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BMW Group - AIR: 2022-05-02 / 18:48

Dealer: 32711/06
Model: COOPER S A
Vehicle identification number: WMWXM7101F2A80920
Development code: F56
Model code: XM81
Lead type: XM81

Functional description

6-speed automatic transmission and 8-speed automatic transmission

FUB-FUB-FB-240003-A13 - V.5

AISIN 6-speed automatic transmission and 8-speed automatic transmission with electronic gearbox
control (EGS)
The new automatic transmission enables higher transferable torques whilst simultaneously increasing efficiency.

The designation of the 6-speed automatic transmission is: GA6F21AW.

The designation of the 8-speed automatic transmission is: GA8F22AW.

The new automatic transmission has the following advantages:

• Reduction in CO emissions of approx. 14%

• High level of ride comfort and increased shifting comfort

• Improved dynamics

• Automatic engine start-stop function (MSA)

• Can be used with hybrid cars

Item Explanation Item Explanation

1 Selector lever 2 Automatic transmission

Brief component description

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The following components of the 6-speed automatic transmission are described:

- 6-speed automatic transmission

- Electronic gearbox control (EGS)

- Selector lever

- Shift elements and gear sets

- Parking lock

- Emergency release

6-speed automatic transmission or 8-speed automatic transmission

The efficiency of the automatic transmission has been increased. This is primarily attributable to the following measures:

- Smaller transmission oil pump

- More exact control of the converter lockup clutch at low engine load

- Faster transmission ratio spread (increase from 6.01 to 6.64)

- Viscosity of automatic transmission fluid reduced

- Main pressure in the automatic transmission lowered

In addition, a new generation of torsional vibration damper is used. This torsional vibration damper is highly effective in dampening the
irregular rotations in the drivetrain.

Item Explanation Item Explanation

1 Electronic gearbox control (EGS) 2 6-speed automatic transmission

or 8-speed automatic
transmission

3 Ventilation 4 Hydraulic control unit

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5 Transmission oil cooler for

automatic transmission

The shifting comfort and ride comfort are increased thanks to improved connection and decoupling of the selector lever. The solenoid
valves in the hydraulic unit are activated directly. This enables multiple downshifts and upshifts.

Gear shifting is significantly more spontaneous thanks to the improved hydraulic control. The converter lockup clutch is now variable thanks
to multiple blades. This also enables faster gearshifts in the manual and sporty mode.

The transmission oil cooler for automatic transmissions is fitted directly on the automatic transmission. All solenoid valves that activate the
shift elements are installed in the hydraulic control unit. The solenoid valves are activated by the electronic gearbox control.

Item Explanation Item Explanation

1 15-pin plug connection 2 Electronic gearbox control (EGS)

3 Hydraulic control unit 4 Transmission oil cooler for

automatic transmission

5 Torque converter

Electronic gearbox control (EGS)

The EGS control unit is attached directly to the transmission. The EGS control unit is cooled directly via the cooling fin on the underside of
the control unit.

The electronic gearbox control (EGS) processes signals from automatic transmission, engine and vehicle. The desired state of the automatic
transmission is calculated in conjunction with stored data and from these signals, such as:

- Gear selection

- Converter lockup clutch strategy

- Specification for activation of brakes and clutches

To implement the specifications, the solenoid valves are activated using power output stages and current-controlled circuits. This controls
the hydraulics of the automatic transmission.

The following sensors are in the automatic transmission:

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- Gearbox input-speed sensor

- Output RPM sensor

- 2 transmission oil temperature sensors

- 4 Oil pressure switch

The selector lever position is mechanically transferred to the automatic transmission.

The selector lever position switch is integrated into the EGS control unit. The selector lever position switch determines the position of the
selector lever.

The electronic gearbox control (EGS) is integrated into the combination of control units for the electronic immobilizer (EWS). This offers
improved protection against theft.

Item Explanation Item Explanation

1 Electronic gearbox 2 15-pin plug connection

control (EGS)

3 33-pin plug connection

Note!

Adaptations are performed automatically during the driving. After the following repair work the adaptations must be reset using the
diagnostic system:

- Replacement of automatic transmission

- Replacement of torsional vibration damper

- Replacement of hydraulic control unit

Selector lever and gear indicator light

Note!

The selector lever control module is referred to only as selector lever on the wiring diagram for simplicity!

The selector lever is connected to the automatic transmission via a gear selector cable. Hall effect sensors and a solenoid valve for the
selector lever lock are integrated into the selector lever housing. A 14-pin plug connection is used to connect to the wiring harness.

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The hall effect sensors record the shift gate of the selector lever. To select the manual gate (manual and sport) the selector lever must be
pressed to the left.

Item Explanation Item Explanation

1 Selector lever linkage 2 Selector lever control

unit

3 14-pin plug connection 4 Gear selector cable

The actual selector lever has a gear indicator light. The gear indicator light is integrated into the knob at the top of the selector lever.

The button for disengaging the selector lever lock is located on the front of the selector lever. The selector lever lock prevents driving
position R or P from being accidentally engaged.

Note!

Refer to the Owner's Manual for operation of the automatic transmission.

Emergency release of the selector lever lock is possible. Please comply with the Owner's Manual.

Example of MINI

Item Explanation Item Explanation

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1 Selector lever knob 2 Gear indicator light

(separately replaceable)

3 Drive experience switch 4 Selector lever lock

button

Shift elements and planetary gear sets

The six forward gears and the reverse gear are generated by two planetary gear sets.

The following information applies to planetary gear trains in general:

If two components of the same gear set (sun gear, planetary web or ring gear) are running at the same speed, this gear set is in block
operation. The individual components are not shifting with relation to each other but they rotate together around the center axis.

The following are available as shift elements:

- 3 multidisc clutches: C1, C2, C3

- 2 multi-plate brakes: B1, B2

- 1 freewheel: F1

Example of 6-speed automatic transmission

Item Explanation Item Explanation

1 Multidisc clutch, torque 2 Torque converter

converter

3 Multidisc clutchC3 4 Multidisc clutchC4

5 Multi-plate brakeB1 6 Free wheelF1

7 Multi-plate brakeB2 8 Multidisc clutchC2

9 Front planetary gear set 10 Rear planetary gear set

The multidisc clutches and multi-disc brakes are closed hydraulically. For this purpose, a piston is pressurized with oil to compress the blade
sets. The shift elements are pressed back into their initial position by a blade spring as soon as the oil pressure drops.

The shift elements enable gear change without traction interruption. For this reason, all gearshifts (from first to sixth gear and back) are
carried out as overlapping gear changes. During the gearshift process, the "transmitting" clutch remains actuated with a lower pressure
value until the "receiving" clutch can transmit the torque.

Activation of shift elements (example of 6-speed automatic transmission)

Driving position Multi-plate brake Multidisc clutch Free wheel

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B1 B2 C1 C2 C3 F1

N ● ●

1 ● ● ●

2 ● ●

3 ● ●

4 ● ●

5 ● ●

6 ● ●

R ● ●

Torque converter
A hydrodynamic torque converter is used in the 6-speed automatic transmission. Its basic design with impeller, turbine wheel and stator
remains unchanged. However, the torque converter with three connections is a power-optimized development where the converter lockup
clutch is activated via an individual oil line. This provides the following advantages:

- The torque converter is optimally supplied and cooled even if the converter lockup clutch is closed

- Better activation of the converter lockup clutch is possible in all driving situations.

Line 1 is for oil supply.

Line 2 is for oil return.

Line 3 is for oil supply (pressure) of the converter lockup clutch.

The converter lockup clutch is for suppressing slip during torque transmission. It therefore contributes towards reduced consumption. On
the new torque converters with three connections, the converter lockup clutch is activated via an individual oil line. This means it is
independent and disconnected from the turbine chamber. As before, the converter lockup clutch has a control range, i.e. an operating range
in which a defined slip between transmission input and output end is permitted. Mainly the transmission during opening or closing. This slip
reduces rotational vibrations that are transferred from the engine to the transmission. Improved control results from the possibility of
considerably smaller mechanical slip in many operating ranges. An open converter lockup clutch was previously required for comfort
reasons. Previously opening and closing the converter lockup clutch was performed by the pressure regulation of the transmission. The
direction of oil flow in the converter was influenced. Depending on the direction of oil flow, different pressure stages developed on both
sides of the piston. This was how it was shifted to either open or close. The improvement of the new transmission is that independent
activation results in improved control. This enables more operating ranges to be operated with a controlled instead of an open converter
lockup clutch. Additionally, the flow of the converter can be optimized to suit the respective requirements at any time (e.g. cooling).

Parking lock
The 6-speed automatic transmission is equipped with a parking lock to secure the vehicle against rolling away. The parking brake blocks by
using a detent that engages in the gearing of the parking lock gear. The parking lock gear is located on the output shaft of the transmission.
The parking lock pawl is engaged by spring force. The parking lock is designed to ensure a secure position of the vehicle.

Emergency release
An emergency release is to be incorporated into the 6-speed automatic transmission.

An additional Bowden cable enables manual release of the parking lock in certain situations, such as during power failures and when in
emergency program.

System functions
The following system functions are described:

- Functional networking

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- Automatic engine start-stop function (MSA)

- Coasting at idle

Functional networking
The functional networking of the electronic gearbox control is shown below.

Item Explanation Item Explanation

1 Digital engine electronics 2 Electronic gearbox control (EGS)

3 Front power distribution box, 4 Body Domain Controller (BDC)

passenger's side

5 Selector lever 6 Gear indicator light

7 Accelerator pedal module 8 Brake light switch

9 Steering column switch cluster 10 Dashboard (KOMBI)

Automatic engine start-stop function (MSA)

When the vehicle is stopped, the engine will be switched off if the driver operates the brake with their foot. This function could be used for
example when stopping at traffic lights or in traffic. When automatic engine start is used, quick and comfortable build-up of the power
transmission is supported by the automatic transmission.

The automatic engine start-stop function (MSA) ensures that the engine is stopped only when this can be carried out without
disadvantaging driver comfort or vehicle safety. When the vehicle is stopped, the engine therefore continues to run under the following
preconditions:

- Engine not yet operating temperature

- Temperature of passenger compartment not in target range

- Battery charge insufficient

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- Steering wheel movements being made by driver

Coasting at idle
Coasting at idle is an element of BMW EfficientDynamics.

At idle, vehicles with automatic transmission can coast between 50 and 160 km/h in the program {GREEN} mode. The {GREEN} program
is selected using the driving dynamics control.

As soon as the driver takes their foot off the accelerator pedal and does not brake, the engine is disconnected from the drivetrain. The
vehicle uses its own kinetic energy for the drive. The vehicle coasts, with minimum consumption. The reduced delay thanks to the removal
of the engine drag torque can be clearly felt.

When the brake pedal or the accelerator pedal are operated, the power transmission is automatically generated once again.

Coasting offers the following advantages:

- Reduction in consumption of approx. 2% with a careful driving style.

- MINIMALISM function accessible for customers

- Function made more accessible thanks to displays in the instrument cluster and the central information display.

Coasting can be deactivated in the central information display.

Notes for Service department

Automatic transmission fluid
The automatic transmission is equipped with a extended life oil filling. During the total running time the automatic transmission does not
require an oil change.

The approved automatic transmission fluid must be used after repairs on the transmission or transmission oil cooler.

Note!

The oil must not be confused or mixed with other automatic transmission fluids. Using other oil types could result in failure of the
automatic transmission.

General notes
 

We can assume no liability for printing errors or inaccuracies in this document and reserve the right to introduce technical modifications at
any time.

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