5HP19 Master Rebuild Kit, new and ready to install. Fits the 5HP19. Ships fast from the USA.
If your BMW 325i, 330i or 530i, your Audi A4 or A6, your VW Passat, or your Porsche Boxster or 996 Tiptronic now slips into reverse, flares on the 2-3 shift once it is hot, or leaves black fluid on the dipstick rag, the ZF 5HP19 behind the engine is due for a full overhaul. This master rebuild kit renews the frictions, steels, seals and gaskets for that job in one box, so the unit comes back together without a mid-rebuild parts order.
ZF introduced the 5HP19 in 1996 as a five-speed with a Ravigneaux planetary set, rated for about 300 Nm of input torque. The case holds roughly 9.2 liters of fluid and the whole unit weighs close to 79 kg, so this is not a small transmission to pull. Every gear is a combination of clutch and brake packs applied by hydraulic pressure from the valve body. When the friction material wears thin and the lip seals harden, those packs stop holding under load and the computer can only add pressure for so long. A master kit replaces the parts that wear, the frictions and steels, and the parts that leak, the piston seals, sealing rings, o-rings and gaskets, so each pack holds again and line pressure stays where the valve body puts it.
Not every 5HP19 complaint needs a teardown. ATSG has documented that hardened o-rings on the D and F accumulator piston caps cause hot reverse slip and a hot 2-3 flare, and that a sticking EDS 1 pressure regulator solenoid on 2003 and newer units causes the firm Drive engagement and harsh coast downshift. Both are valve body repairs. Pull the pan first: clean fluid with no clutch debris points to the valve body, not the packs. Our guide on telling a shift flare from a true slip walks through the road test, and a gauge on the pressure tap, covered in checking transmission line pressure, tells you whether the pump and regulator are doing their part before you commit to a full rebuild.
The 5HP19 was built in five versions, and that is the first thing to sort out before ordering:
The core clutch layout is shared, but cases, bell housings, valve bodies, sensors and wiring are not, and early E36 and E39 cars used the older 5HP18, which this kit does not cover. Read the ZF tag on the side of the case and match the type and part number, or send us the year and VIN and we will check it. The rebuild kits collection lists the other 5HP19 kits if yours needs a different set.
With the unit on the bench, stack the drums in order and measure each pack clearance as it comes apart so you can set it back with the correct selective plate. Soak every new friction in clean fluid for at least 30 minutes, replace each piston seal and sealing ring in the kit, and air check each pack before the next drum goes in. While the valve body is off, renew the D and F accumulator cap o-rings and check that the modulating pressure valve moves freely. Inspect the pump gears and bushing, and replace the 5HP19 pump if the gears are scored. While the gear train is apart, check the planetary pinions for end play and blueing, and replace the 5HP19 planetary if they are worn. Refill with the ATF the vehicle maker specifies for your car, then run the adaptive relearn so shift timing starts from a clean slate.
| Fits | 5HP19 |
| Part type | Master Rebuild Kit |
| Condition | New |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
The 5HP19 family shares its clutch layout, but the FL, FLA and Porsche HL versions differ in case, valve body and sensors. Check the ZF type tag on your case and send us the year and VIN before ordering so we can confirm the kit matches your version.
It does if the clutches are worn. If the fluid is clean, check the D and F accumulator cap o-rings in the valve body first, because ATSG traced hot reverse slip and a hot 2-3 flare to those o-rings on many 5HP19 units.
Inspect and usually replace the pump bushing, the filter and pan gasket, and any drum with worn splines. Many builders also replace the solenoids while the valve body is out, especially on high mileage units.
Not usually. Most E36 and early E39 automatics used the older ZF 5HP18, which has different parts. The BMW 5HP19 applications start around 1998 on the E39 and 2000 on the E46.
Yes. Clear the transmission adaptations with a capable scan tool and drive the car through all gears gently so the computer learns the new clutch fill times.
