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1st Printing January 2009

Introduction
The TF60-SN is a front wheel drive 6 speed fully automatic electronically controlled transmission that is used in the BMW Mini Cooper, Volkswagen and Audi vehicles. This transmission is referred to as the TF60-SN, 09G, 09M and in some overseas vehicles an 09K. As a result there are a variety of different case and part configurations. Some of these units have the heat exchanger attached to the transmission while others use a remote heat exchanger. This alters the case and valve body and if incorrect parts are used, severe planetary failure will occur. This manual covers these differences so that this mistake will not happen to you. This manual also reveals how easy it is to cross connect solenoids causing multiple shift complaints. But it also shows you how to get it right the first time saving you time and money and a headache you really do not need to have. You will also find detailed information on the valve body, sprag rotation, clutch pack stack ups, diagnostic OBD II and VAG codes, solenoid amp charts and a couple of informative Transmission Digest articles. Data Block information is also provided for those of you who use factory scan tools or the VAG-COM by Ross-Tech. These Data Blocks provide data stream information and these tools also allow for resetting shift adapts.
No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise, without written permission of Automatic Transmission Service Group. This includes all text illustrations, tables and charts. The information and part numbers contained in this booklet have been carefully compiled from industry sources known for their reliability, but ATSG does not guarantee its accuracy. Copyright ATSG 2009 PETER LUBAN
TECHNICAL SUPERVISOR

WAYNE COLONNA
PRESIDENT

JIM DIAL
SENIOR CONSULTANT

GERALD CAMPBELL
TECHNICAL CONSULTANT

DALE ENGLAND
TECHNICAL CONSULTANT

GABE DE LOS REYES


TECHNICAL CONSULTANT

ED KRUSE
TECHNICAL CONSULTANT

ROLAND ALVAREZ
TECHNICAL CONSULTANT

GREGORY LIPNICK
TECHNICAL CONSULTANT

GREG CATANZARO
TECHNICAL CONSULTANT

DAVID CHALKER
TECHNICAL CONSULTANT

JON GLATSTEIN
TECHNICAL CONSULTANT

RICHARD GRAHAM
TECHNICAL CONSULTANT

AUTOMATIC TRANSMISSION SERVICE GROUP 18635 SW 107TH AVENUE CUTLER BAY, FLORIDA 33157 (305) 670-4161

TF60- S N 09G/09M 09K - Overs eas


INDEX
Introduction....................................................................................................... 3 Application Chart............................................................................................... 7 Pressure Testing................................................................................................. 8 Internal Wiring Harness..................................................................................... 12 Wiring Diagram................................................................................................. 16 Valve Body......................................................................................................... 18 Solenoid Information......................................................................................... 23 Case Passage Identification................................................................................ 28 Clutch Assemblies............................................................................................. 32 Sprag Rotation................................................................................................... 37 Fluid Specification............................................................................................. 38 ATSG Bulletins.................................................................................................. 41 Data Block Information..................................................................................... 53 Solenoid Amp Chart........................................................................................... 56 Clutch Adapt Re-Set........................................................................................... 58 Codes................................................................................................................. 62 Transmission Digest Articles............................................................................. 65

AUTOMATIC TRANSMISSION SERVICE GROUP 18635 S.W. 107 AVENUE CUTLER BAY, FLORIDA 33157 (305) 670-4161
WWW.ATSG.BIZ Copyright ATSG 2009 WWW.ATSG.COM

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

The Japanese automatic transmission manufacturer AISIN Co., LTD is the developer of the FWD TF60-SN Transmission, a 6 speed fully automatic and computer controlled transmission. Vehicle applications known at the time of printing is as follows: AUDI AUDI AUDI BMW BMW SEAT SEAT SEAT VW VW VW VW VW VW VW A2 A4 TT Mini Clubman Mini Cooper Altea Leon Toledo Beetle Eos Jetta Passat Tiguan Touran (Non US) Passat 2006-On 2006-On 2003-04 2008-On 2002-On 2004-On 2005-On 2004-On 2005-On 2007-On 2005-On 2006-On 2008-On 2003-On 2006-On 2.0L 2.0L 1.8L 1.6L 1.6L "1.4, 1.6, 2.0L" "1.6, 1.9, 2.0L" "1.8, 1.9, 2.0, 2.5L" "2.0, 3.2L" "1.9, 2.0, 2.5L" 2.0L "1.4, 2.0L" "1.6, 1.9, 2.0L" 3.6L 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09G (TF-60SN) 09M (TF-60SN)

When Volkswagen engineers developed the transmission in conjunction with Aisin and adapted it to Volkswagen vehicles they gave it the 09G/09M designation. This transmission is very similar to the AF40-6 transmission but with two very significant differences. One is the B1 brake band has been eliminated and replaced with a B1 Clutch Pack. The other is the rear cover that gave access to the C/K2 clutch has been eliminated. As a result of this transmission being used in a variety of applications, the number of friction plates in a clutch pack will vary depending upon torque load. It uses the Lepelletier planetary system and is gear ratio sensitive requiring correct transmission interchange. The advantage of this Lepelletier arrangement is its simple, space-saving and lightweight design. lt combines a simple planetary gearset with a subsequent Ravigneaux arrangement. This makes six speeds possible with only five shifting elements. The computer controls both shift timing and shift feel with the use of solenoids. The computer monitors gear ratio through the Input and Output shaft Hall Effect Speed Sensors. It also can determine the rate of change and adapt the shifts as friction elements wear.

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Selector Lever
The appearance of the selector lever may vary for different vehicles however, the operation and the function remains the same with the use of the TF60-SN. The steering wheel paddles are available as options and it too can vary in appearance with different vehicles.

Selector Lever Positions and Operation


P - Park Before the selector lever can be moved out of this position, the ignition must be switched on and the foot brake must be pressed. Additionally, the locking button on the selector lever must be pressed. R - Reverse To shift into this gear, the locking button must be pressed. N - Neutral The transmission is in idle in this position. If the selector lever is in this position for a long time and the vehicle is driven at less than 3 mph (5 km/h), the foot brake must be pressed again to leave this position. D - Drive In this position, the forward gears are shifted automatically. S - Sport The locking button must be pressed to shift into the selection range S. The control module selects gears automatically according to a sporty characteristic curve. + and The Tiptronic functions are performed in the right selector gate and at the steering wheel paddles.
Downshift Button (E439)

Lock Button

Thumb Paddles
Upshift Button (E438)

ATSG

Copyright 2009 ATSG

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Tiptronic Upshift (E438) and Downshift (E439) Buttons on Steering Wheel


These operational buttons are found in the steering wheel on the left and right side. Upshifting and downshifting occurs by operating these buttons. The shift signals are an input to the Transmission Control Module (TCM - J217) which in turn controls the shifting of the transmission. Signal Utilization If the Tiptronic buttons in the steering wheel are operated in automatic mode, the transmission control enters Tiptronic mode. If the buttons are not operated, the transmission control returns to automatic mode after a predetermined amount of time. Effect of Signal Failure In case of a signal failure, no Tiptronic functions are possible using the steering wheel buttons. Tiptronic Shifting Strategy - Automatic upshifting when maximum RPM is reached. - Automatic downshifting when the RPMs fall below the minimum RPM. - Kick down downshifting - Acceleration from standstill in second gear by selecting 2nd before accelerating. - Upshift prevention or downshift prevention. Dynamic Shifting Program (DSP) This automatic transmission has the latest generation Dynamic Shifting Program DSP.

The driving conditions, as well as driving resistance such as climbing hills, or road profile as in curves and the driver type meaning the manner in which the driver is driving the car are all evaluated by the TCM and adapts accordingly. The basic parameters for the calculation of gear selection have not fundamentally changed compared to previous automatic transmissions. Due to constantly increasing integration of the transmission control with other vehicle systems such as the engine, ESP, or the steering angle, a large amount of information is available to better define the current driving conditions and the driving manner. Sport Mode S A performance oriented shifting program is available to the driver in selector lever position S. If the TCM recognizes the selector lever in the S position, the shifting characteristic curves are reallocated to higher engine speeds. This increases the driving dynamic. The DSP also adapts to driver input (driver type evaluation) and driving situations in the S position. The S mode contains the following characteristics: - If the selector is placed in S while driving with an unchanging accelerator pedal position, a downshift occurs within defined limitations. - To achieve a more direct reaction to the movements of the accelerator pedal, the torque converter lock-up clutch applies as soon as possible.

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Emergency Mode
In mechanical emergency running mode, 3rd gear is always engaged. If the transmission is already in 4th, 5th or 6th gear, the current gear is maintained until the selector lever is placed into the neutral position or immediately after an ignition cycle.
60

40 50
90 50 130 0

70

60
50

40
PRNDS
1/2 1/1 30

20
10

When starting off, 3rd gear is always engaged whether the selector lever is in the D or S position. Reverse gear is available (R-gear locking is not active). System pressure is controlled to the maximum value; the shifting elements are pressurized to maximum shifting pressure. This results in a hard shift when engaging the driving mode. The torque converter lock-up clutch remains off. Towing When towing, the ATF pump is not operated, and therefore rotating components are not lubricated. To avoid severe damage to the transmission, the following conditions must be met: - The selector lever must be in the N Neutral position. - Towing speed must not exceed 31 mph (50 km/h). - Vehicle must not be towed further than 31 miles (50 km).

Operating Ranges of the Torque Converter Lock-Up Clutch


Depending on driving mode, engine load and vehicle speed, the torque converter lock-up clutch is first regulated with a minimal slip and subsequently completely applied. During regulated operation, fuel consumption is reduced compared to a released torque converter lock-up clutch and drive comfort is improved compared to a fully applied clutch. Using Tiptronic in S mode, the torque converter lock-up clutch is applied as soon as possible. The direct power connection between engine and transmission improves sporty driving feel. In a climbing mode, the torque converter lock-up clutch applies in 2nd gear. When ATF temperature is above 130 C, the regulated apply feature is prohibited and an immediate apply occurs. This helps the ATF maintain a lower thermal load and cools it down.

Engine Load

For Jetta and Passat, if the battery is disconnected or discharged, the selector lever emergency release must be operated to shift the selector lever out of P into N.

TCC - OFF

Regulated TCC Apply Vehicle Speed

Fully Applied TCC

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Application Chart K3 K1 B1 F1 B2 K2

CLUTCH APPLICATION CHART


Gear
1st Gear 2nd Gear 3rd Gear 4th Gear 5th Gear 6th Gear Rev Gear

K1 X X X X

K2

Component K3 B1 X X

B2 X*

F1 X

X X X

X X X X

* The B2 clutch is applied in Tiptronic Mode 1st gear only for engine braking.

Copyright 2009 ATSG

Figure 1

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Pressure Taps

K1

K2

Lube

B2

TCC Release

Copyright 2009 ATSG

Figure 2

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Pressure Taps

2400. 7540
2024330a

K3

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Figure 3

Automatic Transmission Service Group

10 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Pressure Taps

B1

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Figure 4

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

11

Pressure Taps

Lube

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Figure 5

Automatic Transmission Service Group

12 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION Wiring Harness from 8 terminal Case Connector (ISS, OSS & TFT)

Internal Harness

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

9173 T5

OSS Blue Clip Connector (G195) ISS White Clip Connector (G182) Transmission Fluid Temp. Sensor (G93) Wiring Harness from 14 terminal Case Connector (All Solenoids)

ISS G182 The Transmission Input Speed Sensor is a Hall Effect that produces a signal from the lugs of the K2 Clutch Drum. The TCM uses this information to control adaptation and gear monitoring. Should this sensor fail, the Engine RPM sensor is use as a back up. Lock-up clutch apply strategy may be affected. OSS G195 The Transmission Output Speed Sensor is a Hall Effect that produces a signal from the lugs on the Parking Gear. The TCM uses this information for the Dynamic Shifting Program (driving condition evaluation), vehicle speed, shift points and gear monitoring. Should this sensor fail, the speed signal from the ABS Control Module is used as a back up. TFT G93 Transmission fluid temperature is used to influence main line pressure and converter clutch strategies. A replacement value is taken from the ECT should this sensor fail. TCC and adaptations usually cease which typically leads to harder shifting. Copyright 2009 ATSG Figure 6

GAU6A06894

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

13

Solenoid Identification N91 (#4 Sol.) N93 (#6 Sol.) N92 (#5 Sol.) N282 (#9 Sol.) N283 (#10 Sol.) N90 (#3 Sol.)

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

9173 T5

Hydraulic Pressure Sender # 2 (G194)

Hydraulic Pressure Sender # 1 (G193) N89 (#2 Sol.) N88 (#1 Sol.)

Hydraulic Pressure Senders G193 and G194 The G193 and G194 are Normally Open transducers which closes when the K1or the B2 clutch circuit is charged. The G193specifically monitors the K1 clutch while the G194 monitors the B2 clutch. The use of these switches were eliminated in June of 2004. N88 and N89 Solenoid 1 (N88) and 2 (N89) are Normally Closed On/Off Solenoids and are used to control shifting of gears 4 through 6 and are sporadically and alternately activated during gear shifting. They are also used to control the B2 Brake apply in 1st gear Tiptronic mode for engine breaking. N90, N91, N92, N93, N282 and N283 Solenoid N92 controls the K1 clutch, Solenoid N91 controls the lock-up clutch apply in the torque converter, Solenoid N90 controls K3 clutch apply, Solenoid N93 regulates main line pressure, N282 controls K2 clutch apply and N283 controls the B1brake clutch apply. *See additional notes on page 57 Figure 7
Copyright 2009 ATSG

GAU6A06894

Automatic Transmission Service Group

14 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Solenoid Case Connector

13 11 9 7 5 3 1

14 12 10 8 6 4 2

View looking into the 14 terminal transmission case connector

Solenoid Number
Solenoid # 1 Solenoid # 2 Solenoid # 3 Solenoid # 4 Solenoid # 5 Solenoid # 6 Solenoid # 9

Positive Meter Lead Terminal # (Wire Color)


1 2 7 11 3 13 5 9 (White) (Black) (Lt. Blue) (Lt. Green) (Yellow) (Green) (Red) (White)

Negative Meter Lead Terminal # (Wire Color)


Case Ground Case Ground 8 12 4 14 6 10 (Lt. Green) (Brown) (Purple) (Grey) (Blue) (Black)

Resistance (Ohms)
10.0 - 16.0 10.0 - 16.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0

(Name)
(N88) (N89) (N90) (N91) (N92) (N93) (N282)

Solenoid # 10 (N283)

The internal wire colors are provided in the chart above.

Copyright 2009 ATSG

Figure 8

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

15

TFT and RPM Sensor Case Connector

7 5 3 1

8 6 4 2

View looking into the 8 terminal transmission case connector Sensor ID (Name)

Positive Meter Lead Terminal # (Wire Color)

Negative Meter Lead Terminal # (Wire Color)

Resistance (Ohms)
37.0 - 51.0 K W @ -30 C 5.0 - 8.0 K W @ 10 C

TFT (G93)

(Orange)

(Orange)

3.0 - 5.0 K W @ 25 C 230 - 265 W @ 110 C 100 - 120 W @ 145 C

ISS

(G182)

3 5 7 8

(White) (Tan) (N/A)** (N/A)**

4 6

(Red) (Blue)

5.0 M W* 5.0 M W*

OSS (G195) PS1 PS2 (G193) (G194)

Case Ground Case Ground

Open Open

The internal wire colors are provided in the chart above. *The ISS and OSS are Hall Affect Sensors and should be checked using a scope under operating conditions. The resistance values provided in the chart above came from new sensors. Resistance checks of these type of sensors at best would inform you of either open or grounded circuits within the sensor itself. ** Pressure Switches 1 and 2 are not from June 2004 and up. These are normally open switches and close when their respective circuits are charged. Copyright 2009 ATSG Figure 9

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16 Te c h n i c a l S e r v i c e I n f o r m a t i o n
8 Terminal Trans. Case Conn.

TCM J217
38 SP+ 50 SP51 NIN+ 39 NIN45 TFT + S1 41

Typical VW Wiring
14 Terminal Trans. Case Conn. N88

5 6 3 4 1

OSS

ISS

N89

TFT Sensor

S2 8 TFT -

15

2
Some Models

N90

7 8
Gear Lever Position Sensor

24 Press. Sw. 1 25 Press. Sw. 2

S3+ S3 -

30 18

7 8
N91

S4 + 47 36 21 22 10 48 S6 + S6 S4 -

5 43

11 12
N92

1 9 8 5 7
Tiptronic Switch

S5 + S5 -

3 4

3 4
N93

31 17

13 14
N282

Data BUS On Board Diag. Interface

46 CAN-H
CAN Communication

34 CAN-L
Power Supply Relay

S9 + S9 -

16 32

5 6
N283

Fuse

27 IGN 28 IGN 3 B+

S10 + S10 -

4 44

9 10

Fuse

2 1 GND
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Battery

Figure 10

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

17

TCM J215 Connector

View looking into the TCM (J217)

1 27

2 28

9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26 29 30 31 32 33 34 35 36 37 38 39 40 41 42 43 44 45 46 47 48 49 50 51 52

View looking into the 52 pin J217 connector Solenoid Number


Solenoid # 1 Solenoid # 2 Solenoid # 3 Solenoid # 4 Solenoid # 5 Solenoid # 6 Solenoid # 9

Positive Meter Lead Terminal # (Wire Color)


41 15 30 5 42 31 16 4 45 51 38 24 25 (Black/Violet) (Black/Grey) (Yellow/Violet) (Green/Violet) (White/Violet) (Grey) (Brown/Violet) (Blue/Green) (Violet) (White) (White) (Violet/Grey) (Green/Grey)

Negative Meter Lead Terminal # (Wire Color)


1or2 1or2 18 43 6 17 32 44 8 39 50 1or2 1or2 (Brown) (Brown) (Yellow/Green) (Yellow/Blue) (Violet/Green) (Green/Grey) (Blue) (Violet/Yellow) (Violet/White) (Brown) (Green) (Brown) (Brown)

Resistance (Ohms)
10.0 - 16.0 10.0 - 16.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 See chart P.12 5.0M 5.0M Open Open

(Name)
(N88) (N89) (N90) (N91) (N92) (N93) (N282)

Solenoid # 10 (N283) TFT (G93) ISS (G182)

OSS (G195) PS1 PS2 (G193) (G194)

External harness wire colors are provided in the chart above and may vary depending on year, make Copyright 2009 ATSG and model of vehicle. Figure 11

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18 Te c h n i c a l S e r v i c e I n f o r m a t i o n
Lower Valve Body
Solenoid Regulator Valve for Solenoids: N88, N89, N90, N282 and N283 Secondary PR Valve

N89
Primary PR Valve

N88
K2 Clutch and Accumulator Check Valve Spring .628 height. .251 coil d. .036 wire d. 8 coils ID color - orange B2 Reverse Directional Control Valve Spring .380 height. .163 coil d. .018 wire d. 10 coils ID color - red
K3 Regulator Valve

Spring .560 height. .249 coil d. .043 wire d. 8 coils ID color - blue Cooler Bypass Valve

K1 Regulator Valve

K2 Regulator Valve

38 2D

50

50

10

50

50

C2

C2

B2

C4

C4

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Figure 12

Automatic Transmission Service Group

Manual Valve
CCP6A09212

Cooler Lube Limit Valve

B1 Regulator Valve
CCP6A09214 ABY6A09412

Spring .595 height. .249 coil d. .025 wire d. 12 coils ID color - white

DCB6A0906

FBX6A08574

GAU6A06984

N282

N283

N91

N93

N92

N90

Te c h n i c a l S e r v i c e I n f o r m a t i o n
Middle Valve Body (Lower Side)
4-5-6 & B2 Clutch Relay Valve (Stroked by N88)

19

B2 Switch Valve (Stroked by N89)

B1 Clutch Check Valve

K1 Clutch and Accumulator Check Valve

0.210 Check Ball

Spring .595 height. .249 coil d. .025 wire d. 12 coils ID color - white

Primary to Secondary PR ValveCheck Valve Basket Filter For Solenoid Regulator Valves (open end faces spacer plate)

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Figure 13

Automatic Transmission Service Group

TCC Switch Valve

20 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Middle Valve Body (Upper Side)

K3 Clutch and Accumulator Check Valve

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Figure 14

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

21

Upper Valve Body #1 (Top and Bottom)

Spring .432 height. .374 coil d. Main Line Pressure Limit Valve .052 wire d. 4 coils ID color - none

K3/B1 Check Valve

Spring .595 height. .249 coil d. .025 wire d. 12 coils ID color - white

Green

Green

Lt. Blue Pink

Green

K1 B2

K2 K3

Green
Copyright 2009 ATSG

Figure 15

Automatic Transmission Service Group

Green

22 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Upper Valve Body #2 (Top and Bottom)

0.210 Check Ball

Spring .798 height. Pressure Control Solenoid .335 coil d. (N93) Limit Valve .033 wire d. 7 coils ID color - Dk. Green

B1 Pressure Limit Valve Spring .595 height. .249 coil d. .025 wire d. 12 coils ID color - white Cooler Pressure Limit Valve Green
Solenoid Regulator Valve for Solenoids: N91, N92 and N93 TCC Regulator Valve

LP

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Figure 16

Automatic Transmission Service Group

Green

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

23

Solenoid Details

N90 - N92 - N93 - N282 - N283 Solenoid Operation

Solenoid Off

Solenoid On

50

50

C4

C4

.032

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Figure 17

Automatic Transmission Service Group

24 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Solenoid Details

N91 Solenoid Operation

Solenoid Off

Solenoid On

X X

X X

Solenoid Feed .032

38 2D

X X Solenoid Off Solenoid On

GAU6A06984

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Figure 18

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

25

Bench Testing the SLT and Shift Control Solenoids (N90 - N92 - N93 - N282 - N283)
mV RPM V

5.6
W

5.0 - 5.6 Ohms

mA A mA A

OFF

V A mA COM

W
RPM

C4

50

OFF
12-21 W Bulb

Valve should stroke


C4 50

ON

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Figure 19

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26 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Bench Testing the SLU Solenoid (N91)


mV RPM V

5.6
W

5.0 - 5.6 Ohms

mA A mA A

OFF

V A mA COM

W
RPM

2D

38

GAU6A06984

OFF
12-21 W Bulb

Valve should stroke


2D 38

GAU6A06984

ON

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Figure 20

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

27

Bench Testing S88 and S89

12.7
mV

11 - 15 Ohms
S88 and S89 are Normally Closed Solenoids. Without electricity the inlet port is blocked and the outlet port is open to exhaust. Ex In

W
mA A mA A

RPM

OFF

V A mA COM

W
RPM

Out

X OFF

ON
Solenoid should open
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Figure 21

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28 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Passage I.D.
Blocked by Pump TCC Release TCC Apply To Cooler from VB (1) Differential Lube From VB (1)

Pump Inlet

Pump Outlet B1 K1 K3 Front Planet Lube (1) Cooler Return To VB (8) Through Pump

Case passage ID with the heat exchanger attached to the transmission

TCC Release Pressure Tap

B2

Lube

K2

K1 Pressure Tap To B1 Pressure Tap

Cooler Return To VB (5) Through Pump

Cooler Return To VB (6) Through Pump Front Planet Lube (3) K3 K1 B1 Pump Outlet

TCC Apply TCC Release

Pump Inlet
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Figure 22

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Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION Cooler Return Pipe To VB (2) Through Pump Trans Cooler Cooler Return To VB (1) Through Pump

29

Passage I.D.
Converter Case Cover

Cooler Return To VB (3) Through Pump

Cooler In From VB (5) Differential Lube From VB (3) To Cooler From VB (3) Transmission Case Cover Pipe To Cooler From VB (4)

To B1 Pressure Tap Cooler Return To VB (4) Through Pump

Differential Lube From VB (2)

TCC Apply K1 B1 To Cooler From VB (2) TCC Release

Cooler Return To VB (7) Through Pump Front Planet Lube (2) K3

Blocked Pump Inlet Pump Outlet by Pump Copyright 2009 ATSG Figure 23

Automatic Transmission Service Group

30 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Passage I.D.
Blocked by Pump TCC Release TCC Apply To External Cooler from VB (1) Differential Lube From VB (1)

Pump Inlet

Pump Outlet B1 K1 K3 Front Planet Lube (1) External Cooler Return To VB (2) Cooler Lube Filter

Case passage ID with the heat exchanger (cooler) separate from the transmission

TCC Release Pressure Tap

B2

Lube

K2

K1 Pressure Tap To B1 Pressure Tap

To External Cooler Through Pump (6)

Cooler Return To VB (6) Through Pump Front Planet Lube (3) K3 K1 B1 Pump Outlet

TCC Apply TCC Release

Pump Inlet
Copyright 2009 ATSG

Figure 24

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION To external Cooler From Pump (9)

31

Passage I.D.
Converter Case Cover

To external cooler (5)

External Cooler Return To VB (1)

Differential Lube From VB (3) To External Cooler From VB (3) Transmission Case Cover Pipe To External Cooler From VB (4)

To B1 Pressure Tap To external Cooler Through Pump (7)


7

Differential Lube From VB (2)

To external Cooler From Pump (8) Front Planet Lube (2) K3 K1 B1 To External Cooler TCC From VB (2) Release Blocked Pump Inlet Pump Outlet by Pump Copyright 2009 ATSG Figure 25

TCC Apply

Automatic Transmission Service Group

32 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

K1 Clutch Drum Assembly

Copyright 2009 ATSG

Figure 26

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

33

K2 Clutch Drum Assembly

Copyright 2009 ATSG

Figure 27

Automatic Transmission Service Group

34 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

K3 Clutch Drum Assembly

Copyright 2009 ATSG

Figure 28

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

35

B1 Clutch Brake Assembly B1 Clutch Brake Assembly

This end face pump. The piston to apply this clutch is in the pump. There is no snap ring as the caged piston return spring assembly sits between the piston and the cushion plate retaining the assembly.

Cushion Plate (Sits like a cone 2.4mm (0.95)


3

2.9mm (0.113)

Bottom Plate is stepped with stepped side down

Copyright 2009 ATSG

Figure 29

Automatic Transmission Service Group

36 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

B2 Clutch Brake Assembly B2 Clutch Brake Assembly

3.6mm (0.142)
2

Piston sits in the bottom of the case

3.1mm (0.122)

Copyright 2009 ATSG

Figure 30

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

37

Sprag Rotation F1 Low One-Way Clutch

Outer race held stationary by case

Inner race should rotate in a clockwise direction (The front planetary is integral to the sprags inner race. Using the carriers pockets as shown, the inner race rotation can be easily checked by hand )

Copyright 2009 ATSG

Figure 31

Automatic Transmission Service Group

38 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

VW Technical Data
Manufacturer Transmission Type AISIN Co., LTD. Japan Electro-hydraulically controlled 6-speed planetary gear with hydrodynamic torque converter and traction controlled torque converter lock-up clutch for front wheel drive and transverse installation. Hydraulic control module (Valve Body) in oil sump with an external electronic control module. Dynamic Shifting Program (DSP) with separate Sport program in Position S and the Tiptronic shifting program for manual gear change (optional with Tiptronic steering wheel) Torque Performance Intermediate drive for code letters GSY/GJZ Final Drive GSY Final Drive GJZ ATF Specification Filing amount Weight Length Spread Up to 332 lbs-ft (450 Nm), depending on version No. of teeth 52/49 = 1.061

Control

No. of teeth 61/15 = 4.067 No. of teeth 58/15 = 3.867 G 052 025 A2 7.4 quarts (7.0 liters) [initial fill] lifetime filling Approximately 182 lbs. (82.5 kg). Approximately 13.8 inches (350 mm) 6.05

Depending on engine type, overall ration is configured as 5+E transmission or as a 6 speed transmission For the 5+E transmission, the highest speed is reached in 5th gear. The 6th gear reduces engine speed, improves driving comfort and reduces fuel consumption: For the 6 speed transmission configuration, the higest speed is reached in 6th gear. The 6th gear lowers transmission gear ratio and increases driving dynamics. Figure 32

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

39

Fluid Level

Check and Fill Plug

Fluid Level Stand Pipe

Copyright 2009 ATSG

Figure 33

Automatic Transmission Service Group

40 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
NO 4th, 5th, 6th OR REVERSE Complaint: After transmission service which required solenoid harness removal, the vehicle no longer has 4th, 5th, 6th or Reverse. When the external wiring harness is unplugged from the transmission, reverse gear is obtainable. Cause: Solenoid N88 and N89 were accidently cross connected.

Correction: Switch the connector to their appropriate positions. The white wire connector goes to solenoid N88 and the black wire connector goes to the N89 solenoid (See Figure 34). Note: Many solenoids may be easily cross connected causing a variety of shift or no shift complaints. Refer to pages 41 to 44 for another example of incorrect cross connect mistake.

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

9173 T5

GAU6A06894

N89 Black Wire (#2 Sol.)

N88 White Wire (#1 Sol.)


Figure 34

Copyright 2009 ATSG

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
VW/AUDI
09M/09M TF60-SN NO REVERSE NEUTRALS IN THIRD

41

COMPLAINT:

After overhaul, VW and Audi vehicles equipped with the 09G/09M transaxle may exhibit a complaint of No reverse and a neutral on the upshift to third gear.

CAUSE:

The cause may be, that during overhaul the internal harness for the solenoids was routed incorrectly allowing the Red and Blue wires, which are supposed to be connected to N282, to be easily connected to N90, and the Lt. Green and Lt. Blue wires, for N90 to be connected to N282 (See Figures 36 and 37). Refer to Figure 35 to see the Solenoid and Clutch application chart. Notice that N90 is Off when the K3 Clutch is On, also notice that N282 is On in both Reverse and third gear which causes the No Reverse and the neutral in third.

CORRECTION: To correct this condition, refer to Figure 37 and ensure that the internal harness for the solenoids is routed like shown. Figure 38 shows the terminal layout for all the solenoids and also gives all the wire colors for each individual solenoid. The chart can also aid in terminal identification if the wire colors are different than what is listed.

Automatic Transmission Service Group

42 Te c h n i c a l S e r v i c e I n f o r m a t i o n
SOLENOID LOCATIONS N91 (#4 Sol.) N93 (#6 Sol.) N92 (#5 Sol.) N282 (#9 Sol.) N283 (#10 Sol.) N90 (#3 Sol.)

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

9173 T5

GAU6A06894

N89 (#2 Sol.)

N88 (#1 Sol.)

SOLENOID & CLUTCH APPLICATION CHART


Gear
1st Gear 2nd Gear 3rd Gear 4th Gear 5th Gear 6th Gear Rev Gear

Component N92 N282 N90 N283 N93 N91 K1 K2 K3 B1 B2 F1


S-5 S-9 S-3 S-10 S-6
PWM PWM PWM PWM PWM PWM PWM

Pressure Control Solenoids On On On Off Off Off On On On Off On Off On Off On Off On On On Off On

S-4

Off Off Off Off On On On

PWM PWM PWM PWM PWM

On On* On On On On On On On On On On On On On

* The B2 clutch is applied in Tiptronic Mode 1st gear only for engine braking.

Copyright 2009 ATSG

Figure 35

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
INCORRECT Internal Harness Routing
Transmission Fluid Temp. Sensor (G93)
ABY6A09412 FBX6A08574

43

Solenoid #9 (N282)

Solenoid #3 (N90)

Wiring Harness from 8 terminal Case Connector (ISS, OSS & TFT)

EO

CCP6A09214

DCB6A09064

CCP6A09212

9173 T5

OSS Blue Clip Connector (G195)

GAU6A06894

ISS White Clip Connector (G182)

Wiring Harness from 14 terminal Case Connector (All Solenoids)

Note: When the harness is routed incorrectly, the Red and Blue wires, which are supposed to be connected to N282, can be easily connected to N90, and the Lt. Green and Lt. Blue wires, for N90 can be connected to N282.

Figure 36

CORRECT Internal Harness Routing


Transmission Fluid Temp. Sensor (G93)

Solenoid #9 (N282)

Solenoid #3 (N90)

Wiring Harness from 8 terminal Case Connector (ISS, OSS & TFT)

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

OSS Blue Clip Connector (G195)

09M models route the upper and lower harnesses from the right side of the valve body with a hold down bracket.

9173 T5

GAU6A06894

ISS White Clip Connector (G182)

Wiring Harness from 14 terminal Case Connector (All Solenoids)

Copyright 2009 ATSG

Figure 37

Automatic Transmission Service Group

44 Te c h n i c a l S e r v i c e I n f o r m a t i o n
14 TERMINAL CASE CONNECTOR AND INTERNAL HARNESS I.D.

13 11 9 7 5 3 1

14 12 10 8 6 4 2

View looking into the 14 terminal transmission case connector

Solenoid Number
Solenoid # 1 Solenoid # 2 Solenoid # 3 Solenoid # 4 Solenoid # 5 Solenoid # 6 Solenoid # 9

Positive Meter Lead Terminal # (Wire Color)


1 2 7 (White) (Black) (Lt. Blue)

Negative Meter Lead Terminal # (Wire Color)


Case Ground Case Ground 8 12 4 14 6 10 (Lt. Green) (Brown) (Purple) (Grey) (Blue) (Black)

Resistance (Ohms)
10.0 - 16.0 10.0 - 16.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0 4.0 - 8.0

(Name)
(N88) (N89) (N90) (N91) (N92) (N93) (N282)

11 (Lt. Green) 3 (Yellow)

13 (Green) 5 9 (Red) (White)

Solenoid # 10 (N283)

Copyright 2009 ATSG

Figure 38

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
SLIPPING 3-4 OR NEUTRAL 3-4

45

COMPLAINT: Before or after a transmission rebuild, the transmission exhibits a slipping or flared 3-4 shift or a neutral shift into 4th followed up by going into a failsafe condition. CAUSE: At the bottom of the case, there is a steel ring sleeve that is pressed on to the aluminum case (See Figure 39). This ring sleeve contains K2 clutch apply pressure. The K2 clutch is applied for 4th, 5th and 6th gears. This sleeve with the K2 clutch sealing rings becomes loose and can spin. Depending upon how loose or how much it has spun determines the severity of the 3-4 shift complaint.

CORRECTION: If the case has not been severely damaged by the sleeve spinning around, ATSG has sleeves that were manufactured in the Netherlands which have a slightly tighter fit as well as K2 clutch drum pilot bushings. The repair is to dress up the case, heat up the sleeve and carefully place the sleeve into position.

K2 CLUTCH STEEL SEALING RING SLEEVE

Copyright 2009 ATSG

Figure 39

Automatic Transmission Service Group

46 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
LOSS OF LUBRICATION Complaint: An apparent loss of lubrication fluid causing premature failure of the transmissions drivetrain immediately after a main case or valve body exchange. Cause: There are two different style lubrication systems with the TF60-SN (09G/09M) transmissions. One has the cooler known as the heat exchanger mounted on the converter housing case while the other has a remote cooler with push in cooler pockets in the main case as seen in figure 40. As a result, there are two different main case and valve body to case spacer plate configurations due to the re-routing of the cooler circuit. Figure 41 shows the matching spacer plate to case with the heat exchanger attached to the transmission. Figure 42 shows the match set for a remote heat exchanger. If a mismatch of valve body to main case occurs lubrication fluid is lost causing immediate failure to the drive train.

Correction: Make the necessary repairs to the drivetrain and use a matched main case and valve body for the style lubrication system being worked on.

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION Trans Cooler

47

Converter housing case half with heat exchanger.

Cooler Return Cooler In

Converter housing case half without heat exchanger.

To external heat exchanger (Cooler) (cooler line pockets are in the main case)

External heat exchanger (Cooler) return

Copyright 2009 ATSG

Figure 40

Automatic Transmission Service Group

48 Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

Main case half for a heat exchanger mounted on the converter housing.

To heat exchanger (cooler) mounted on the converter housing case half.

Heat exchanger (Cooler) Return

Main spacer plate to case for a case which has an attached heat exchanger

Heat exchanger (Cooler) Return into the valve body for lubrication distribution

Copyright 2009 ATSG

Figure 41

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

49

Main case half for a remote heat exchanger.

External Heat Exchanger (Cooler) Return To Remote Heat Exchanger (Cooler) Cooler Lube Filter

Main spacer plate to case for a case which has a remote heat exchanger

Remote heat exchanger (Cooler) Return into the valve body for lubrication distribution

Copyright 2009 ATSG

Figure 42

Automatic Transmission Service Group

50 Te c h n i c a l S e r v i c e I n f o r m a t i o n
VW/AUDI
09M/09M TF60-SN HARSH REVERSE THIRD &FIFTH GEAR
COMPLAINT: Before or after overhaul, vehicles equipped with the 09M/09G-TF60-SN transmission may exhibit a complaint of harsh Reverse, Third and Fifth gear when hot. CAUSE: The cause may be, a worn bonded balance piston located in the K3 Clutch drum. See the cross-sectional view in Figure 43. Explanation: The balance piston function is to hold "counter" or "back" pressure on the K3 Apply piston. The balance piston is fed from the lube circuit, and its purpose is to provide a small amount of pressure to assist the release of the K3 Clutch. It also acts as an accumulator during application of the K3 Clutch. See Figures 44 and 45. The bonded piston has three notches where the retaining snap ring is located allowing a controlled leak of this pressure, and when the bonded rubber is worn this will allow a larger volume of pressure lost which can cause the harsh applications.

CORRECTION: Refer to Figure 46 and replace the bonded K3 balance piston. Note: At the time of this printing, there are "No" aftermarket replacement pistons available and the dealer only sell parts for this transmission as an assembly.

