Master rebuild kit for the ZF 5HP19 five-speed in 2000-2007 BMW 323i, 325i, 330i and 525i: frictions, steels, gaskets, seals and pan filter.
A BMW 3 Series or 525i with a five-speed automatic that flares on the 2-3 or 3-4 shift, slips in fourth and fifth once it is hot, or drops into limp mode with ratio codes has usually worn out the clutch packs inside its ZF 5HP19. This master rebuild kit (manufacturer part DEE-5HP19) is the complete soft-parts set for that overhaul: the full friction set, the steel plates, the overhaul gasket and seal kit, the valve body separator plate gaskets, the front pump seal and a new pan filter. It is built for the owner or shop that has already decided the unit is coming apart and does not want to stop halfway for a second order.
The 5HP19 is ZF's five-speed for longitudinal engines up to about 300 Nm, and in these BMWs it sits behind the M52TU and M54 inline-sixes. Its five ratios are selected by a series of lettered clutches and brakes, and each pack's clearance is set individually with selective snap rings. Every one of those packs is a friction-and-steel stack, which is why this kit includes the steels: a blued or warped steel will glaze a new friction within a few hundred miles. The kit also renews the piston and drum seals and the separator plate gaskets, so the pressure the valve body sends actually reaches each clutch.
Not every harsh 5HP19 needs clutches. Industry write-ups on this unit trace firm Drive engagement and bumpy coast-down shifts to a sticking pressure regulator solenoid (EDS 1) raising line pressure, and that is fixed at the valve body, not with a rebuild. Read codes, check the fluid level hot through the side fill plug, and see our solenoid testing without a factory scan tool guide; a 5HP19 solenoid kit is the fix when a regulator is at fault. Slipping with normal pressure, or friction debris in the pan, means the packs are worn and this kit is the right buy. Our rebuild vs replacement cost breakdown helps if the hard parts are also damaged.
The listing names the BMW 323Ci 2000, 323i 2000-2001 and 2006-2007, 325Ci 2001-2006, 325i 2001-2002, 330Ci 2001-2006, 330i 2001-2007 and 525i 2001-2003. Read that list against your car, not just your badge. Published ZF application lists put the 5HP19 in the E46 3 Series and the E39 5 Series; the 2006-up E90 323i and 330i moved to a six-speed, and some E46 cars were built with the GM 5L40-E five-speed instead of the ZF. The 5HP18 and 5HP24 used in nearby BMW models are not interchangeable either. Confirm the tag on the case reads 5HP19 before ordering, or send us your year and VIN and we will check it.
| Transmission | |
| Fitment | |
| Contents | |
| Manufacturer part number | |
| Shipping weight |
Only if the car actually has a 5HP19. The 2006-up E90 3 Series moved to a six-speed automatic. Check the tag on the transmission case or send us your VIN before ordering.
Maybe not. E46 2.5L cars were built with either the ZF 5HP19 or the GM 5L40-E. The two share no internal parts, so confirm the case tag first.
Per the listing: overhaul gasket and seal kit, friction kit, steel kit, pan filter and valve body separator plate gaskets. Bushings, the pump, solenoids and the torque converter are not included.
Sometimes. A sticking pressure regulator solenoid can cause firm engagements and harsh coast-down shifts with healthy clutches. Diagnose the valve body and solenoids first; rebuild when the packs slip or the pan is full of friction material.
After a clutch failure, yes in most cases. The 5HP19 converter has a captive lockup clutch that is hard to service, so most rebuilders install a new or factory reman converter rather than reuse a contaminated one.
Yes. Clear the transmission adaptations with a capable scan tool and drive through every shift gently so the control unit can relearn clutch fill times.
