gears 4 Transmission type HP Hydraulic planetary gear train L Designation by GMPT R Designation by GMPT 5 + 6 Transferable torque 19 300 Nm gasoline engine 26 600 Nm gasoline engine 32 720 Nm gasoline engine 45 (ZF) 450 Nm gasoline engine, 500 Nm diesel 45 (GMPT) engine 70 350 Nm gasoline engine 90 700 Nm gasoline engine and diesel engine 390 900 Nm gasoline engine 390 Nm, 4th gear 410 Nm gasoline engine 7 Manufacturer G Getrag J Jatco R GMPT Z ZF H In-house part 4.2. Variants Model Engine Transmission Torque converter 528i N52B30O2 GA8HP45Z NW235TTD 535i N55B30M0 GA8HP45Z NW235TTD 550i N63B44O0 GA8HP70Z NW250TTD 4.3. GA8HP transmission In the FI 0, the new automatic transmissions GA8HP45Z and GA8HP70Z with eight forward gears and one reverse gear is used. 21 F10 Powertrain 4. Automatic Transmission Highlights • Significantly enhanced gearshifts spontaneity • Greater driving and shifting comfort as a result of a closer gear ratio • Higher precision control of the converter lockup clutch at low engine loads • High power transmission of the converter lock-up clutch • Reduced fuel consumption (-5 to -6 %). The GA8HP45Z and GA8HP70Z are new developments and will gradually replace the established 6-speed automatic transmissions GA6HP19Z TU and GA6HP26Z TU. The overall gear ratio has been increased from 6.04 to 7.07; the gear to gear ratios have are now closer, thus also reducing the differences in speed when shifting gear. The weight of the transmission has been reduced significantly using a plastic oil pan and other light weight components. The Electronic Transmission Control (EGS) control unit is integrated in the control unit framework of the electronic immobilizer EWS. This provides better protection against theft. The operation takes place using the gear selector switch or the shift paddles (option 2TB, sport automatic transmission, via the steering column switch cluster SZL). In the converter, second-generation mechanical torsional vibration dampers are used: 22 Turbine torsional vibration damper (TTD) Double-damper converter (ZDW) (Used on diesel X5 and E90 models). TA09-1361 F10 Powertrain 4. Automatic Transmission The function and structure of the torque converter are described in the “E70 Automatic transmission” training material available on TIS and ICR The vibration isolation reduces the proportion of slip on the converter lockup clutch and enables a larger operating range with the converter lockup clutch closed. This reduces the fuel consumption by 5% to 6% in the consumption cycle (KV01) compared to the TU 6-speed automatic transmission used until now. 4.3.1. Technical data GA8HP45Z GA8HP70Z Maximum power (with gasoline engines) [kW] 250 380 Maximum power (with diesel engines) [kW] 180 240 Maximum torque (with gasoline engines) [Nm] 450 700 Maximum torque (with diesel engines) [Nm] 500 700 Maximum permitted engine speed, 1st - 7th gear [rpm] 7200 Maximum permitted engine speed, 8th gear [rpm] 5700 Maximum permitted engine speed, reverse gear [rpm] 3500 1st gear ratio 4.714 2nd gear ratio 3.143 3rd gear ratio 2.106 4th gear ratio 1.667 5th gear ratio 1.258 6th gear ratio 1.000 7th gear ratio 0.839 8th gear ratio 0.667 Reverse gear ratio 3.295 3.317 4.4. Gear selector switch The FI 0 has the familiar gear selector switch from the F01. 23 F10 Powertrain 4. Automatic Transmission FI 0 Gear selector switch 24 F10 Powertrain 5. Rear Axle Differential 5.1. Description Position Meaning Index Explanation 1-3 Transmission type HAG Rear axle differential 4-6 Size 205 225 Crown wheel pitch circle 0 in mm 7 Housing A aluminum 8 Transmission type L Low friction 5.2. Versions Model Transmission Rear axle differential Gear ratio i 528i GA8HP45Z Rear diff 205AL 3.385 535i GS6-45BZ Rear diff 205AL 3.231 535i GA8HP45Z Rear diff 205AL 3.077 550i GS6-53BZ HAG 225AL 3.08 550i GA8HP70Z HAG 225AL 2.813 5.3. Rear axle final drive lightweight construction Like the F01, the F07 has the new HAG 205AL and HAG 225AL rear axle final drives with aluminum housing. F10 Rear axle final drive lightweight construction Highlights: • Lower weight Rear axle differential 205AL: 23.6 kg (incl. oil) 25 F10 Powertrain 5. Rear Axle Differential Rear axle differential 225AL: 29.7 kg (incl. oil) • Greater power transmission • Better efficiency 26 F10 Powertrain 6. Driveshaft and Axle Shafts 6.1. Driveshaft 6.1.1. Overview Each engine-transmission configuration uses a steel driveshaft that is specially adapted to the individual torque requirement. The main focal points in the design of the driveshaft of the FI 0 were the torque transfer and comfort requirements with minimal acoustics and vibrations. The joints, shaft divisions and shaft diameters have been specified in such a way that they do not pass on any disruptive noises or vibrations to the connection points at the body. On the F10, the driveshafts are connected to the automatic transmission and rear differentials exclusively by means of flexible discs. This minimizes the high-frequency tooth meshing noises on the rear differential. F10 Propeller shaft 27 TK09-2042 F10 Powertrain 6. Driveshaft and Axle Shafts Index Explanation 1 Flexible disc (on automatic or manual transmission) 2 Center bearing 3 Flexible disc (on rear axle differential) 4 Push-fit connection 5 Universal joint 6 Slide piece connection 7 Crash function 6.1.2. Crash function The driveshaft absorbs some of the impact energy in the event of a head-on collision. Improvements have been made to the properties of this crash function, which are integrated into the front driveshaft tube. The compression force under which the front driveshaft tube is meant to deform has been further reduced with no effect on torque transfer capability. 6.2. Axle Shafts 6.2.1. Description Position Meaning Index Explanation 1+2 Joint type VL VL disc joint CO 1 Description 2600i Identification of the size/power transmission 3300i 41 OOi 6.2.2. Versions Model Transmission Rear axle differential Output shaft 528i GA8HP45Z Rear diff 205AL VL-2600i 535i GS6-45BZ Rear diff 205AL VL-3300i 535i GA8HP45Z Rear diff 205AL VL-3300i 550i GS6-53BZ HAG 225AL VL-4100i 550i GA8HP70Z HAG 225AL VL-3300i 28 F10 Powertrain 6. Driveshaft and Axle Shafts 6.2.3. Overview 1 F10 Output shaft The FI 0 has output shafts inserted at the wheel and axle differential ends. The design of the journal at the rear axle differential end depends on the size of the rear axle differential. The journal at the wheel hub end comes in only the one size. Due to the position of the rear axle differential, the axle shafts on the left and right have different overall lengths. The shaft between the two joints is designed as a torsionally rigid hollow shaft. 29 Bayerische Motorenwerke Aktiengesellschaft Handlerqualifizierung und Training RontgenstraBe 7 85716 UnterschleiBheim, Germany