5HP19 Solenoid Kit 1997-05, remanufactured and ready to install. Fits the 5HP19. Ships fast from the USA.
If your BMW 325i, 330i, 525i or Z4, your Audi A4 or A6 quattro, a Passat with the five-speed Tiptronic, or a Boxster has started banging into gear, flaring between shifts or dropping into a fixed-gear limp mode, the electrical side of the ZF 5HP19 is one of the first places to look. This remanufactured kit replaces the full bank of solenoids on a 1997-2005 5HP19 valve body in one job, so you are not swapping one solenoid at a time and waiting for the next one to quit.
The 5HP19 is a longitudinal five-speed built around a Ravigneaux gearset, and its valve body is run by two kinds of solenoid. Three on/off shift solenoids (the green-connector units in the photo) move the shift valves that pick each gear. The remaining four are proportional pressure regulators: instead of simply opening and closing, the transmission computer varies the current through them to set main line pressure, shift pressure for each clutch and brake, and torque converter lockup apply. That is why a tired regulator rarely leaves you with no gear at all. More often it shows up as a firm or late shift that gets worse as the fluid warms, because the computer is commanding a pressure the worn part can no longer hold.
Not every bang on a 5HP19 is electrical. These units are known for wear in the valve body bores, including the converter clutch apply valve, which causes surge and overheating that a new solenoid cannot cure. If your problem is shudder at light throttle, read our converter clutch shudder diagnosis guide first.
Pull the codes with a scan tool that can read the transmission module, not just the engine. A fault naming a specific solenoid circuit tells you to check the internal harness and the 16-pin pass-through connector on the case, which often weeps fluid into the plug. Then measure each solenoid at the connector; our walkthrough on testing a transmission solenoid with a multimeter covers the method. A solenoid that reads within range but still misbehaves can be checked on the bench, as shown in bench testing transmission solenoids. If the wiring is cracked or burnt, replace the 5HP19 internal wiring harness at the same time.
This listing is for the 5HP19 in 1997-2005 applications. During those years the 5HP19 went into BMW E46 and E39 models and the Z4, the 5HP19FL and FLA versions went into Audi A4, A6 and allroad and the VW Passat, and the 5HP19HL family went into the Porsche 911 (996) and Boxster. The BMW, Audi and Porsche versions use different valve bodies and harnesses, so match the shape and connector color of each new solenoid to the one it replaces before you drop the pan, or send us your year and VIN and we will check it. If your car is a later Boxster or Cayman, or you have a different revision, browse the 2000-2004 5HP19 solenoid kit and the rest of our transmission hard parts.
Drain the fluid, remove the pan (on most applications the filter and pan come as one unit), unplug the harness and lift the valve body off the case. Swap the solenoids one at a time so each regulator goes back into the same bore, and lube every new O-ring with fresh fluid before seating it. Torque the valve body bolts in sequence and evenly; over-tightening distorts the casting and causes the same shift faults you are trying to fix. Fit a new 5HP19 filter and pan gasket kit, then refill through the side fill plug with the ATF specified for your vehicle, checking level at the specified temperature with the engine running. Clear the codes and reset the shift adaptations so the computer learns the new parts; our adaptive relearn guide explains why that step matters.
| Fits | 5HP19 1997-05 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Both used a 5HP19 variant in these years, but BMW and Audi valve bodies differ. Compare each new solenoid's shape and connector color to your old ones, or send your year and VIN before ordering.
Seven, as pictured: three on/off shift solenoids and four pressure regulators. Replacing the whole set means every pressure circuit starts from the same baseline.
They fix it when a worn regulator is the cause. If the valve body bores are worn, especially the converter clutch apply valve, the harsh shift or surge can return, so test before you buy.
Use the ATF your vehicle's maker specifies for the 5HP19, and set the level hot with the engine running through the side fill plug. Do not top up with a generic universal fluid.
Yes. Clear the stored faults and reset the transmission adaptations so the computer relearns shift pressures for the new parts. Without the reset the first few hundred miles can feel harsh.
