TD-VB-01-10 diagnoza bloku.pdf

AW Six-Speed

Valve-Body Diagnosis

By Bob Warnke

©Sonnax 2010

encing the determined hammering of pileated

woodpeckers. If you are not familiar with

what a pileated woodpecker looks like, you may re-

call the “Woody the Woodpecker” cartoon on TV back

in the day. For animation, add the audio effects of an

air chisel on a metal bench!

Once male and female birds have paired, they will

fiercely protect their territory from competitors, even

if it is only their own reflection in windows or vehicle

mirrors. And they won’t leave until they peck hard

enough to break the pane! Once the competitive threat

has disappeared, they move on to discover another

bird in another window or mirror. For property own-

ers, one solution is to cover the window with paper so

the birds can’t see their reflection.

You may be asking, ‘What does a woodpecker have

in common with an AW 6 transmission?’ Every win-

dow is an opportunity for a woodpecker, every AW 6

an opportunity for service. You need paper to resolve

the pileated problem, and you will need paper to di-

agnose the AW 6. Forgoing the paper when handling

either problem can result in wasted time and money.

Chances are you may already have some experi-

ence with the AW 55-50. A good way to begin under-

standing the AW 6 is to compare the main operating

difference between it and the AW 55-50.

The AW 55-50 uses three linear solenoids to control

clutch pressure (SLS), line rise (SLT) and TCC (SLU).

The SLT and SLS solenoids are multipurpose and de-

pend upon the valve position of five on-off shift sole-

noids.

In the AW 6 each clutch has a designated linear so-

lenoid, reacting on a clutch-control valve. The control

valves regulate each clutch circuit independently. The

two on-off solenoids are cycled at the beginning of

each upshift or downshift from third to sixth to inter-

rupt oil flow to the clutch. Controller-area-network

(CAN) control, adaptive learning, hill hold,

forward/reverse engagement and converter-clutch

operation are all more refined in the AW 6 than they

were in the 55-50.

Aisin has designed the hydraulics so that one TCM

program can be used in multiple vehicles. This re-

duces development time for AW. It also benefits us.

Although transmission and valve-body parts do not

interchange, the diagnostic routine explained here

will apply to all the AW6 FWD units.

Transmission identification

TF-60SN/09G in VW: Oil pan is on the bottom.

TF-81SC in Ford/Mazda: Wide oil pan facing radi-

ator; longer case.

TF-80SC/AF-40 in Volvo/PSA/Saab: Narrow,

deeper oil pan facing radiator; shorter case.

Use the power-flow chart ( Figure 1 ) and the valve-

Solenoid-Power Flow

AW6 FWD

Range

Solenoid

Clutch

Brake

O.W.C .

Ford/Volvo/PSA

SSC

SLC1

SSD

SLC2

SSE

SLC3

SSF

SLB1

SSA

SSB

C-1

C-2 C-3

B-1

Band

B-2

Clutch

F-1

N92#5 N282#9 N90#3 N283#10 N88

N89 K-1

K-2 K-3

B-1

Clutch

B-2

Clutch

F-1

Neutral control

1st

2nd

3rd

4th

5th

6th

SSC & SSE solenoids have residual clutch pressure

feeding back to the opposing clutch-control valve

X=On =Off Z=On during engine braking Cy=Cycled during upshift/downshift

Solenoid for Clutch C-1 C-2 C-3 B-1 TCC applies after 2-3 shift, modulated slip during upshift/down shift.

Resistance – Ohms 4.0-8.0 4.0-8.0 4.0-8.0 4.0-8.0 10-16 10-16

Linear solenoids operate at 300Hz

Solenoid Flow

N.O. N.O. N.O. N.O. N.C. N.C.

N91/TCC/SLU is N.C.; N93/EPC/SLT is N.O.

H ere in the northern Midwest, we are experi-

Example

C-3 adjuster: Turn screw

outward to increase C-3

clutch pressure. 1/4 turn

is about 4 psi clutch

difference. Would suggest

1/2 turn first attempt.

Ford/Mazda

Hill hold, N-D, 4-5, 5-4

TCC solenoid

Reverse

2-3, 4-5

3-2, 5-4

3-4

4-3, 6-5, 6-3

SSC

SSE

SSD

3-4, 4-3

SSF

1-2, 3-2

5-6, 6-5

Alignment holes (3)

Line rise & shift quality

body illustrations ( figures 2 and 3 ) to

begin diagnostics.

One of the focal points for diag-

nostics should be monitoring C-

2/N282 and C-3/N90 solenoid

activity. Common complaints with

this valve body include 2-3 flare, loss

of or slip on 3-4, and harsh coast 5-3

or 4-3 downshifts. Each linear sole-

noid reacts on a clutch-control valve,

which then affects clutch application

and release. Having one solenoid for

each clutch allows for “skip-shift”

upshifts and downshifts. Without a

scan tool or pressure gauge, identify-

ing which solenoid, clutch or clutch-

control valve is being activated

becomes very difficult.

As the torque-converter clutch

generally applies after the 2-3 shifts,

TCC application can easily be con-

fused with a 3-4 shift. The TCM mod-

ulates TCC slip or releases the

converter briefly during upshifts and

downshifts. The TCM can use lockup

to control engine braking in certain

applications.

Test drive

To begin, you will need the power-

flow chart to help identify which so-

lenoid or clutch valve requires

TF-60SN

1 – primary

pressure regulator

2 – secondary

pressure regulator

Control-valve index:

Min. 0.187 in.

(4.74mm),

max. 0.220 in.

