Input shaft / E Clutch drum repair ZF 6HP26 6HP32 6HP28 6HP28AF 6HP28A 6HP32A 6HP26A 6R60 6R80W 6R75W

ZF 6HP are 6-speed transmissions usually for rear-wheel drive vehicles that work with engines producing torque up to 420 Nm with ZF 6HP19 / 21, ZF 6HP24 / 32 transmissions work with more powerful engines from 3.0L to 6.0L and are capable “to digest” the torque to 600 Nm (for 6HP24) and 750 Nm (for ZF 6HP32). 6-speed ZF 6HP19 6HP26 6HP32 transmissions were used in their cars by many automakers such as AUDI, BMW, BENTLEY, ASTON MARTIN, Jaguar, Maserati, etc.
At the time of its release, which was back in 2001, it was the latest transmission, which was, without exaggeration, a bestseller in the automatic transmission market.
Since 2004, it began to be used on FORD cars labeled 6R60, 6R80, 6R140 and on HYUNDAI / KIA cars manufactured by ZF.

The longitudinal layout of the transmission with powerful engines and high torque produces longitudinal axial loads and vibrations at high speeds.
Over time, vibrations lead to premature wear of bushings and bearings, which only increases the level of axial vibrations.
Vibration breaks the support bushings of the input shaft, which in turn provokes abnormal axial runout of the shaft.

On 6HP/6R transmissions, the input shaft is welded to the base of the E Clutch drum to form a single integral piece. The E Clutch ram is interconnected with the rest of the transmission components which act as centering axle components.
The input shaft, apart from the bushings, has no centering components; when the axial runout increases, the bushings wear out, forming an ellipse. Under such conditions, the shaft loses the rigid support provided by the bushings and receives abnormal free play relative to its axis.

The driver can feel these malfunctions as increasing vibration, especially under loads during acceleration.

Let's return to the input shaft. The bushings are worn out, the shaft has received free axial movement, the last point that rigidly holds the shaft remains the base of the E Clutch drum, which under the current conditions is experiencing abnormal loads.
The load in vibration finds the weakest point at the base of the drum and first a crack is formed through which pressure leaks from the E Clutch pack, as a result of which the clutch discs begin to slip, forming friction instead of a rigid clutch, which leads to complete burnout of the clutch pack.

When troubleshooting a transmission, minor cracks are not visible to the eye; they can only be detected as a result of a pressure test. When disassembling the E Clutch drum, the cracks become visible to the eye, since they are no longer spring-loaded by the return spring.

This problem can be solved by replacing the E Clutch shaft/drum with a new one, or repairing the damaged one, which is much cheaper than buying a new one.
Makrtrans company carries out complex repair.

The repair process looks like this: