6HP26 Solenoid Kit 2004-2008, remanufactured and ready to install. Fits the 6HP26. Ships fast from the USA.
Most 6HP26 transmissions from 2004 through 2008 sit behind a BMW V8 in a 545i, 550i, 645Ci, 650i, 745i or 750i, and by now nearly all of them have well over a hundred thousand heat cycles on the valve body. When one of those cars starts slamming into gear, flaring on the 2-3 upshift or dropping into limp mode with a drivetrain warning, the solenoids are the most common wear item to blame. This remanufactured seven-piece set for 2004-2008 units replaces them in one job and carries a 1-year warranty.
The 6HP26 is the first-generation, high-torque member of the ZF six-speed family. Shift control lives on the mechatronic: an electronic module bolted to the valve body under the pan. The module never touches a clutch directly. It commands current to a solenoid, the solenoid regulates an oil pressure, and that pressure strokes the valve that applies or releases each clutch. Six of the seven pieces in this set are pressure-regulating EDS solenoids with blue or tan caps; the seventh, with the black cap, is the on-off MV-type solenoid that first-generation units still used. Every one of them is fed from the same solenoid pressure regulator valve, so the module expects a predictable pressure for each command. As the pintles and internal seals wear, that relationship drifts, and the module keeps adapting until it runs out of room.
On BMW applications the first thing to check is the connector at the transmission case. BMW issued a bulletin on fluid wicking through a worn sealing sleeve into the connector, which damages pins and sets faults that read like solenoid failure. Pull the plug; if it is wet, fix the sleeve first. Then check the fluid level and condition. If the plug is dry and the fluid looks healthy, bench-test the old solenoids with both a resistance check and a vacuum test, since the common failure is internal leakage that an ohmmeter will not find. Our BMW 5 Series 6HP shift problems guide lays out the diagnosis order for these cars, and the ZF6HP shift solenoid guide covers the bench tests in detail.
This kit is listed for the 6HP26 from 2004 through 2008, a first-generation unit. Toward the end of that window ZF introduced the second-generation 6HP28, and some later V8 cars left the factory with the newer box. The two generations use different solenoid strategies, so a Gen 1 set will not work in a 6HP28 even if it seems to fit. Read the tag on the left side of the transmission: 6HP26 or 6HP26X means this kit; 6HP28 means you need a Gen 2 set like the 6HP21 / 6HP28 solenoid kit. Compare your old solenoids against the photo as well, keeping in mind that cap colors fade with age. Send your year and VIN and we will confirm before you order. More 6HP parts are in the ZF 6HP collection.
If shifts are still poor after solenoids and adaptations, a worn solenoid pressure regulator bore is the next suspect, and a 6HP26 shift kit for 2004-2008 addresses that wear.
| Fits | 6HP26 2004-2008 |
| Part type | Solenoid Kit |
| Condition | Remanufactured |
| Brand | OEM |
| Ships | From the USA |
| Warranty | 1-year |
Doing this repair right usually means replacing these at the same time. Same transmission, ships together.
Mainly V8 BMWs of that era, including the 545i, 550i, 645Ci, 650i, 745i and 750i, plus some Jaguar, Land Rover and Audi V8 models. Six-cylinder cars of the same years usually used the smaller 6HP19. The tag on the transmission is the final word.
No. The 6HP28 is a second-generation unit with a different solenoid layout. Check the tag; if it says 6HP28, order a Gen 2 solenoid kit instead.
Seven remanufactured solenoids: six pressure-regulating EDS solenoids with blue or tan caps and one black-capped on-off solenoid, matching the first-generation 6HP26 layout.
No programming, but you should clear faults and reset transmission adaptations with a scan tool that supports BMW, then let the module relearn through gentle driving.
This remanufactured kit carries a 1-year warranty.
