09G

IntroductionThe 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.

AUTOMATIC TRANSMISSION SERVICE GROUP18635 SW 107TH AVENUE

CUTLER BAY, FLORIDA 33157(305) 670-4161

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.

JIM DIALSENIOR CONSULTANT

ED KRUSETECHNICAL CONSULTANT

WAYNE COLONNAPRESIDENT

GERALD CAMPBELLTECHNICAL CONSULTANT

DALE ENGLAND TECHNICAL CONSULTANT

GREGORY LIPNICKTECHNICAL CONSULTANT

RICHARD GRAHAMTECHNICAL CONSULTANT

JON GLATSTEINTECHNICAL CONSULTANT

DAVID CHALKERTECHNICAL CONSULTANT

GREG CATANZAROTECHNICAL CONSULTANT

GABE DE LOS REYESTECHNICAL CONSULTANT

ROLAND ALVAREZTECHNICAL CONSULTANT

The information and part numbers contained in this booklet havebeen carefully compiled from industry sources known for their

reliability, but ATSG does not guarantee its accuracy.

Copyright © ATSG 2009

PETER LUBANTECHNICAL SUPERVISOR

1st PrintingJanuary 2009

INDEX

WWW.ATSG.COMWWW.ATSG.BIZ

Introduction.......................................................................................................Application Chart...............................................................................................Pressure Testing.................................................................................................Internal Wiring Harness.....................................................................................Wiring Diagram.................................................................................................Valve Body.........................................................................................................Solenoid Information.........................................................................................Case Passage Identification................................................................................Clutch Assemblies.............................................................................................Sprag Rotation...................................................................................................Fluid Specification.............................................................................................ATSG Bulletins..................................................................................................Data Block Information.....................................................................................Solenoid Amp Chart...........................................................................................Clutch Adapt Re-Set...........................................................................................Codes.................................................................................................................Transmission Digest Articles.............................................................................

3 7 8 12 16 18 23 28 32 37 38 41 53 56 58 62 65

Copyright © ATSG 2009

TF60-SN09G/09M

09K - Overseas

AUTOMATIC TRANSMISSION SERVICE GROUP18635 S.W. 107 AVENUE

CUTLER BAY, FLORIDA 33157(305) 670-4161

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 A2 2006-On 2.0L 09G (TF-60SN)AUDI A4 2006-On 2.0L 09G (TF-60SN)AUDI TT 2003-04 1.8L 09G (TF-60SN)BMW Mini Clubman 2008-On 1.6L 09G (TF-60SN)BMW Mini Cooper 2002-On 1.6L 09G (TF-60SN)SEAT Altea 2004-On 09G (TF-60SN)SEAT Leon 2005-On "1.4, 1.6, 2.0L" 09G (TF-60SN)SEAT Toledo 2004-On "1.6, 1.9, 2.0L" 09G (TF-60SN)VW Beetle 2005-On "1.8, 1.9, 2.0, 2.5L" 09G (TF-60SN)VW Eos 2007-On "2.0, 3.2L" 09G (TF-60SN)VW Jetta 2005-On "1.9, 2.0, 2.5L" 09G (TF-60SN)VW Passat 2006-On 2.0L 09G (TF-60SN)VW Tiguan 2008-On "1.4, 2.0L" 09G (TF-60SN)VW Touran (Non US) 2003-On "1.6, 1.9, 2.0L" 09G (TF-60SN)VW Passat 2006-On 3.6L 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.

TF60-SNPRELIMINARY INFORMATION

Automatic Transmission Service Group

3Te 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

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.

Selector Lever

The appearance of the selector lever may vary for different vehicles however, the operation and the functionremains 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.

Thumb Paddles

Lock Button


Downshift Button (E439)

Upshift Button (E438)

- +

ATSG


4 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

Copyright © 2009 ATSG


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 RPM’s 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.




40

50

60

60

40

20

0

70

50

30

10

9050 130 0

1/21/1

PRNDS

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.

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).

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”.

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 130º 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.

TCC - OFF

RegulatedTCC Apply

Fully AppliedTCC

En

gin

e L

oad

Vehicle Speed



K3 K1 B1 F1 B2 K2

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

CLUTCH APPLICATION CHARTComponent

Gear1st Gear2nd Gear3rd Gear

4th Gear5th Gear

6th GearRev Gear

K1X

K2 K3

X

B1

X

X

B2X* X

F1

XXX X

XX

X

X X


Application Chart

Figure 1




K1 K2 Lube B2 TCC Release



Pressure Taps

Figure 2




2400. 7540

2024330a

K3



Pressure Taps

Figure 3



B1



Pressure Taps

Figure 4




Lube



Pressure Taps

Figure 5





GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO

Wiring Harnessfrom 8 terminalCase Connector

(ISS, OSS & TFT)

Wiring Harnessfrom 14 terminalCase Connector(All Solenoids)

OSS BlueClip Connector

(G195)

ISS WhiteClip Connector

(G182)

TransmissionFluid Temp. Sensor

(G93)

ISS G182The 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 G195The 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 G93Transmission 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.


Internal Harness

Figure 6




GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO

N89(#2 Sol.)

N88(#1 Sol.)

N90(#3 Sol.)

N91(#4 Sol.)

N92(#5 Sol.)

N93(#6 Sol.)

N282(#9 Sol.)

N283(#10 Sol.)

Hydraulic Pressure Senders G193 and G194The 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 N89Solenoid 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 N283Solenoid 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


Solenoid Identification

Figure 7

Hydraulic Pressure

Sender # 2 (G194)

Hydraulic Pressure

Sender # 1 (G193)



1

13

11

9

7

5

3

2

4

6

8

10

12

14

Solenoid

Number (Name)

Positive Meter Lead

Terminal # (Wire Color)

Solenoid # 1 (N88)

Solenoid # 2 (N89)

Solenoid # 3 (N90)

Solenoid # 4 (N91)

Solenoid # 5 (N92)

Solenoid # 6 (N93)

Solenoid # 9 (N282)

Solenoid # 10 (N283)

1 (White)

2 (Black)

7 (Lt. Blue)

11 (Lt. Green)

3 (Yellow)

13 (Green)

5 (Red)

9 (White)

Negative Meter Lead


Case Ground

Case Ground

8 (Lt. Green)

12 (Brown)

4 (Purple)

14 (Grey)

6 (Blue)

10 (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

View looking into the 14 terminal transmission case connector

The internal wire colors are provided in the chart above.