K3 CLUTCH CROSS-SECTIONAL VIEW


Pump K3 Clutch Drum

K3 Clutch Apply Piston K3 Clutch Balance Piston K3 Clutch Balance Piston Controlled leak K3 Clutch Balance Piston Feed (Lube circuit)
Copyright 2009 ATSG

Stator Support

K3 Clutch Piston Feed Figure 43

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
K3 CLUTCH "OFF"
Pump K3 Clutch Drum

51

K3 Clutch Apply Piston K3 Clutch Balance Piston K3 Clutch Balance Piston Controlled leak K3 Clutch Balance Piston Feed (Lube circuit)
Copyright 2009 ATSG

Stator Support

K3 Clutch Piston Feed Figure 44

K3 CLUTCH "ON"
Pump K3 Clutch Drum

K3 Clutch Apply Piston K3 Clutch Balance Piston K3 Clutch Balance Piston Controlled leak K3 Clutch Balance Piston Feed (Lube circuit)
Copyright 2009 ATSG

Stator Support

K3 Clutch Piston Feed Figure 45

Automatic Transmission Service Group

52 Te c h n i c a l S e r v i c e I n f o r m a t i o n
K3 CLUTCH DRUM EXPLODED VIEW

K3 BALANCE PISTON

K3 CLUTCH ASSEMBLY

K3 RETURN SPRING

K3 CLUTCH PISTON

K3 CLUTCH DRUM

Copyright 2009 ATSG

Figure 46

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
VW/AUDI
TF60-SN/09-G 09-M DESCRIPTION OF DATA BLOCKS CONTROL MODULE SELECTION 02 Auto Trans GROUP SELECTION 08 Measured
Blocks

53

Data Block 001

Engine Speed xxxx

Trans RPM G182 (Input) xxxx

Trans RPM G195 (Output) xxxx

Driving Mode

Park = 0 Reverse = R Neutral = 0 Drive = 1H-6H 3M-6M (Tcc) Trans RPM G182 (Input) G182 (Input) Voltage 1.440v .50v-1.440v Accelerator Driving Manner Pedal Position% VSS km/h xxxx Park = 0 Reverse = R Neutral = 0 Drive = 1H-6H 3M-6M (Tcc) Declination Recognition Driving Mode Trans RPM G195 (Output) xxxx G195 (Output) Voltage 1.440v .50v-1.440v Driving Mode

002

xxxx

003
DS= Drive TT= Manual

0-100%

Accelerator Selector Lever Pedal Position%

004
P-R-D S or Manual

0-100% Level DW (downhill) UP (uphill) Park = 0 Reverse = R Neutral = 0 Drive = 1H-6H 3M-6M (Tcc)

*Note= There are many duplications of information listed in the data blocks this is to aid the technician when monitoring specific groups Copyright 2008 ATSG 2009

Figure 47

Automatic Transmission Service Group

54 Te c h n i c a l S e r v i c e I n f o r m a t i o n
MEASURED BLOCKS CONTINUED 08 Measured
Blocks

Data Block 005

Hill Driving Factor 0.0%

Throttle Valve Factor 0.0%

Accelerator Throttle Dynamic Pedal Position% Index 0-100%


Changes based on snap of Throttle

ATF Temp G93

Specified Current (TCC) Solenoid Valve 4 (N91) .200A

Lock-up Clutch Slip xxxx

Lock-up Clutch Slip xxxx

006

84.0C

Solenoid Valve 5 (N92)

Solenoid Valve 9 (N282)

Solenoid Valve 3 (N90)

Solenoid Valve 10 (N283)

007
.100A Fully "Off" .980A Fully "On" See Note* .100A Fully "Off" .980A Fully "On" See Note* .100A Fully "Off" .980A Fully "On" See Note* Solenoid Valve 1 Solenoid Valve 2 .100A Fully "Off" .980A Fully "On" See Note*

(LP) Solenoid Valve 6 (N93)

(TC) Solenoid Valve 4 (N91)

Battery Voltage 13.6V

008
.200A to .940A Based on engine load .200A to 1.0A Based on load and PCM TCC strategy

00000000
N89 N88

00000000
0= Off 1= On 11- for M1 10- for Tcc On

Brake Pedal Switch

Kick-down Switch 00000010


May be model dependant no state change

Selector Lever

Multifunction Switch 00000000

009

00000000
00000000=Off 00000011=On

P-R-N-D Manual

*Note= Amperage changes during shift transitions

P=00001001 R=00001100 N=00000101 D=00000110 S=00001111


Copyright 2009 ATSG

Figure 48

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
MEASURED BLOCKS CONTINUED 08 Measured
Blocks

55

Data Block 010

ATF Temp G93 94.0C

ATF Temp Voltage .60V

Trans Condition Blank

Voltage Supply 13.50V

Brake Switch Condition (F47)

Locking SL

Speed 0.0km/h

Selector Lever

011

OFF or ON
P/N =Locked Press Brake = --

P-R-N-D Manual Driving Mode Transferrable Torque 100.0%

Selector Lever

Tiptronic Recognition

012
P-R-N-D Manual
P-R-N-D= Blank Manual= M

Selector Lever

Multifunction Switch 00000000

Park = 0 Reverse = R Neutral = 0 Drive = 1H-6H 3M-6M (Tcc) Tiptronic Tiptronic Recognition Recognition 00000000
P-R-N-D= Blank Manual= M UP Button =UP DN Button = Down

013
P-R-N-D Manual

P=00001001 R=00001100 N=00000101 D=00000110 S=00001111

D=00000000 M=00001000 UP=00011000 DN=00001100 APP Condition 00000000

Accelerator Pedal Position%

Idle Switch Condition N/A


Off Idle=00000000 At Idle=00000001

014

0-100%

Copyright 2009 ATSG

Figure 49

Automatic Transmission Service Group

56 Te c h n i c a l S e r v i c e I n f o r m a t i o n
SOLENOID APPLICATION CHART
RANGE GEAR

SOLENOID Park SV5-N92 (K1) SV9-N282 (K2) SV3-N90 (K3)


.100A .100A .980A

Reverse Neutral
.980A .980A .100A .980A .980A .200A 0 0

Drive Manual 2H 1H 1H

3H 3M

4H 4M

5H 5H

6H 6M

.980A .100A .100A .100A .100A .100A .980A .980A .980A .980A .980A .980A .980A .100A .100A .100A .980A .980A .980A .980A .100A .980A .100A .980A .980A .980A .980A .100A .980A .980A .980A .100A .980A .980A .740A .860A .980A .980A .740A .740A .200A .200A .200A .200A .200A .200A .200A .200A .990A .990A .990A .990A 0 0 0 0 1 1 0 0
3H=0 4H=0 5H=0 6H=0 3M=1 4M=1 5M=1 6M=1

SV10-N283 (B1) .980A SV6-N93 (LP) SV4-N91 (TC-PWM) SV2-N89 SV1-N88


.980A .200A 0 0

0*-1

0*-1

0*-1

0*-1

Description of terms:
.100A= Very Low amperage Solenoid OFF .980A= Very High amperage Solenoid ON SV1&2-N88&89 0 =OFF 1=ON 0*-1= OFF or ON During shift transitions 3H = 3rd Gear TCC OFF 3M = 3rd Gear TCC ON (This applies to gears 3-6)

Special Notes: 1. Solenoid Valves 3,5,9 and 10 are Normally Applied which applies the component they are in charge of when they are Off. They are Energized (On) to turn the component they are in charge of Off. These Solenoids are also Modulated to control the apply and release rates. Consult the Clutch Application Chart below and compare the amperage to Clutch/Brake app. Example: Solenoid Valve 10 (N283) is pulsed Off during the 1H-2H transition and the Amperage will drop from .980A in 1H to .690A to .300A to .100A when the shift is finally completed into 2H to control the apply rate and shift feel of the B1 Brake. 2. Solenoid Valve 6 -N93 is modulated based on engine load. Low line pressure will indicate an amperage of 1.0 to .980A. Amperage will drop to increase line pressure. 3. Solenoid Valve 4-N91 is modulated to control Torque Converter Apply rate, but is dependant on Solenoid Valve 2-N89 to apply the TCC. There will be situations where during Manual shifts in Tiptronic mode, SV4-N91 amperage will indicate .500 to .700 and the TCC will be Off as Solenoid Valve 2-N89 is "0" which indicates Off.

CLUTCH APPLICATION CHART


Gear
1st Gear 2nd Gear 3rd Gear 4th Gear 5th Gear 6th Gear Rev Gear

K1 X X X X

K2

Component K3 B1 X X

B2 X*

F1 X

X X X * The B2 clutch is applied in Tiptronic Mode 1st gear only for engine braking.
Copyright 2009 ATSG

X X X

Figure 50

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
TF60-SN
PRELIMINARY INFORMATION

57

Additional Solenoid Details


N88 Solenoid (#1 Solenoid) The N88 Solenoid is an On/Off solenoid and is On and Open in gears 4th through 6th. If this solenoid fails Closed (in the Off state), 4th through 6th will not be available. N89 Solenoid (# 2 Solenoid) The N89 Solenoid is also an On/Off solenoid and is On and Open to apply the converter clutch. When both the N88 and N89 solenoids are energized at the same time, the B2 brake clutch is applied in Tiptroni 1st Gear (Manual Low). If the N89 Solenoid fails in the Closed (in the off state) there will be no converter clutch apply and no engine breaking in Tiptronic 1st gear (manual Low). N90 Solenoid (# 3 Solenoid) The N90 Solenoid is a normally applied pulse/width modulated solenoid controlling the apply of the K3 Clutch. When this solenoid is fully off, the K3 clutch is fully applied. If this solenoid fails in the off (Normally Applied) position, 3rd, 5th and Reverse shifts may be firm. N91 Solenoid (#4 Solenoid) The N91 Solenoid is a normally applied pulse/width modulated solenoid controlling the apply and release of the Converter Clutch. When this solenoid is fully off, the converter clutch is fully released. If this solenoid fails in the off (Normally Applied) position, there will be no converter clutch application. Solenoid N92 (#5 Solenoid) The N92 Solenoid is a normally applied pulse/width modulated solenoid controlling the apply of the K1 Clutch. When this solenoid is fully off, the K1 clutch is fully applied. If this solenoid fails in the off (Normally Applied) position, 1st through 4th shifts may be firm. Solenoid N93 (#6 Solenoid) The N92 Solenoid is a normally applied pulse/width modulated solenoid controlling the main line pressure. When this solenoid is fully off maximum line pressure is observed. If this solenoid fails in the off (Normally Applied), all shifting may be harder. Solenoid N282 (#9 Solenoid) The N282 Solenoid is a normally applied pulse/width modulated solenoid controlling the apply of the K2 Clutch. When this solenoid is fully off, the K2 clutch is fully applied. If this solenoid fails in the off (Normally Applied) position, 4th, 5th and 6th shifts may be firm. Solenoid N283 (#10 Solenoid) The N283 Solenoid is a normally applied pulse/width modulated solenoid controlling the apply of the B1 Clutch. When this solenoid is fully off, the B1 clutch is fully applied. If this solenoid fails in the off (Normally Applied) position, 2nd and 6th shifts may be firm.

