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Renew your worn or burn"t out SMG pump with our remanufactured units! Our remanufactured pumps are disassembled, thoroughly cleaned and reassembled with all new components.

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Pentosin CHF 11S is a synthetic high performance hydraulic fluid for life-time application in modern vehicle aggregates. Pentosin CHF 11S is especially designed for hydraulics in the automotive industry with the highest technical requirements such as in: power steering, level control, shock absorber, hydro-pneumatic suspension, stability and traction control, hydraulics for convertible tops, central lock systems, etc.

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This part is listed by BMW as BMW part number 21532229715 (21-53-2-229-715) and is described as a rebuilt SMG Hydraulic Pump with Pressure Accumulator for E46 M3.

The SMG pump on the SMG (sequential manual gearbox) equipped E46 M3 is a very well known failure point. It"s really not a question of IF your SMG pump will suffer a failure, but when. Typically, the SMG pump lasts somewhere in the neighborhood of 100k miles, but they have been known to fail with much less miles.

This is a rebuilt SMG pump with a new electric motor. The assembly has been rebuilt MLR Engineering - experts in SMG and hydraulic pumps with over 30 years of experience and their own tried and proven solutions to SMG problems.

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SMG transmissions are electronically controlled and the clutch pedal is replaced by a series of pumps, accumulators, and hydraulic lines. The main component which makes everything happen is the SMG pump which is a notorious failure item on higher mileage vehicles.

This electric motor drives the clutch hydraulic pump on the SMG transmission. This motor is a common failure item that can cause running issues if not addressed.

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Just picked up a 2013 E92 w/DCT, the car has about 1500 left on the warranty so I took it to my local dealer for a few items. I had another dealer do a PPI so nothing major, just a broken cupholder and jammed rear sunshade. I also noticed a humming noise that would occasionally come from the area above the left rear tire after turning the car off in warmer temperatures. Told the dealer and they advised: "no fault found test drive vehicle and verify some normal noise from SMG hydraulic pump under vehicle at times, this is normal operation of vehicle and no fault found at this time."

Correct me if I"m wrong, but isn"t SMG the E46 auto/manual? Or is there a different part on the E92 called SMG? I searched the forum and couldn"t find anything, some others reported the humming noise but couldn"t find an answer as to if it"s normal or is a problem. Just want to make sure all is good before the warranty runs out, aside from this car is perfect, passed PPI with flying colors.

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The car came with two transmission options — a 6-speed manual, and anSMG II gearbox. The latter turned out to be the cause of a serious issue that pulled many cars off the road. More specifically, the M3 E46 SMG pump issue is what caused all the ruckus, and today we’ll try to give you a brief rundown on what this issue means and how serious it is, or was.

Contrary to popular belief, the SMG II gearbox that BMW has installed in the E46 M3 isn’t an automatic gearbox, nor was it the first gearbox of its kind to be used ona BMW M3 car. Oh no, it was a fully manual setup with a clutch and everything, but no clutch pedal. Getrag and Sachs wanted to make something that is close to Getrag’s 6-speed manual in terms of build butwith a hint of Williams BMW F1 transmission mechanics.

Where most die-hard enthusiasts hit a divergence point with BMW as far as SMG transmission went, was the addition of the automatic mode. Despite this being a sequential box, this mode alone was enough for many to shun the SMG as inferior to the now legendary Getrag 6-speed manual.

Today, things are changing in favor of the SMG. However, some argue that such a change of heart was brought on by a severe lack of manual M3 E46s out there. That being said, there’s a reason why this is the case.

As it turns out, the manual gearbox elitists were correct to avoid the SMG II early on, but not because of their anti-anything-non-manual argument. No, they were right to avoid the sequential gearbox because it turned out to have a pretty serious Achilles’ heel.

If you own an M3 E46 with an SMG II gearbox, you’ve probably seen the dreaded cog wheel iconat least once during your time owning the car. On the odd chance that you’re among the lucky few who never had issues with their sequential transmissions, you either know someone who has had their car drop out of gear following the cog icon, or you’ve at least read one doom and gloom thread on your BMW enthusiasts forum of choice.