Solenoid Case Connector


Figure 8



1

7

5

3

2

4

6

8


Sensor

ID (Name)

Positive Meter Lead


TFT (G93)

ISS (G182)

OSS (G195)

PS1 (G193)

PS2 (G194)

1 (Orange)

3 (White)

5 (Tan)

7 (N/A)**

8 (N/A)**

Negative Meter Lead


2 (Orange)

4 (Red)

6 (Blue)

Case Ground

Case Ground

Resistance

(Ohms)

37.0 - 51.0 K W @ -30º C

5.0 - 8.0 K W @ 10º C

3.0 - 5.0 K W @ 25º C

230 - 265 W @ 110º C

100 - 120 W @ 145º C

5.0 M W*

5.0 M W*

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.


TFT and RPM Sensor Case Connector

Open

Open


Figure 9



OSS

TFT Sensor

Tiptronic Switch

CAN Communication

PowerSupplyRelay

Fuse

Fuse

Battery

N90

N89

N88

38 SP+

50 SP-

NIN+

NIN-

45 TFT +

8 TFT -

48

46 CAN-H

34 CAN-L

27 IGN

3 B+

1 GND

41S1

15S2

30S3+

18S3 -

5S4 +

43S4 -

3S5 +

4S5 -

31S6 +

17S6 -

16S9 +

32S9 -

4S10 +

44S10 -

TCMJ217


N91

N92

N93

N282

N283

1

2

7

8

11

12

3

4

13

14

5

6

9

10

2

Gear LeverPosition Sensor

47

36

22

10

1

9

5

7

218

Data BUS On Board Diag. Interface

5

6

51

39

3

4ISS

1

2

24 Press. Sw. 1

25 Press. Sw. 28

7Some Models

28 IGN

8 Terminal Trans. Case Conn.

14 Terminal Trans. Case Conn.

Typical VW Wiring

Figure 10



View looking into the TCM (J217)

View looking into the 52 pin J217 connector

1 2 3 4 5 6 7 8 9 10 11 12 13 14

15 16 17 18 19 20 21 22 23 24 25 26

29 30 31 3227 28 33 34 35 36 37 38 39 40

41 42 43 44 45 46 47 48 49 50 51 52

Solenoid

Number (Name)

Positive Meter Lead


Solenoid # 1 (N88)

Solenoid # 2 (N89)

Solenoid # 3 (N90)

Solenoid # 4 (N91)

Solenoid # 5 (N92)

Solenoid # 6 (N93)

Solenoid # 9 (N282)


TFT (G93)

ISS (G182)

OSS (G195)

PS1 (G193)

PS2 (G194)

41 (Black/Violet)

15 (Black/Grey)

30 (Yellow/Violet)

5 (Green/Violet)

42 (White/Violet)

31 (Grey)

16 (Brown/Violet)

4 (Blue/Green)

45 (Violet)

51 (White)

38 (White)

24 (Violet/Grey)

25 (Green/Grey)

Negative Meter Lead


1or2 (Brown)

1or2 (Brown)

18 (Yellow/Green)

43 (Yellow/Blue)

6 (Violet/Green)

17 (Green/Grey)

32 (Blue)

44 (Violet/Yellow)

8 (Violet/White)

39 (Brown)

50 (Green)

1or2 (Brown)

1or2 (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

External harness wire colors are provided in the chart above and may vary depending on year, makeand model of vehicle.


TCM J215 Connector


Figure 11



Spring.628” height..251” coil d..036” wire d.8 coilsID color - orange

Spring.380” height..163” coil d..018” wire d.10 coilsID color - red

Spring.560” height..249” coil d..043” wire d.8 coilsID color - blue

Spring.595” height..249” coil d..025” wire d.12 coilsID color - white

N8

8

N8

9

Lower Valve Body

38

GA

U6

A0

69

84

2D

50

C2

DC

B6

A0

90

6

50

C2

FBX

6A

08

57

4

10

B2

ABY6

A0

94

12

50

C4

CC

P6

A0

92

14

50

C4

CC

P6

A0

92

12 N

90

N283

N2

82

N9

2

N9

3

N9

1 Copyright © 2009 ATSG

Figure 12

Cooler LubeLimit Valve

K2 Clutch and Accumulator Check Valve

Cooler BypassValve

B2 Reverse Directional Control Valve

Solenoid Regulator Valve for Solenoids: N88, N89,N90, N282 and N283

Sec

onda

ry P

R V

alve

Pri

mar

y P

R V

alve

Man

ual

Val

ve

K3

Reg

ulat

or V

alve

B1

Reg

ulat

or V

alve

K2

Reg

ulat

or V

alve

K1

Reg

ulat

or V

alve




0.210” Check Ball

Basket FilterFor Solenoid

Regulator Valves (open end faces

spacer plate)

Middle Valve Body(Lower Side)

Figure 13

B1 Clutch Check Valve


Primary toSecondary PRValveCheck Valve

TC

C S

wit

ch V

alve

B2

Swit

ch V

alve

(St

roke

d by

N89

)

4-5-

6 &

B2

Clu

tch

Rel

ay V

alve

(St

roke

d by

N88

)




Middle Valve Body(Upper Side)


Figure 14





Gre

en

Gre

enG

reen

Lt.

Blu

eP

ink

Gre

enG

reen


Spring.432” height..374” coil d..052” wire d.4 coilsID color - none

Upper Valve Body #1(Top and Bottom)


Figure 15

K1 K2

K3B2

Main Line Pressure Limit Valve

K3/B1 Check Valve




0.210” Check Ball

Gre

enG

reen

Spring.798” height..335” coil d..033” wire d.7 coilsID color - Dk. Green


Upper Valve Body #2(Top and Bottom)


Figure 16

LP

Pressure Control Solenoid (N93) Limit Valve

B1 Pressure Limit Valve

Cooler Pressure Limit Valve

Solenoid Regulator Valve for Solenoids: N91, N92and N93

TC

C R

egul

ator

Val

ve




50

C4

50

C4.032”

X

N90 - N92 - N93 - N282 - N283Solenoid Operation

X

Solenoid Off Solenoid On

X


Solenoid Details

Figure 17




38

GA

U6

A0

69

84

2D

X


X

X

X

X

X

.032”

N91Solenoid Operation


Solenoid Feed


Solenoid Details

Figure 18




1 2+

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

OFF

RPM

RPMCOMmAA

V

V

mVW

W

VmAA

mAA

5.6 W

12-21 W Bulb

OFF

ON

Valve should stroke

50

C4

50

C4


5.0 - 5.6 Ohms

Figure 19




OFF

RPM

RPMCOMmAA

V

V

mVW

W

VmAA

mAA

5.6 W

12-21 W Bulb

OFF

ON

Valve should stroke

38 GAU6A069842D

38 GAU6A069842D


Bench Testing the SLU Solenoid(N91) 5.0 - 5.6 Ohms

1 2+

Figure 20





OFF

RPM

RPMCOMmAA

V

V

mVW

W

VmAA

mAA

12.7 W

Bench Testing S88 and S89

11 - 15 Ohms

X

OFF

ON

Solenoid should open

In

Out

Ex

S88 and S89 are Normally Closed Solenoids. Without electricity the inlet portis blocked and the outlet port is open to exhaust.


Figure 21



To Cooler from VB (1)

TCC Apply

TCC Release

Pump Inlet Pump Outlet

B1 K1 K3

B2 K2


Blocked by Pump

Differential LubeFrom VB (1)

Front Planet Lube (1)

K1 Pressure TapTCC Release Pressure Tap Lube

TCC Apply

TCC Release

B1K1

K3FrontPlanetLube(3)

To B1 Pressure Tap

Pump InletPump Outlet

Cooler Return To VB (5)

Through Pump


Through Pump


Through Pump

Passage I.D.

Figure 22

Case passage ID with the heat exchanger attached to thetransmission




7

Converter Case Cover

Transmission Case Cover

TransCooler

To Cooler From VB (2)

To Cooler From VB (3)

Pipe To Cooler From VB (4)

Cooler In From VB (5)

Cooler ReturnTo VB (1)Through

Pump


Through Pump

Cooler Return PipeTo VB (2)

Through Pump


Through Pump


Through Pump



To B1 Pressure Tap

Front PlanetLube (2)

K3

K1

B1

Pump OutletPump InletBlockedby Pump

TCC Release

TCC Apply


Passage I.D.

Figure 23




To External Cooler from VB (1)

TCC Apply

TCC Release

Pump Inlet Pump Outlet

B1 K1 K3

B2 K2


Blocked by Pump


Front Planet Lube (1)

K1 Pressure TapTCC Release Pressure Tap Lube

TCC Apply

TCC Release

B1K1

K3FrontPlanetLube(3)

To B1 Pressure Tap

Pump InletPump Outlet

To External Cooler Through Pump (6)


Through Pump

External Cooler Return

To VB (2)

Passage I.D.

Figure 24

Case passage ID with the heat exchanger (cooler) separatefrom thetransmission

Cooler Lube Filter




7

Converter Case Cover

Transmission Case Cover

To External Cooler From VB (2)

To External Cooler From VB (3)

Pipe To External Cooler From VB (4)

To external cooler (5)

To external Cooler Through Pump (7)

To external Cooler From Pump (8)



To B1 Pressure Tap

Front PlanetLube (2)

K3

K1

B1

Pump OutletPump InletBlockedby Pump

TCC Release

TCC Apply


Passage I.D.

Figure 25

To external Cooler From Pump (9)

External Cooler Return

To VB (1)




K1 Clutch Drum Assembly


Figure 26






Figure 27






Figure 28




B1 Clutch Brake Assembly


2.9mm (0.113”)

3

2.4mm (0.95”)

Cushion Plate(Sits like a cone )

This end face pump. The piston to applythis clutch is in the pump. There is nosnap ring as the caged piston return

spring assembly sits between the pistonand the cushion plate retaining the assembly.

Bottom Plate is steppedwith stepped side down


Figure 29







23.6mm (0.142”)

3.1mm (0.122”)

Piston sits in the bottomof the case

Figure 30




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 sprag’s inner race.

Using the carrier’s pockets as shown, the inner race rotation can be easily checked by hand )


Sprag Rotation

Figure 31




VW Technical Data

Manufacturer AISIN Co., LTD. Japan

Transmission Type Electro-hydraulically controlled 6-speed planetary gear with hydrodynamic torque converter and traction controlled torqueconverter lock-up clutch for front wheel drive and transverse installation.

Control Hydraulic control module (Valve Body) in oil sump with an externalelectronic control module.

Dynamic Shifting Program (DSP) with separate Sport program in “Position S” and the Tiptronic shifting program for manual gearchange (optional with Tiptronic steering wheel)

Torque Performance Up to 332 lbs-ft (450 Nm), depending on version

Intermediate drivefor code lettersGSY/GJZ

No. of teeth 52/49 = 1.061

Final Drive GSY No. of teeth 61/15 = 4.067

Final Drive GJZ No. of teeth 58/15 = 3.867

ATF Specification G 052 025 A2

Filing amount 7.4 quarts (7.0 liters) [initial fill] lifetime filling

Weight Approximately 182 lbs. (82.5 kg).

Length Approximately 13.8 inches (350 mm)

Spread 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 lowerstransmission gear ratio and increases driving dynamics.


Figure 32




Check and Fill Plug

Fluid LevelStand Pipe

Fluid Level

Figure 33






GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO

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.

Solenoid N88 and N89 were accidently cross connected.

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.

TF60-SNNO 4th, 5th, 6th OR REVERSE

Complaint:

Cause:

Correction:

N89Black Wire

(#2 Sol.)

N88White Wire

(#1 Sol.)

Figure 34



VW/AUDI09M/09M TF60-SN

NO REVERSE NEUTRALS IN THIRD

COMPLAINT:

CAUSE:

CORRECTION:

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.

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.

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.



GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO

N89(#2 Sol.)

N88(#1 Sol.)

N90(#3 Sol.)

N91(#4 Sol.)

N92(#5 Sol.)

N93(#6 Sol.)

N282(#9 Sol.)

N283(#10 Sol.)

SOLENOID LOCATIONS


SOLENOID & CLUTCH APPLICATION CHARTComponent

Gear

1st Gear2nd Gear3rd Gear

4th Gear5th Gear

6th GearRev Gear

K1 K2 K3 B1 B2

On

F1Pressure Control Solenoids

N92S-5

N282S-9

N90S-3

N283S-10

N93S-6

N91S-4

On*

OnOn

OnOn

On

OnOnOnOnOn

OnOnOn

PWM

PWM

PWM

PWM

PWM

PWM

PWM

PWM

PWM

PWM

PWM

PWMOffOffOffOffOnOnOn Off OnOn

On On OnOn On OffOn Off OnOff On On

OnOffOffOff On Off




Figure 35

GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO


(ISS, OSS & TFT)



(G195)


(G182)


(G93)


Figure 37

GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

91

73

T5

EO


(ISS, OSS & TFT)



(G195)


(G182)


(G93)

INCORRECTInternal Harness

Routing

Figure 36

CORRECTInternal Harness

Routing

Solenoid #9(N282)

Solenoid #3(N90)

Solenoid #9(N282)

Solenoid #3(N90)

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.

09M models route the upper and lowerharnesses from the

right side of thevalve body with a

hold down bracket.



1

13

11

9

7

5

3

2

4

6

8

10

12

14

Solenoid

Number (Name)

Positive Meter Lead


Solenoid # 1 (N88)

Solenoid # 2 (N89)

Solenoid # 3 (N90)

Solenoid # 4 (N91)

Solenoid # 5 (N92)

Solenoid # 6 (N93)

Solenoid # 9 (N282)


1 (White)

2 (Black)

7 (Lt. Blue)

11 (Lt. Green)

3 (Yellow)

13 (Green)

5 (Red)

9 (White)

Negative Meter Lead


Case Ground

Case Ground

8 (Lt. Green)

12 (Brown)

4 (Purple)

14 (Grey)

6 (Blue)

10 (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


14 TERMINAL CASE CONNECTOR AND INTERNAL HARNESS I.D.


Figure 38



Figure 39



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.

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.

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.

TF60-SN

K2 CLUTCHSTEEL SEALING

RING SLEEVE

COMPLAINT:

CAUSE:

CORRECTION:

SLIPPING 3-4 OR NEUTRAL 3-4


An apparent loss of lubrication fluid causing premature failure of the transmission’s drivetrain immediately after a main case or valve body exchange.

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.

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

TF60-SNLOSS OF LUBRICATION

Complaint:

Cause:

Correction:



TransCooler

Cooler In

Cooler Return



Figure 40

To external heatexchanger (Cooler)(cooler line pockets

are in the main case)

External heatexchanger

(Cooler) return

Converter housing case half with heat exchanger.

Converter housing case half without heat exchanger.




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


Heat exchanger(Cooler) Return

Figure 41

Main case half for a heat exchangermounted on the converter housing.

Main spacer plate to case for a case whichhas an attached heat exchanger

Heat exchanger(Cooler) Return

into the valve bodyfor lubrication

distribution




To Remote Heat Exchanger(Cooler)


External HeatExchanger

(Cooler) Return

Figure 42

Cooler Lube Filter

Main case half for a remote heat exchanger.

Remote heat exchanger

(Cooler) Returninto the valve body

for lubricationdistribution

Main spacer plate to case for a case whichhas a remote heat exchanger



K3 CLUTCH CROSS-SECTIONAL VIEW

K3 Clutch Drum

K3 Clutch Apply Piston

K3 ClutchBalance Piston


Feed (Lube circuit)K3 Clutch

Piston Feed

K3 ClutchBalance PistonControlled leak

Pump

Stator Support


VW/AUDI09M/09M TF60-SN

HARSH REVERSE THIRD &FIFTH GEAR

COMPLAINT:

CAUSE:

CORRECTION:

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.

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.

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.

Figure 43



K3 CLUTCH "OFF"

K3 Clutch Drum

K3 ClutchApply Piston



Feed (Lube circuit)K3 ClutchPiston Feed


Pump

Stator Support


K3 Clutch Drum

K3 ClutchApply Piston



Feed (Lube circuit)K3 ClutchPiston Feed


Pump

Stator Support

K3 CLUTCH "ON"

Figure 45

Figure 44





Figure 46

K3 CLUTCH DRUM EXPLODED VIEW

K3 CLUTCHDRUM

K3 CLUTCHPISTON

K3 RETURNSPRING

K3 BALANCEPISTON K3 CLUTCH

ASSEMBLY



TF60-SN/09-G 09-MDESCRIPTION OF DATA BLOCKS

VW/AUDI

CONTROL MODULE SELECTION

02 Auto Trans

GROUP SELECTION

08 Measured Blocks

001

Engine Speed

xxxx

Trans RPMG182 (Input)

xxxx

Trans RPMG195 (Output)

xxxx

Driving Mode

Park = 0Reverse = RNeutral = 0Drive = 1H-6H 3M-6M (Tcc)

002 xxxx

G182 (Input)Voltage

1.440v

Trans RPMG195 (Output)

xxxx

DataBlock

Trans RPMG182 (Input)

G195 (Output)Voltage

1.440v

003

AcceleratorPedal Position%

0-100%

VSSkm/h

xxxx

Driving Manner

DS= DriveTT= Manual


Driving Mode

004


0-100%

DeclinationRecognitionSelector Lever

P-R-DS or Manual


Driving Mode

LevelDW (downhill)UP (uphill)

Copyright © 2008 ATSGCopyright © 2009 ATSG

*Note= There are many duplications of information listed in the data blocksthis is to aid the technician when monitoring specific groups

.50v-1.440v .50v-1.440v



Figure 47

MEASURED BLOCKS CONTINUED

08 Measured Blocks

005

Hill DrivingFactor

0.0%

Throttle ValveFactor

006 84.0°C

Specified Current(TCC) Solenoid Valve 4 (N91)

.200A

Lock-upClutch Slip

xxxx

DataBlock

ATF TempG93

007

.100A Fully "Off"

.980A Fully "On"See Note*

008

Solenoid Valve 1Solenoid Valve 2 Battery Voltage


0.0%

Throttle DynamicIndex

Changesbased onsnap ofThrottle


0-100%

Lock-upClutch Slip

xxxx

Solenoid Valve 5 (N92)


.100A Fully "Off"



.100A Fully "Off"



.100A Fully "Off"


(LP) Solenoid Valve 6 (N93)

.200A to .940ABased on

engine load

(TC) Solenoid Valve 4 (N91)

.200A to 1.0ABased on

load and PCMTCC strategy

00000000

00000000

N89 N88

0= Off1= On

11- for M110- for Tcc On

13.6V

009

Brake PedalSwitch

00000000

Kick-downSwitch Selector Lever

Multifunction Switch

00000000=Off00000011=On

00000010

May be modeldependant

no state change

P-R-N-DManual

00000000

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

*Note= Amperage changes during shift transitions S=00001111



Figure 48

MEASURED BLOCKS CONTINUED

08 Measured Blocks

010 94.0°C .60V

Trans Condition

Blank

DataBlock

ATF TempG93

011 OFF or ON

012

TransferrableTorque


VoltageSupply

13.50V

Brake SwitchCondition (F47)

LockingSL

P/N =LockedPress Brake = --

TiptronicRecognition

P-R-N-D= BlankManual= M

100.0%

ATF TempVoltage

Speed

0.0km/h

Selector Lever

P-R-N-DManual

Selector Lever

P-R-N-DManual


Driving Mode

013 00000000

Selector Lever

P-R-N-DManual

Multifunction Switch

00000000

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


P-R-N-D= BlankManual= M

UP Button =UPDN Button = Down

014

APPCondition

00000000

Idle SwitchCondition


0-100% N/A

Off Idle=00000000At Idle=00000001

S=00001111


D=00000000M=00001000

UP=00011000DN=00001100



Figure 49


SOLENOID APPLICATION CHART

SOLENOIDGEARRANGE

Park Reverse NeutralDrive1H

Manual1H 2H

3H 4H 5H6M3M 4M 5H6H

SV5-N92 (K1)

SV9-N282 (K2)

SV3-N90 (K3)

SV10-N283 (B1)

SV6-N93 (LP)

SV4-N91 (TC-PWM)

SV2-N89

SV1-N88

.100A

.100A

.980A

.980A

.980A

.200A

0

0

.980A

.980A

.100A

.980A

.980A

.200A

0

0

.980A

.980A

.980A

.980A

.980A

.200A

0

0

.200A

.100A

.980A

.980A

.980A

.980A

.200A

.100A

.980A

.980A

.980A

.740A

10

0

.100A .100A .100A .980A .980A

1

.980A

.980A

.100A

.860A

.200A

0

0

.980A

.100A

.980A

.980A

.990A

.200A

3H=03M=1

0*-1

.100A

.980A

.980A

.980A

.990A

.200A

4H=04M=1

.100A .100A

.980A

.100A

.740A .740A

.100A

.980A

.990A

.200A

5H=05M=1

.990A

.200A

6H=06M=1


CLUTCH APPLICATION CHARTComponent

Gear1st Gear2nd Gear3rd Gear

4th Gear5th Gear

6th GearRev Gear

K1X

K2 K3

X

B1

X

X

B2X* X

F1

XXX X

XX

X

X X

Description of terms: .100A= Very Low amperage

Solenoid OFF

.980A= Very High amperageSolenoid ON

SV1&2-N88&89 0 =OFF1=ON

0*-1= OFF or ONDuring 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.

0*-1 0*-1 0*-1



Figure 50


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.



Figure 51

Additional Solenoid Details


VCDSRelease 805.1

VCDS: Main Screen

Select Control Module Auto-Scan Control Module Finder

Program OptionsApplicationsOBD-ll Functions

Select Auto-Scan Control Module Finder

OptionsApplicationsOBD-ll

About Exit

Features consisting of severalbasic commands, like transportmode.

Select Comm Port. Set Debug andProtocol Options, etc.

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

Select an Individual Control Modulesuch as Engine, ABS, Airbag, etc.

An automatic scan of all controllersfor Fault Codes.

Scans an address range forISO9141 compliant control modules.

x

VW 09A & 09G2-3 FLARE -HARSH 3-4

DOUBLE BUMP 2-3 / DOWNSHIFT CLUNKS


COMPLAINT:

CAUSE:

CORRECTION:

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.

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 1This is the first screen that will appear after the vehicle is

plugged into the Lap-top. Press Select to select control module



Figure 52

Fault Codes-02

Measured Blocks-08

Single Reading-09

Comm Status

IC=1 TE=0 RE=0

Protocol:KW1 281

Controller Info

VAG Number:

Soft. Coding:

Extra:

Extra:

Component:

Shop #.

Readiness- 15 Login - 11 Coding - 07

Adaption - 10Basic Settings - 04

Output Tests - 03

VCDSOpen Controller

Basic Functions

These are "Safe" Refer to Service Manual!

Advanced Functions

Advanced ID - 1A

Adv. Meas. blocks Security Access-16

Close Controller, Go Back - 06

XXX XXX XXX XX

XXXXX XXX XXXXX

XX XX XXX X XXXX

XXXXXXXXXXXXXXXX XXXXXXXXXXXX

xVCDS Release 805.1: 01-Engine,Open Controller

VCDSSelect Control Module

VCDS Release 805.1: Select Control Module x

01-Engine 02-Auto Trans 03-ABS Brakes 08-Auto HVAC

09-Cent. Elect. 15-Airbags 16-Steering Wheel 17-Instruments

18-Aux .Heat 19-CAN Gateway 22-AWD 25-Immobilizer

35-Centr. Locks 37-Navigation 45-Inter. Monitor 45-Central Conv.

55-Xenon Range 56-Radio

Common Drivetrain Chassis Comfort/Conv. Electronics 1 Electronics 2

Go BackGo!Direct EntryAddress Word (01-7F):


Step 2- Select 01-Engine

Step 3- Select Adaption - 10



Figure 53

Fault Codes-02

Measured Blocks-08

Single Reading-09

Comm Status

IC=1 TE=0 RE=0

Protocol:KW1 281

Controller Info

VAG Number:

Soft. Coding:

Extra:

Extra:

Component:

Shop #.



Output Tests - 03

VCDSOpen Controller

Basic Functions


Advanced Functions

Advanced ID - 1A



XXX XXX XXX XX

XXXXX XXX XXXXX

XX XX XXX X XXXX



Channel

00

Stored value

New value

Test value

ReadUp

Dn

Up

Dn

Test Save Done, Go Back

Add to Log

xVCDS Release 805.1: 01-Engine, Adaptation

Fault Codes-02

Measured Blocks-08

Single Reading-09

Comm Status

IC=1 TE=0 RE=0

Protocol:KW1 281

Controller Info

VAG Number:

Soft. Coding:

Extra:

Extra:

Component:

Shop #.



Output Tests - 03

VCDSOpen Controller

Basic Functions


Advanced Functions

Advanced ID - 1A



XXX XXX XXX XX

XXXXX XXX XXXXX

XX XX XXX X XXXX



Channel

00

Stored value

New value

Test value

ReadUp

Dn

Up

Dn


Add to Log


---

000

000

Note: SAVE Ch. 00 Resets All Factory Defaults

Step 4- 00 will show up in the Channel window. Press the Read button

Step 5- 000 will show up in the New and test value windows. Channel 00 resets ALL Factory DefaultsPress Save



Figure 54Copyright © 2009 ATSG

Fault Codes-02

Measured Blocks-08

Single Reading-09

Comm Status

IC=1 TE=0 RE=0

Protocol:KW1 281

Controller Info

VAG Number:

Soft. Coding:

Extra:

Extra:

Component:

Shop #.



Output Tests - 03

VCDSOpen Controller

Basic Functions


Advanced Functions

Advanced ID - 1A



XXX XXX XXX XX

XXXXX XXX XXXXX

XX XX XXX X XXXX



Channel

00

Stored value

New value

Test value

ReadUp

Dn

Up

Dn


Add to Log


---

000

000

Note: SAVE Ch. 00 Resets All Factory Defaults

Yes

Save Value: 0To Channel: 00With WSC: 00066

Are You SURE?

No

?

xVCDS: ADP Save Conf.


Step 6- Press Yes to save All Factory Defaults

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



Figure 55


Figure 56

DTC

N88-SV1 Shift Solenoid 1, Circuit Error (Open or Short)

N89-SV2 Shift Solenoid 2, Circuit Error (Open or Short)

N92-SV5, K1 Control Solenoid Circuit Error (Open or Short)

N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit Error (Open or Short)

N93-SV6 Pressure Control Solenoid, Circuit Error (Open or Short)

Transmission Fluid Temp, (G93) circuit malfunction (Open or Short)

TCM to ECM Error, No Engine Speed Signal G28

Tiptronic Switch F189 implausible signal

Drive Train Data Bus Fault, No Communication

Torque Converter Clutch mechanical fault (slip)

Engine Control Module, DTC present

Throttle Position Sensor, No Signal CAN bus connection interupted

Selector Lever Lock Solenoid, Circuit Error N110 (Open or Short)

Control Module Faulty, (TCM)