Copyright 2009 ATSG

Figure 51

Automatic Transmission Service Group

58 Te c h n i c a l S e r v i c e I n f o r m a t i o n
VW 09A & 09G
2-3 FLARE -HARSH 3-4 DOUBLE BUMP 2-3 / DOWNSHIFT CLUNKS
COMPLAINT: After overhaul, vehicles equipped with the 09A (JF506E) may exhibit a 2-3 flare and a harsh application into 4th. On vehicles equipped with the 09G (TF60-SN) the complaint may be, a double bump on the 2-3 and or downshift clunks. The cause may be that the clutch adaptives were not reset.

CAUSE:

CORRECTION: Using a capable scan tool go into the engine side and reset all the adapts. The following steps will show how to reset the adaptives thru the lap top based Vag Com Diagnostic System. It will be necessary to take a 15 shift cycle road test after performing this reset to fine tune the adapts. Note: Early model 09A require a capable scan tool to reset adapts. You can not drive them out! ATSG Highly recommends resetting adapts on all the above mentioned vehicles.

Step 1
This is the first screen that will appear after the vehicle is plugged into the Lap-top. Press Select to select control module
VCDS: Main Screen

VCDS
Release 805.1
Select Control Module
Select an Individual Control Module such as Engine, ABS, Airbag, etc.

Auto-Scan
An automatic scan of all controllers for Fault Codes.

Control Module Finder


Scans an address range for ISO9141 compliant control modules.

Select OBD-ll Functions


Generic OBD2 Mode. Retrieve and clear faults and freeze frame, obtain live data.

Auto-Scan Applications
Features consisting of several basic commands, like transport mode.

Control Module Finder

Program Options
Select Comm Port. Set Debug and Protocol Options, etc.

OBD-ll

Applications

Options

About

Exit

Copyright 2009 ATSG

Figure 52

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
Step 2- Select 01-Engine
VCDS Release 805.1: Select Control Module

59
x

Select Control Module


Common Drivetrain Chassis Comfort/Conv. Electronics 1 Electronics 2

VCDS

01-Engine 09-Cent. Elect. 18-Aux .Heat 35-Centr. Locks 55-Xenon Range

02-Auto Trans 15-Airbags 19-CAN Gateway 37-Navigation 56-Radio

03-ABS Brakes 16-Steering Wheel 22-AWD 45-Inter. Monitor

08-Auto HVAC 17-Instruments 25-Immobilizer 45-Central Conv.

Direct Entry Address Word (01-7F):

Go!

Go Back

Step 3- Select Adaption - 10


VCDS Release 805.1: 01-Engine,Open Controller
Comm Status IC=1 TE=0 RE=0 Protocol:KW1 281 Controller Info VAG Number: Soft. Coding: Extra: Extra: Basic Functions These are "Safe" Advanced Functions Refer to Service Manual!

VCDS
Open Controller
XXX XXX XXX XX XXXXX
Component: Shop #.

XX XX XXX

XXXX

XXX XXXXX

XXXXXXXXXXXXXXXX XXXXXXXXXXXX

Fault Codes-02
Measured Blocks-08

Readiness- 15 Advanced ID - 1A Adv. Meas. blocks

Login - 11 Basic Settings - 04 Output Tests - 03

Coding - 07 Adaption - 10 Security Access-16

Single Reading-09

Close Controller, Go Back - 06

Copyright 2009 ATSG

Automatic Transmission Service Group

Figure 53

60 Te c h n i c a l S e r v i c e I n f o r m a t i o n
Step 4- 00 will show up in the Channel window. Press the Read button
VCDS Release 805.1: 01-Engine,Open Controller
Comm Status IC=1 TE=0 RE=0 Protocol:KW1 281 Controller Info VAG Number: Soft. Coding: Extra: Extra: Channel Up Basic Functions 00 These are "Safe" Dn Stored value Advanced Functions Add to Log Refer to Service Manual!

VCDS
Open Controller
XXX XXX XXX XX XXXXX
Component: Shop #.

VCDS Release 805.1: 01-Engine, Adaptation

XX XX XXX

XXXX

XXX XXXXX

XXXXXXXXXXXXXXXX XXXXXXXXXXXX

Read

Fault Codes-02

Readiness- 15

Login - 11 Basic Settings - 04 Output Tests - 03

Coding - 07 Adaption - 10 Security Access-16

New value Advanced ID - 1A Measured Blocks-08 Up

Single Reading-09 Test value

Dn Adv. Meas. blocks

Test

Close Controller, Go Back - 06 Save

Done, Go Back

Step 5- 000 will show up in the New and test value windows. Channel 00 resets ALL Factory DefaultsPress Save
VCDS Release 805.1: 01-Engine,Open Controller
Comm Status IC=1 TE=0 RE=0 Protocol:KW1 281 Controller Info VAG Number: Soft. Coding:

VCDS
Open Controller
XXX XXX XXX XX
Component:

VCDS Release 805.1: 01-Engine, Adaptation

XX XX XXX

XXXX

Note: SAVE
Extra: Extra:

XXXXX XXX XXXXX Shop #. Ch. 00 Resets All Factory Defaults XXXXXXXXXXXXXXXX XXXXXXXXXXXX

Channel Up Basic Functions 00 These are "Safe" Dn Stored value Fault Codes-02 ---

Read

Advanced Functions Add to Log Refer to Service Manual!

Readiness- 15

Login - 11 Basic Settings - 04 Output Tests - 03

Coding - 07 Adaption - 10 Security Access-16

New value Advanced ID - 1A Measured Blocks-08 Up 000

Single Reading-09 Test value


000

Dn Adv. Meas. blocks

Test

Close Controller, Go Back - 06 Save

Done, Go Back

Copyright 2009 ATSG

Figure 54

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
Step 6- Press Yes to save All Factory Defaults
VCDS Release 805.1: 01-Engine,Open Controller
Comm Status IC=1 TE=0 RE=0 Protocol:KW1 281 Controller Info VAG Number: Soft. Coding:

61
x

VCDS
Open Controller
XXX XXX XXX XX
Component:

VCDS Release 805.1: 01-Engine, Adaptation

XX XX XXX

XXXX

Note: SAVE
Extra: Extra:

XXXXX XXX XXXXX Shop #. Ch. 00 Resets All Factory Defaults XXXXXXXXXXXXXXXX XXXXXXXXXXXX

VCDS: ADP Save Conf. Channel Up Basic Functions Advanced Functions Add to Log Read 00 These are "Safe" Refer to Service Manual! Save Value: 0 Dn To Channel: 00 Stored value Fault Codes-02 Readiness- 15 With WSC: 00066 - 11 Login Coding - 07 --Are You SURE? New value Basic Settings - 04 Advanced ID - 1A Adaption - 10 Measured Blocks-08 Up 000 Yes No

Single Reading-09 Test value


000

Dn Adv. Meas. blocks

Output Tests - 03

Security Access-16

Test

Close Controller, Go Back - 06 Save

Done, Go Back

Note: It will be necessary to perform a 15 shift cycle road test after Factory Defaults are reset. This will fine tune the adapts.
Copyright 2009 ATSG

Figure 55

Automatic Transmission Service Group

62 Te c h n i c a l S e r v i c e I n f o r m a t i o n
VOLKSWAGEN "VAG" DIAGNOSTIC TROUBLE CODES
DTC 00258 00260 00262 00264 00266 00268 00293 00300 00348 00349 00364 00453 00529 00541 00777 01045 01166 01192 01236 01312 01314 01316 01679 01680 01681 01682 01683 65535 DESCRIPTION N88-SV1 Shift Solenoid 1, Circuit Error (Open or Short) N89-SV2 Shift Solenoid 2, Circuit Error (Open or Short) N90- SV3 K3 Control Solenoid Circuit Error (Open or Short) N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit Error (Open or Short) N92-SV5, K1 Control Solenoid Circuit Error (Open or Short) N93-SV6 Pressure Control Solenoid, Circuit Error (Open or Short) Transaxle Range (TR) switch F125, circuit malfunction (Implausible signal) Transmission Fluid Temp, (G93) circuit malfunction (Open or Short) N282-SV9, K2 Control Solenoid Circuit Error (Open or Short) N283-SV10, B1 Control Solenoid Circuit Error (Open or Short) System Voltage to Low Function restriction because of excess Trans Fluid Temp. TCM to ECM Error, No Engine Speed Signal G28 ATF temp to high Throttle Position Sensor, No Signal CAN bus connection interupted Tiptronic Switch F189 implausible signal Engine Torque signal no signal from ECM Torque Converter Clutch mechanical fault (slip) Selector Lever Lock Solenoid, Circuit Error N110 (Open or Short) Drive Train Data Bus Fault, No Communication Engine Control Module, DTC present ABS Module, No Communication, or ignition switched on with TCM unplugged Speed signal from ABS Front Left wheel implausible Speed signal from ABS Front Right wheel implausible Speed signal from ABS Rear Left wheel implausible Speed signal from ABS Rear Right wheel implausible Wheel speed signals/vehicle speed implausible Control Module Faulty, (TCM)

Copyright 2009 ATSG

Figure 56

Automatic Transmission Service Group

Te c h n i c a l S e r v i c e I n f o r m a t i o n
VOLKSWAGEN "VAG" to obd11 DIAGNOSTIC TROUBLE CODES
vag 16988 16989 16997 17084 17089 17090 17095 17096 17097 17099 17100 17101 17105 17109 17113 17114 17115 17116 17117 17118 17119 17132 17135 17136 17137 17140 17141 17182 17195 17224 17225 17226 17299 17230 17231 obd11 P0604 P0605 P0613 P0700 P0705 P0706 P0711 P0712 P0713 P0715 P0716 P0717 P0721 P0725 P0729 P0730 P0731 P0732 P0733 P0734 P0735 P0748 P0751 P0752 P0753 P0756 P0757 P0798 P0811 P0840 P0841 P0842 P0845 P0846 P0847 DESCRIPTION TCM faulty TCM faulty TCM faulty TCM faulty Multifunction Trans Range sensor F125 electrical fault Multifunction Trans Range sensor F125 implausible signal Trans Fluid Temp G93 fault in electrical circuit Trans Fluid Temp G93 signal too low Trans Fluid Temp G93 signal too high Input Speed sensor G182 circuit fault Input Speed sensor G182 Implausible signal Input Speed sensor G182 no signal Output Speed sensor G195 circuit fault Engine Speed sensor G28 circuit fault from ECM Clutch of indicated gear is faulty (wrong ratio, slip) Clutch of indicated gear is faulty (wrong ratio, slip) 1st Gear (wrong ratio, slip) 2nd Gear (wrong ratio, slip) 3rd Gear (wrong ratio, slip) 4th Gear (wrong ratio, slip) 5th Gear (wrong ratio, slip)