(5.58mm) from

end of

casting

G 193

N88

Alignment pin

N 89

G 194

N 93

EPC

N 91

TCC

Alignment

N 90 K3

N 283 B1

N 282 K2

N 92 K1

Use 2 alignment pins of 0.238-inch diameter

continues next page

Comparing two rpm inputs will

identify each shift, as well as TCC

full application/zero slip or partial

modulation. The test drive should

identify the complaint as being re-

lated to a specific clutch or to all

shifts. If only one clutch is in-

volved, focus on the linear sole-

noid and clutch-control valve that

exhaust and charge that clutch.

The AW6 input-speed graph

( Figure 4 ) shows engine speed in

red and turbine speed in green.

Two shifts have been captured in

this graph, showing a compatible

ramping of the two signals

throughout.

Pressure testing

Figure 5 shows typical C-1

clutch pressure. With harsh up-

shifts and downshifts, it is com-

mon to have elevated line

pressure, which can be caused by a

worn main pressure-regulator bore

or PCA solenoid. To isolate this,

tap into C/K-1 pressure, clear the

codes and monitor N93/PCA am-

perage. With elevated line pres-

sure, engagements become harsh

and downshifts bumpy, and the 2-

3 develops a flare under light ac-

AW 6 Input Speeds

attention. A scan tool with graph-

ing capability is the second of three

requirements for that drive. The

third requirement is unusual: If

possible, have the vehicle owner

drive and duplicate the concern, or

at least provide a detailed descrip-

tion of how to duplicate the prob-

lem. Because this is a six-speed

with skip-shift capability and a

modulated converter clutch, dupli-

cating and isolating the driver’s

complaint can be very difficult.

Operator driving habits, TCM

adaptability and terrain will all

greatly affect the shift strategy.

I would suggest graphing in real

time, monitoring engine speed and

turbine speed. When shift quality

is smooth and correct, turbine

speed will parallel engine speed.

With a flare/neutral condition, the

engine speed spikes up. With a

bind or bumpy shift caused by an

overlap issue, the turbine speed

will dip at the beginning of the

shift. Generally one shift will have

the problem, so you could compare

a good rpm ramp with a poor rpm

ramp.

Typical C-1 Clutch Pressure (Typical of All FWD AW6)

BAR

PSI

225 Stall

Drive

13.8

200

13.1

190

190, 180

just prior

to down-

shifts

12.4

180

160

10.3

150

9.6

140

8.9

130

8.2

120

7.6

110

6.8

100

6.2

5.5

58-61 D/idle

4.8

4.1

3.4

19-20 C-1

2.7

0.68

P, N

Point of engagement,

1.2 seconds

Park to Drive

2-3 shift & 3-4

4-5

5-4, 6-4

4-3-2

Drive acceleration to 1-2 shift

Amount of line rise is torque proportionate.

11.7

170

1.4

celeration. Elevated line pressure

may not set or be caused by codes.

With the complaint of harsh

shifts from 3 to 6 and 6 to 3, and

C/K-1 pressure has not been ele-

vated, you should tap TCC release

( Figure 6 ). As mentioned, the TCM

strategy brings the converter

clutch on directly after the 2-3

shift. It will go to full application

at light load. If you are graphing

engine and turbine speed, lines

should be overlaid at full applica-

tion. TCC will be modulated off to

disconnect the turbine shaft during

subsequent upshifts and down-

shifts. If this control is not evident

on your graph and release-pres-

sure test, inspect the TCC control

bore for wear. The scan tool will

indicate an amperage change, but

the TCC release pressure will not

be affected ( Figure 7 ).

If the vehicle is driven in this

condition for too long, the convert-

er lining can be damaged.

Clutch-circuit testing

Transmission circuits can be

tested in the vehicle as explained

earlier or with the valve body re-

moved. For a wet air test (WAT),

prime the circuit with ATF, then

follow by applying 40-60 psi of air.

The familiar “dull thud” of a pis-

ton stroke confirms a good circuit.

During the WAT, if the pressure

drops and the

clutch does not

apply, or vents,

you have identi-

fied a leak. On

the 09G, for ex-

ample, if the K-2

piston does not

stroke or fluid

exhausts from

another port, the

K-2 case sleeve

may have rotat-

ed.

fault, or you are inspecting a valve-

body core for future use, inspect

the bores mentioned previously.

Exploded view, vacuum-testing lo-

cations for each bore, and relief

and spring identification are avail-

able at the Sonnax Web site,

www.sonnax.com.

As mentioned, the TCC control

tends to wear first, then solenoid

modulators, followed by K-2/K-3

clutch control and then main or

secondary regulator valves. If your

test drive indicated a harsh shift in

one gear and line pressure is good,

focus on the specific clutch-control

valve identified in the power-flow

chart. Bore wear in this type of

valve body is similar in appear-

ance to that found in AW 55-50 or

other units. Wear appears as a pol-

ished half-moon area, typically on

the loaded side of the bore and at

the ends of the valve travel. The

valves themselves rarely have wit-

ness marks or evidence of a prob-

lem.

Diagnosis and the pileated prob-

lem At this point you should realize

that this transmission offers a large

window of opportunity. The fact is

that paper can help you isolate a

problem in the AW 6; being hasty

in your evaluation could cost

money by unnecessary transmis-

sion removal and misdiagnosis.

For those of us with a pileated

woodpecker breaking windows,

we should remember the follow-

ing:

Cover the windows with paper

for at least two weeks, allowing

time for the birds to find another

territory. Taking the paper down

too early will result in the wood-

pecker coming back to finish the

job. This results in time and money

to repair damage.

To examine the valve bodies,

their vacuum-test locations and

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