The sequential M gearbox is anything but simple. In essence, it’s ahydraulic-driven manual transmissionthat is packed full of extras and goodies such as an early version of a hill-assist, different shift programs, and more. To make all that happen, BMW had to use a fairly complex network of hydraulics, which were driven by the SMG hydraulic pump.

That pump is where most issues with this transmission start and end, at least the serious ones. Decades have passed since we first heard the horror stories of SMG II-equipped cars dropping out of gear while their owners were doing 70 MPH on the freeway, leaving them dead in the water with no real ability to limp the car to the nearest off-ramp.

Yet, despite so much time passing by, there are still conflicting reports of why these pumps, or more specifically the electric motors inside them, fail the way they do. The general consensus is that Bavarian engineers simply chose a bad spot to mount the pump, i.e. way too close to the engine block.

The heat from the engine would cut the lifetime of the electric motor short, causing it to grow weaker over time until it reaches a point where it can no longer deliver the necessary pressure to run the pump. Once the drop in pressure occurs, it usually renders the car unable to stay in gear. Most SMG pump issues of this nature manifest themselves well before the car has 100,000 miles on the odometer.

Another potential culprit that many feel affects the SMG II is the overly optimistic transmission fluid flush cycle. Many owners swear by doing a transmission fluid flush every 20,000 miles, using quality MTF-LT-2 fluids, thus keeping the fluid in a pretty good condition at all times.

So many SMG pumps were replaced within the first 10 years of the M3 E46 production that many owners contemplated a class action lawsuit against the German manufacturer.

The answer is that it depends. Back in the day, it was pretty much an unwritten rule to have a few grand stashed away somewhere just in case the hydraulic SMG pump decides to head for Valhalla.

BMW was pretty adamant about replacing the entire unit instead of just the electric motor inside the pump. Since there weren’t really any other options available, people did what they had to do, begrudgingly.

Now that we as a community have some hands-on experience with these pumps, their motors, and the SMG II as a whole, people have recognized that once you replace the motor, you should also replace the relay which tells the motor when to come online and when to turn off.

Faulty relays are right behind the SMG pump issue in terms of things that will leave you stranded on the side of the road. So much so that people often replace these relays as means of preemptive maintenance.

This is where things turn a little sour for most people. While the electric motor failure accounts for the majority of SMG pump issues, there are still the other 15-20% of cases where the motor could be fine. Well, you’re probably thinking, we can simply diagnose those other things and replace them as need be, right?

Unfortunately, that’s not the case. A failed pump results in a drop in oil pressure within the system, which triggers the SMG-specific codes. The trouble is that a failed solenoid or a relay will do the same. Many people have found themselves replacing the electric motor only to find out that it’s the solenoid that has triggered the code in the first place.

Like with most things in life, the answer to this question isn’t so simple. On one hand, the issues related to the SMG II gearboxes have made them somewhat notorious in the community. On the other hand, a byproduct of such a bad rap is a decent availability of fairly healthy cars that haven’t been ragged on all that much. You could find yourself an M3 with a decent amount of miles and a relatively fresh engine.

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BBA-Reman can repair your BMW SMG Pump. This is far more than just a motor replacement and involves the re manufacture and testing of the entire unit. For M5 and M6 SMG units we are able to offer a repair service, whereas for the more common M3 SMG units we also offer an exchange service for those wanting to get their E46 SMG’s back on the road with little to no delay. We also offer a repair service for the rare BMW SSG pumps.

The BMW M3 SMG pump is a self-contained unit with a motor, pump, solenoids and pressure accumulator. The M5 and M6 Getrag units are a similar setup, albeit in two units, linked hydraulically.

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2001-2006 E46 BMW M3 SMG Gear Shift Hydraulic pump / accumulator. Removed from a 2005 E46 M3 with the SMG transmission and 121k miles. This assembly includes the hydraulic pump and reservoir that operates the clutch and gear shifting mechanisms on the SMG transmission. Will ONLY fit SMG equipped vehicles. In good working condition, fully tested prior to removal from the vehicles. In good physical condition with no major corrosion or surface rusting. Assembly had no major signs of leaking during operation. Includes everything as shown in the photos. You may need to reuse some of your existing hardware and lines for installation.