63

N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (Open or Short) N88-SV1 Shift Solenoid 1, Circuit Error (Open or Short to ground) N88-SV1 Shift Solenoid 1, Circuit Error (Short to Battery voltage) N88-SV1 Shift Solenoid 1, Electrical Circuit fault N89-SV2 Shift Solenoid 2, Circuit Error (Open or Short to ground) N89-SV2 Shift Solenoid 2, Circuit Error (Short to Battery voltage) N93-SV6 Pressure control Circuit Error (Open or Short) Heavy Clutch Slip Trans pressure sensor 1 G193 mechanical fault (model dependant) Trans pressure sensor 1 G193 open or short/implausible (model dependant) Trans pressure sensor 1 G193 short to ground (model dependant) Trans pressure sensor 2 G194 mechanical fault (model dependant) Trans pressure sensor 2 G194 open or short/implausible (model dependant) Trans pressure sensor 2 G194 short to ground (model dependant) Figure 57 Copyright 2009 ATSG

Automatic Transmission Service Group

64 Te c h n i c a l S e r v i c e I n f o r m a t i o n
VOLKSWAGEN "VAG" to obd11 DIAGNOSTIC TROUBLE CODES
vag 18010 18255 18554 19146 19147 19148 19155 19156 19157 19164 19165 19166 obd11 P1602 P1847 P2122 P2714 P2715 P2716 P2723 P2724 P2725 P2732 P2733 P2734 DESCRIPTION Voltage supply too low DTC in ABS problem Throttle position sensor signal too low G79 N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (Open or Short) N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (short to B+) N91-SV4 Torque Converter Clutch PWM Solenoid, electrical circuit fault N92-SV5 K1 Clutch control Solenoid, Circuit (Open or Short) N92-SV5 K1 Clutch control Solenoid, Circuit (short to B+) N92-SV5 K1 Clutch control Solenoid, electrical circuit fault N93-SV6 Pressure control Solenoid, Circuit (Open or Short) N93-SV6 Pressure control Solenoid, Circuit (short to B+) N93-SV6 Pressure control Solenoid, electrical circuit fault
Copyright 2009 ATSG

Figure 58

Automatic Transmission Service Group

Shift Pointers
Subject:
Failure of C1/K1 clutch

Unit:
Aisin Warner AWF21 (TF-81SC), TF60-SN (09G/09K/09M)

A Balancing Act Balancing

Vehicle Applications:
Ford 500, Audi/VW

Essential Reading:
Rebuilder Shop Owner Center Manager Diagnostician R&R

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

f you just read the Technically Speaking article in this edition of Transmission Digest you might recall that we spoke a little about how balance pistons are being used in rotational clutch drums, and their purposes. This article covers one of the problems we have seen with the C1/K1 clutch (Figure 1) as it relates to the AWF21 (Aisin TF-81SC, used in the Ford 500) and the TF60-SN (09G/K/M, used in Mini Cooper, Audi/VW) transmissions.

Figure 2 shows the balance piston sitting on top of the clutch-apply piston. You will notice that this style of balance piston has a molded seal on only the outside diameter. There is not one on the inner diameter. This

may remind you of a similar piston in the 41TE transmission. The idea with the 41TE is to keep the double-action overdrive/reverse-clutch piston centered when not in use. Residual oil behind the apply piston is neutralized by the oil supplied to the balance piston, known as the dribbler circuit. So this type of technology has been with us since as early as 1989. Getting back to the problem we have seen with the six-speed TF60-SN unit, the original-design drum in a transmission known as the AF40-6 (similar to the one in the Ford 500) had center slots in the drum (Figure 3) and the apply piston was solid metal (Figure 4). When this drum was fully assembled and placed into the transmission, a needle-bearing race was placed on the drum, covering the center slots in the drum. Sitting in front of this clutch-drum assembly is the front planetary assemblys internal ring gear, which has the needle bearing that rides on this race. When the vehicle is being driven, the C1/K1-clutch drum rotates with the front planetary assemblys internal ring gear 1-1 in first through fourth. But when the clutch is released in fifth and sixth the clutch drum and ring gear rotate at different speeds. Now here is where the problem begins: With the slots being covered by the needle-bearing race on the C1/K1 drum, the oil behind the balance piston cannot exhaust sufficiently past the slots in the drum with the bearing race over the top. When the apply piston comes on during a 6-4 or 5-4 downshift, the oil between the apply piston and balance piston causes the balance piston to flex forward, pushing it into the backside of the internal ring. Since these two parts are tem-

Transmission Digest

porarily turning at different speeds they rub together, and the metalto-metal contact causes damage (figures 5 and 6). Through the years the drum, apply piston and counterbalance piston have had moderate changes made to them in an attempt to cor-

rect this condition. Despite these changes the problem persists.


TRANSMISSION DIGEST TECHNICAL FIELD FIX

What we are doing now, which seems to be working well, is to use

a Dremel tool and make little notches around the inner diameter of the balance piston (Figure 7). Do not overdo it, as too much will cause a new problem for you. If you look at the area where the notches are placed you will see one

November 2008

Shift Pointers

11

12 10

13

of the modifications made by the manufacturer. They made recesses in the piston so that this oil could have an exhaust. They also eliminated the slots from the drum (Figure 8). However, with the snap ring sitting over the top of these recessed slots in the balance piston, the exhaust made by these slots must not be sufficient to alleviate the problem, as the failure continues. So by adding just a little help with a Dremel, the problem is solved. There is yet one more item to cover, and that is to reset shift adapts after any type of repair. This is a must-do procedure; otherwise, you will experience harsh and/or flared shifts after overhaul and you may think you have a problem when you really do not. The problem in setting the shift adapts is in having a tool that will

accomplish the task. The VAGCOM does, and it does it easily. To do the reset you must go into the ECM, not the TCM (Figure 9). There you will find the adaptation menu (Figure 10). When you are there select the Read button (Figure 11) and a 000 will show up in the Test value window; then, select Save (Figure 12). The next screen will ask you whether you are sure, and you select Yes and you are finished (Figure 13). Now drive the vehicle, and in a few drive cycles the transmission should shift well if there are no real problems. No doubt, its all a balancing act. TD

The Bottom Line:


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Transmission Digest

Technically Speaking
Subject:
Use of counterbalance pistons in clutch drums

Solenoid Control in the

Unit:
TF60-SN (09G/09K/09M)

TF60-SN (09G/09K/09M)

Vehicle Applications:
Audi, BMW, Volkswagen

Essential Reading:
Rebuilder Shop Owner Center Manager Diagnostician R&R

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

tarting with a few four1 speed automatic transmissions, increasing with the five-speeds and more so with units having six or more speeds, it is interesting to see the use of counterbalance pistons in clutch drums that drive the planetary system. Since drive-style clutches are rotational, there is a tendency for centrifugal force to creep the clutch on when it is not in use, which could cause premature damage to the frictions. As a preventive measure, there is a balance area in each of these clutch packs in front of the piston. A 2 slight amount of K3 K1 B1 F1 B2 K2 fluid pressure is supplied to this area to balance centrifugal head oil behind the apply piston, neutralizing its effect. In ZF 6HP26style transmissions this feature is referred to as dynamic pressure balance. GMs 6L80 operates in a similar manner, and the circuit used to provide fluid into these balance pisClutch-Application Chart tons is called the Component compensator feed Gear K1 K2 K3 B1 B2 F1 fluid. 1st X X* X This feature of the 2nd X X clutch assembly is 3rd X X really a by-product 4th X X 5th X X or an additional ben6th X X efit to what is really Rev X X the main reason for * The B2 clutch is applied in Tiptronic mode 1st the strategy. And gear only for engine braking. that is that it gives

Transmission Digest

Solenoid Identification

N91 (#4)

N93 (#6)

N92 (#5)

N282 (#9)

N283 (#10)

N90 (#3)

EO

ABY6A09412

FBX6A08574

CCP6A09214

DCB6A09064

CCP6A09212

9173 9173

GAU6A06894

T5

May/June 2004 and earlier models have B1 (left) and K1 (right) clutch-pressure switches in these locations.