00258

00260

00264

00266

00268

00300

01045

01192

00777

01236

01312

01314

65535

VOLKSWAGEN "VAG" DIAGNOSTIC TROUBLE CODES

DESCRIPTION

N90- SV3 K3 Control Solenoid Circuit Error (Open or Short)00262

Transaxle Range (TR) switch F125, circuit malfunction (Implausible signal)00293

N282-SV9, K2 Control Solenoid Circuit Error (Open or Short)00348

N283-SV10, B1 Control Solenoid Circuit Error (Open or Short)00349

System Voltage to Low 00364

Function restriction because of excess Trans Fluid Temp. 00453

00529

00541 ATF temp to high

Engine Torque signal no signal from ECM01166

ABS Module, No Communication, or ignition switched on with TCM unplugged01316

Speed signal from ABS Front Left wheel implausible01679

Speed signal from ABS Front Right wheel implausible01680

Speed signal from ABS Rear Left wheel implausible01681

Speed signal from ABS Rear Right wheel implausible01682

Wheel speed signals/vehicle speed implausible01683



Copyright © 2009 ATSGFigure 57

vag

TCM faulty16988

VOLKSWAGEN "VAG" to obd11 DIAGNOSTIC TROUBLE CODES

DESCRIPTIONobd11

P0604

TCM faulty

TCM faulty

TCM faulty

16989 P0605

16997 P0613

17084 P0700

Multifunction Trans Range sensor F125 electrical fault17089 P0705

Multifunction Trans Range sensor F125 implausible signal17090 P0706

Trans Fluid Temp G93 fault in electrical circuit17095 P0711

Trans Fluid Temp G93 signal too low17096 P0712

Trans Fluid Temp G93 signal too high17097 P0713

Input Speed sensor G182 circuit fault17099 P0715

Input Speed sensor G182 Implausible signal17100 P0716

Input Speed sensor G182 no signal17101 P0717

Output Speed sensor G195 circuit fault17105 P0721

Engine Speed sensor G28 circuit fault from ECM17109 P0725

Clutch of indicated gear is faulty (wrong ratio, slip)17113 P0729

Clutch of indicated gear is faulty (wrong ratio, slip)17114 P0730

1st Gear (wrong ratio, slip)17115 P0731

2nd Gear (wrong ratio, slip)17116 P0732

3rd Gear (wrong ratio, slip)17117 P0733

4th Gear (wrong ratio, slip)17118 P0734

5th Gear (wrong ratio, slip)17119 P0735

17132 P0748 N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (Open or Short)

17135 P0751 N88-SV1 Shift Solenoid 1, Circuit Error (Open or Short to ground)

17136 P0752 N88-SV1 Shift Solenoid 1, Circuit Error (Short to Battery voltage)

17137 P0753 N88-SV1 Shift Solenoid 1, Electrical Circuit fault

17140 P0756 N89-SV2 Shift Solenoid 2, Circuit Error (Open or Short to ground)

17141 P0757 N89-SV2 Shift Solenoid 2, Circuit Error ( )Short to Battery voltage

17182 P0798 N93-SV6 Pressure control Circuit Error (Open or Short)

17195 P0811 Heavy Clutch Slip

17224 P0840 Trans pressure sensor 1 G193 mechanical fault (model dependant)

17225 P0841 Trans pressure sensor 1 G193 open or short/implausible (model dependant)

17226 P0842 Trans pressure sensor 1 G193 short to ground (model dependant)

17299 P0845 Trans pressure sensor 2 G194 mechanical fault (model dependant)

17230 P0846 Trans pressure sensor 2 G194 open or short/implausible (model dependant)

17231 P0847 Trans pressure sensor 2 G194 short to ground (model dependant)




Figure 58

vag

Voltage supply too low18010

VOLKSWAGEN "VAG" to obd11 DIAGNOSTIC TROUBLE CODES

DESCRIPTIONobd11

P1602

DTC in ABS problem

Throttle position sensor signal too low G79

18255 P1847

18554 P2122

19146 P2714 N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (Open or Short)

19147 P2715 N91-SV4 Torque Converter Clutch PWM Solenoid, Circuit (short to B+)

19148 P2716 N91-SV4 Torque Converter Clutch PWM Solenoid, electrical circuit fault

19155 P2723 N92-SV5 K1 Clutch control Solenoid, Circuit (Open or Short)

19156 P2724 N92-SV5 K1 Clutch control Solenoid, Circuit (short to B+)

19157 P2725 N92-SV5 K1 Clutch control Solenoid electrical circuit fault,

19164 P2732 N93-SV6 Pressure control Solenoid, Circuit (Open or Short)

19165 P2733 N93-SV6 Pressure control Solenoid, Circuit (short to B+)

19166 P2734 N93-SV6 Pressure control Solenoid electrical circuit fault,



2 Transmission Digest

Shift Pointers

Subject:Failure of C1/K1 clutch

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

Vehicle Applications:Ford 500, Audi/VW

Essential Reading:

Rebuilder

Shop Owner

Center Manager

Diagnostician

R & R

Author:Wayne Colonna, ATSGTransmission DigestTechnical Editor

A Balancing Act

If you just read the “TechnicallySpeaking” article in this edition ofTransmission Digest you might re-

call that we spoke a little about howbalance pistons are being used in rota-tional clutch drums, and their purpos-es. This article covers one of theproblems we have seen with theC1/K1 clutch (Figure 1) as it relates tothe AWF21 (Aisin TF-81SC, used inthe Ford 500) and the TF60-SN(09G/K/M, used in Mini Cooper,Audi/VW) transmissions.

Figure 2 shows the balance pistonsitting on top of the clutch-apply pis-ton. You will notice that this style ofbalance piston has a molded seal ononly the outside diameter. There isnot one on the inner diameter. This

2

1

may remind you of a similar piston inthe 41TE transmission. The idea withthe 41TE is to keep the double-actionoverdrive/reverse-clutch piston cen-tered when not in use. Residual oilbehind the apply piston is neutral-ized by the oil supplied to the balancepiston, known as the dribbler circuit.So this type of technology has beenwith us since as early as 1989.

Getting back to the problem wehave seen with the six-speed TF60-SNunit, the original-design drum in atransmission known as the AF40-6(similar to the one in the Ford 500)had center slots in the drum (Figure3) and the apply piston was solidmetal (Figure 4). When this drumwas fully assembled and placed intothe transmission, a needle-bearingrace was placed on the drum, cover-ing the center slots in the drum.Sitting in front of this clutch-drum as-sembly is the front planetary assem-bly’s internal ring gear, which has theneedle bearing that rides on this race.When the vehicle is being driven, theC1/K1-clutch drum rotates with thefront planetary assembly’s internalring gear 1-1 in first through fourth.But when the clutch is released infifth and sixth the clutch drum andring gear rotate at different speeds.

Now here is where the problem be-gins: With the slots being covered bythe needle-bearing race on the C1/K1drum, the oil behind the balance pis-ton cannot exhaust sufficiently pastthe slots in the drum with the bearingrace over the top. When the applypiston comes on during a 6-4 or 5-4downshift, the oil between the applypiston and balance piston causes thebalance piston to flex forward, push-ing it into the backside of the internalring. Since these two parts are tem-

Balancing

November 2008 3

3

4

5

6

7

8

porarily turning at different speedsthey rub together, and the metal-to-metal contact causes damage(figures 5 and 6).

Through the years the drum,apply piston and counterbalancepiston have had moderate changesmade to them in an attempt to cor-

rect this condition. Despite thesechanges the problem persists.

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

TRANSMISSION DIGESTTECHNICAL

FIELD FIX

a Dremel tool and make littlenotches around the inner diameterof the balance piston (Figure 7). Donot overdo it, as too much willcause a new problem for you. Ifyou look at the area where thenotches are placed you will see one


Shift PointersShift Pointers

of the modifications made by themanufacturer. They made recessesin the piston so that this oil couldhave an exhaust. They also elimi-nated the slots from the drum(Figure 8). However, with the snapring sitting over the top of these re-cessed slots in the balance piston,the exhaust made by these slotsmust not be sufficient to alleviatethe problem, as the failure contin-ues. So by adding just a little helpwith a Dremel, the problem issolved.

There is yet one more item tocover, and that is to reset shiftadapts after any type of repair.This is a must-do procedure; other-wise, you will experience harshand/or flared shifts after overhauland you may think you have aproblem when you really do not.

The problem in setting the shiftadapts is in having a tool that will

accomplish thetask. The VAG-COM does, andit does it easily.To do the resetyou must gointo the ECM,not the TCM (Figure 9). There youwill find the adaptation menu(Figure 10). When you are there se-lect the “Read” button (Figure 11)and a “000” will show up in the“Test value” window; then, select“Save” (Figure 12). The next screenwill ask you whether you are sure,and you select Yes and you are fin-ished (Figure 13). Now drive thevehicle, and in a few drive cyclesthe transmission should shift wellif there are no real problems. Nodoubt, it’s all a balancing act. TD

9

10

11

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Circle the corresponding number on the free information card.

