6HP26 Solenoid Kit, new and ready to install. Fits the 6HP26. Ships fast from the USA.
If your BMW 545i, 550i, 650i, 750i or X5 V8, a Jaguar S-Type, XJ or XK, a Range Rover or an Audi A8 with the ZF 6HP26 six-speed has started slamming into gear, flaring between shifts, or dropping into failsafe with the transmission warning lit, a tired solenoid set inside the mechatronic unit is one of the most common reasons. This is a new, ZF-boxed 6HP26 solenoid set: the full group of seven solenoids that bolt to the valve body, so every circuit gets a fresh coil and a fresh seat at the same time.
The 6HP26 has no separate transmission computer under the dash. The control unit is mounted on the valve body itself, and it runs the gearbox entirely through these solenoids. ZF's first-generation 6HP design (6HP19, 6HP26 and 6HP32) uses one on/off solenoid, MV1, plus six electronic pressure regulators (EDS). Three of those regulators are normally applied and three are normally vented, and one of them, EDS4, handles both the D and E clutches. Each EDS solenoid meters a precise pressure to its clutch during every shift, so a weak coil or a worn seat does not just change when the gear changes, it changes how hard the clutch is squeezed while it happens.
Scan the transmission module, not just the engine computer, and write down every stored fault. Then check the case connector at the side of the transmission: fluid wicking past the connector sealing sleeve is a known 6HP problem and it can corrode pins and throw solenoid faults that look like a failed part. If the sleeve is weeping, fix that first with our 6HP26 valve body sleeve and connector seal kit. Our ZF6HP shift solenoid symptoms guide walks through which faults point to MV1 versus the pressure regulators, and the EPC solenoid testing guide covers bench and resistance testing so you do not replace a set to cure a worn regulator valve bore.
This set is for the 6HP26, a Generation 1 unit. It is not correct for a 6HP21, 6HP28 or 6HP34: those Generation 2 units dropped the MV1 solenoid and split the D and E clutch control between two separate solenoids, so the layout does not match. The 6HP26 was used across BMW, Jaguar, Land Rover and Audi from the early 2000s, and the exact build varies by vehicle. Before ordering, read the ZF tag on the transmission case or send us your year, model and VIN, and we will confirm it is a Generation 1 6HP26. The rest of our ZF six-speed parts are on the ZF 6HP parts page.
The mechatronic unit comes out from underneath after the pan is off. On most of these vehicles the pan is plastic with the filter built in, so plan on a new 6HP26 pan and filter kit rather than reusing the old one. Unclip the case connector, unbolt the valve body evenly, and lay it on a clean bench. Swap one solenoid at a time so each new part goes into the bore and connector position its old one came from, lube the new O-rings with clean fluid, and keep debris out of the open bores. Refill only with ZF Lifeguard 6 or an approved equivalent, filling through the side fill hole at the specified fluid temperature until it runs out, as ZF lays out in its oil change service information. Clear the faults and reset the transmission adaptations with a capable scan tool, then drive it gently through every gear so the control unit can relearn clutch fill times. If you prefer the internal harness replaced at the same time, see the 6HP26 solenoid kit with harness.
| Fits | 6HP26 |
| Part type | Solenoid Kit |
| Condition | New |
| 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.
No. Those are Generation 2 units. They have no MV1 solenoid and they use two separate solenoids for the D and E clutches, so a Generation 1 6HP26 set does not match their valve body. Check the ZF tag on the case or send us your VIN.
On a high-mileage 6HP26 the full set is the better repair. The solenoids share the same fluid, heat and mileage, and replacing one often moves the complaint to the next weakest circuit a few months later.
ZF Lifeguard 6 or a fluid approved to that specification. Fill through the side fill hole with the transmission at the specified temperature until fluid runs out, then refit the plug.
Yes. The control unit has learned around the worn parts. Clear the faults, reset adaptations with a scan tool that supports the transmission module, and drive through every gear at light throttle so it relearns.
No. Fluid at the connector comes from a leaking sealing sleeve, which is a separate part. Replace the sleeve and clean the pins at the same time, or the new solenoids can still see electrical faults.