N89 (#2)

N88 (#1)

4
Gear On/Off Shift Position Solenoids

Solenoid Shift Sequence Pressure-Control Solenoids

Clutch Application Chart Clutch and Freewheel Components

N89 N88 N92 N282 N90 N283 N93 N91 K1 K2 K3 B1 B2 F1 SV-2 SV-1 SV-5 SV-9 SV-3 SV-10 SV-6 SV-4 Park Neutral Reverse 1st Gear 2nd Gear 3rd Gear T/To 4th Gear T/To 5th Gear T/To 6th Gear On To To To To T T Off On On Off Off Off Off On On Off On On On On On Off Off Off On On Off On On Off On Off On On On On On Off On On On Off PWM PWM PWM PWM On On On On On On On PWM PWM On PWM PWM On PWM PWM On On PWM PWM PWM PWM On On On

N90 controls the K3-clutch apply N91 controls converter-clutch apply N92 controls the K1-clutch apply N93 controls main line pressure N282 controls the K2-clutch apply N283 controls the B1-clutch apply N88 and N89 are alternately toggled on and off to control the fourth through sixth shifts. N88 and N89 also control B2-clutch apply in Tiptronic first gear for engine braking. T = On in Tiptronic mode To = Solenoid is toggled On to Off

the computer greater control over the engagement and disengagement of the clutch pack through the solenoids, which ultimately improves gear-shift comfort. The six-speed TF60-SN (Figure 1) used in BMW, Audi and Volkswagen vehicles makes full use of this strategy. Interestingly enough, lube pressure is used as a feed into the counterbalance-piston area. Figure 2 provides a clutch-application chart, and Figure 3 identifies the solenoids used to control the shift timing as well as clutch-pressure control and shift overlaps. Figure 4 provides an overview of the solenoid shift strategy as it compares with the clutch application. With the exception of the N91 convert-

November 2008

Technically Speaking
er-clutch-apply solenoid, all the other remaining pressure-control solenoids (N90, N92, N93, N282, N283) supply full pressure when they are in the off state. When they are pulsed fully on, they block pressure from entering their respective circuits. The N88 and N89 solenoids are typical on/off solenoids; however, during certain shifts the computer toggles them rapidly for a short time. The use of these solenoids in conjunction with balance pistons provides greatly controlled shift feel. When these balance pistons lose pressure, harsh shifts usually result, since the balance control of the piston is lost. And this is the type of drivability complaints we will become more familiar with as these types of transmissions begin to visit the shops for repair. To take a closer look at the computer strategy of these solenoids we hooked up a laptop-based program called the VAGCOM from Ross-Tech, of Lansdale, Pa. When it was up and running (Figure 5), we selected the control-module mode. The next screen (figure 6) allowed us to select the TCM. Once we were in (Figure 7), we selected measuring blocks. The measuring blocks allow you to observe data stream of various inputs and outputs and to have the ability to record (log) data while driving. When we entered the measuring-block area (Figure 8), you will see that measuring-block group 004 provides some data related to gearshift position and TPS percentage while groups 007 and 008 present all the pressure-control solenoids in amps. The N88 and N89 are shown only as off by a 0 number and on with a 1 number. When youre looking at the amperage of the pressure-control solenoids, 0.100 amp indicates that the solenoid is off, applying pressure to its respective circuit. When you see 1.000/0.990 amp, it indicates that the solenoid is turned on, blocking pressure from its respective circuit. In Figure 8 we can see that we are in Park and that both the N88 and N89 solenoids are off. N92 and N282 are off while N93 and N283 are on. N93 is the pressurecontrol solenoid, so when that solenoid is on, line pressure is down. N91, the PWM TCC-control solenoid, is off so converterclutch apply is off. Figure 9 shows the transition from the Park position into Drive. Only clutch-pressure-control sole-

Transmission Digest

noid N92 is off, applying the K1 clutch for a first-gear engagement. Figure 10 is a solenoid amp chart showing what the VAG-COM revealed throughout all the ranges. When you see the letter H next to the gear it means the converter clutch is off. When you see the letter M it means the converter clutch is applied. Be sure to read the notes provided for Figure 10. When it all makes sense to you, Figure 11 is a recording showing all the activity of each of the solenoids as we shift in Tiptronic mode from first all the way to sixth gear, including the converter clutch being applied and released. The highlighted areas provided in the movie point out solenoid shift transitions as the transmis-

10
Solenoid

Solenoid Amperage Chart Range Park 0.100 0.100 0.980 0.980 0.980 0.200 0 0 Reverse Neutral 0.980 0.980 0.100 0.980 0.980 0.200 0 0 0.980 0.980 0.980 0.980 0.980 0.200 0 0 Drive Manual 1H 1H 0.100 0.980 0.980 0.980 0.980 0.200 0 0 0.100 0.980 0.980 0.980 0.740 0.200 1 1 2H 0.100 0.980 0.980 0.100 0.860 0.200 0 0 3H 3M 0.100 0.980 0.100 0.980 0.980 0.200 0.990 3H=0 3M=1 0*-1 Gear 4H 4M 0.100 0.100 0.980 0.980 0.980 0.200 0.990 4H=0 4M=1 0*-1 5H 5M 0.980 0.100 0.100 0.980 0.740 0.200 0.990 5H=0 5M=1 0*-1 6H 6M 0.980 0.100 0.980 0.100 0.740 0.200 0.990 6H=0 6M=1 0*-1

SV5-N92 (K1) SV9-N282 (K2) SV3-N90 (K3) SV10-N283 (B1) SV6-N93 (LP) SV4-N91 (TC-PWM) SV2-N89 SV1-N88

Description of terms: 3H = 3rd gear TCC off 100A = very-low-amperage SV1 & 2 N88 & 89 solenoid off 3M = 3rd gear TCC on 0 = off (This applies to gears 3-6) 0.980A = very-high-amperage 1= on solenoid on 0*-1= off or on during shift transitions 1. Solenoid valves 3, 5, 9 and 10 are normally applied; when these solenoids are off, the components they are in charge of are applied. They are energized (turned on) to turn off the components they are in charge of. These solenoids are also modulated to control both apply and release rates. Consult the clutch-application chart in Figure 4 and compare the amperage to clutch/brake application. Example: Solenoid valve 10 (N283) is pulsed off during the 1H-2H transition, and the amperage will drop from 0.980 in 1H to 0.690 to 0.300 to 0.100 when the shift is finally completed into 2H to control the apply rate and shift feel of the B1 brake. 2. Solenoid valve 6 (N93) is modulated on the basis of engine load. Low line pressure will indicate amperages of 1.0 to 0.980. Amperage will drop to increase line pressure. 3. Solenoid valve 4 (N91) is modulated to control torque-converter apply rate but is dependent on solenoid valve 2 (N89) to apply the TCC. There will be situations where during manual shifts in Tiptronic mode, SV4 (N91) amperage will indicate 0.500 to 0.700 and the TCC will be off as solenoid valve 2 (N89) is 0, which indicates off.

November 2008

Technically Speaking

11

Group A: 004 Driving Mode TIME 0.53 1.33 2.11 29.98 30.78 31.56 32.36 33.14 36.29 37.09 37.88 38.66 39.46 40.25 41.06 41.84 42.64 43.42 44.23 48.21 49 49.79 50.58 51.36 52.14 52.93 60.07 60.88 61.68 62.48 63.26 67.98 68.78 69.58 70.38 71.17 71.97 72.77 73.58 74.37 75.17 75.97 76.78 77.59 78.37

Group B: 007 SV 5 (N92) 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.65 0.97 0.97 0.97 0.97 0.97 0.98 0.97 0.98 0.97 0.97 0.98 0.97 0.98 0.97 0.98 0.97 0.98 0.98 SV 9 (N282) 0.98 0.98 0.97 0.97 0.97 0.97 0.98 0.97 0.97 0.97 0.97 0.97 0.97 0.98 0.97 0.97 0.97 0.98 0.98 0.98 0.72 0.56 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.09 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 SV 3 (N90) 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.69 0.55 0.1 0.1 0.1 0.1 0.1 0.72 0.99 0.99 0.99 0.99 0.99 0.67 0.67 0.1 0.1 0.1 0.1 0.34 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 SV 10 (N283) 0.99 0.99 0.99 0.99 0.99 0.69 0.3 0.1 0.1 0.1 0.1 0.1 0.1 0.69 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.99 0.98 0.99 0.99 0.99 0.99 0.72 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 0.1 TIME 0.01 0.79 1.58 29.45 30.24 31.04 31.83 32.62 35.76 36.55 37.36 38.14 38.92 39.72 40.52 41.31 42.1 42.89 43.69 47.69 48.46 49.26 50.06 50.84 51.61 52.4 59.54 60.33 61.15 61.95 62.74 67.46 68.25 69.04 69.85 70.65 71.43 72.22 73.04 73.85 74.63 75.44 76.24 77.05 77.84 SV 6 (N93) 0.74 0.74 0.74 0.74 0.74 0.75 0.65 0.8 0.86 0.86 0.86 0.86 0.85 0.85 0.8 0.83 0.82 0.82 0.81 0.8 0.8 0.65 0.79 0.85 0.78 0.78 0.81 0.56 0.6 0.67 0.68 0.73 0.74 0.81 0.81 0.92 0.94 0.94 0.94 0.94 0.9 0.86 0.86 0.84 0.73

Group C: 008 SV 4 (N91) 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.2 0.19 0.46 0.51 0.98 1 1 0.99 1 0.33 0.48 0.52 1 0.99 0.99 0.45 0.49 1 0.99 0.99 0.99 0.2 0.2 0.51 0.54 0.58 0.61 0.65 0.67 0.69 0.72 0.74 1 SV 1 SV 2 11 11 11 11 11 0 0 0 0 0 0 0 0 0 0 0 10 10 10 10 10 1 0 0 10 10 10 1 0 10 10 10 10 1 1 0 0 0 0 0 0 0 0 0 10 N88-on N89-on

1H driving driving driving 1H transition transition 2H driving driving driving driving 2H transition transition 3H 3M driving driving driving 3M transition 4M driving driving 4M transition transition 5M driving 5M transition transition transition 6M driving driving driving driving driving driving driving driving driving

1H 1H 1H 1H 1H 1H 1H 2H 2H 2H 2H 2H 2H 2H 2H 3H 3M 3M 3M 3M 3M 3M 4M 4M 4M 4M 4M 4M 5M 5M 5M 5M 5M 5M 5M 6M 6M 6M 6M 6M 6M 6M 6M 6M 6M

N88-off

N89-off

N89-on-tc N88-off

N88-on N88-off N89-on-tc N88-off N88-on N88-off N89-on-tc N88-off

N89-off

N89-off

N88-on N88-on N88-off

N89-off N89-off N89-off

N89-on-tc

sion is shifting through each of the gears. Compare this with the time column so you can see how quickly the computer can control these solenoids. Considering this along with the drive-clutch drums being equipped with balance pistons, the clutch apply and release can respond more rapidly to these

commands than they could without them. TD

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