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Technically Speaking

Subject:Use of counterbalance pistons in clutch drums

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

Vehicle Applications:Audi, BMW, Volkswagen

Essential Reading:

Rebuilder

Shop Owner

Center Manager

Diagnostician

R & R

Author:Wayne Colonna, ATSGTransmission DigestTechnical Editor

Solenoid Control in the

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

Starting with a few four-speed automatic transmis-sions, increasing with the

five-speeds and more so withunits having six or more speeds,it is interesting to see the use ofcounterbalance pistons in clutchdrums that drive the planetarysystem. Since drive-style clutch-es are rotational, there is a ten-dency for centrifugal force tocreep the clutch on when it is notin use, which could cause pre-mature damage to the frictions.

As a preventive measure,there is a balance area in each ofthese clutch packs infront of the piston. Aslight amount offluid pressure issupplied to this areato balance centrifu-gal head oil behindthe apply piston,neutralizing its ef-fect. In ZF 6HP26-style transmissionsthis feature is re-ferred to as “dynam-ic pressure balance.”GM’s 6L80 operatesin a similar manner,and the circuit usedto provide fluid intothese balance pis-tons is called thecompensator feedfluid.

This feature of theclutch assembly isreally a by-productor an additional ben-efit to what is reallythe main reason forthe strategy. Andthat is that it gives

1

2

Clutch-Application Chart

GearComponent

K1 K2 K3 B1 B2 F11st X X* X2nd X X3rd X X4th X X5th X X6th X XRev X X

* The B2 clutch is applied in Tiptronic mode 1stgear only for engine braking.

K3 K1 B1 F1 B2 K2

November 2008 3

GA

U6

A0

68

94

DC

B6

A0

90

64

FBX

6A

08

57

4

ABY6

A0

94

12

CC

P6

A0

92

14

CC

P6

A0

92

12

917

39

173

T5

EO

3

the computer greater control over the en-gagement and disengagement of theclutch pack through the solenoids, whichultimately improves gear-shift comfort.

The six-speed TF60-SN (Figure 1) usedin BMW, Audi and Volkswagen vehiclesmakes full use of this strategy.Interestingly enough, lube pressure isused as a feed into the counterbalance-pis-ton area. Figure 2 provides a clutch-appli-cation chart, and Figure 3 identifies thesolenoids used to control the shift timingas well as clutch-pressure control and shiftoverlaps. Figure 4 provides an overviewof the solenoid shift strategy as it com-pares with the clutch application.

With the exception of the N91 convert-

N90 controls the K3-clutch applyN91 controls converter-clutch applyN92 controls the K1-clutch applyN93 controls main line pressureN282 controls the K2-clutch applyN283 controls the B1-clutch apply

N88 and N89 are alternately toggledon and off to control the fourththrough sixth shifts.

N88 and N89 also control B2-clutchapply in Tiptronic first gear forengine braking.

T = On in Tiptronic modeTo = Solenoid is toggled On to Off

5

Solenoid Identification

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

N91(#4)

N93(#6)

N92(#5)

N282(#9)

N283(#10)

N90(#3)

N89(#2)

N88(#1)

Gear Shift

Position

Solenoid Shift Sequence

Clutch ApplicationChart

On/OffSolenoids

Pressure-Control Solenoids

Clutch andFreewheel

ComponentsN89SV-2

N88SV-1

N92SV-5

N282SV-9

N90SV-3

N283SV-10

N93SV-6

N91SV-4

K1 K2 K3 B1 B2 F1

Park Off Off On On PWM

Neutral On On On On PWM

Reverse On On Off On PWM On On

1st Gear T T Off On On On PWM On On

2nd Gear Off On On Off PWM PWM On On

3rd Gear T/To To Off On Off On PWM PWM On On

4th Gear T/To To Off Off On On PWM PWM On On

5th Gear T/To To On Off Off On PWM PWM On On

6th Gear On To On Off On Off PWM PWM On On

4



er-clutch-apply solenoid, all the other re-maining pressure-control solenoids (N90,N92, N93, N282, N283) supply full pres-sure when they are in the off state. Whenthey are pulsed fully on, they block pres-sure from entering their respective cir-cuits. The N88 and N89 solenoids aretypical on/off solenoids; however, duringcertain shifts the computer toggles themrapidly for a short time.

The use of these solenoids in conjunc-tion with balance pistons provides greatlycontrolled shift feel. When these balancepistons lose pressure, harsh shifts usuallyresult, since the balance control of the pis-ton is lost. And this is the type of drivabil-ity complaints we will become morefamiliar with as these types of transmis-sions begin to visit the shops for repair.

To take a closer look at the computerstrategy of these solenoids we hooked upa laptop-based program called the VAG-COM 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 toselect the TCM. Once we were in (Figure7), we selected measuring blocks. Themeasuring blocks allow you to observedata stream of various inputs and outputsand to have the ability to record (log) datawhile driving.

When we entered the measuring-blockarea (Figure 8), you will see that measur-ing-block group 004 provides some datarelated to gearshift position and TPS per-centage while groups 007 and 008 presentall the pressure-control solenoids in amps.The N88 and N89 are shown only as offby a 0 number and on with a 1 number.When you’re looking at the amperage ofthe pressure-control solenoids, 0.100 ampindicates that the solenoid is off, applyingpressure to its respective circuit. Whenyou see 1.000/0.990 amp, it indicates thatthe solenoid is turned on, blocking pres-sure from its respective circuit.

In Figure 8 we can see that we are inPark and that both the N88 and N89 sole-noids are off. N92 and N282 are off whileN93 and N283 are on. N93 is the pressure-control solenoid, so when that solenoid ison, line pressure is down. N91, the PWMTCC-control solenoid, is off so converter-clutch apply is off. Figure 9 shows thetransition from the Park position intoDrive. Only clutch-pressure-control sole-

6

7

8

10

November 2008 5

noid N92 is off, applying the K1 clutch fora first-gear engagement.

Figure 10 is a solenoid amp chart show-ing what the VAG-COM revealedthroughout all the ranges. When you seethe letter H next to the gear it means theconverter clutch is off. When you see theletter M it means the converter clutch isapplied. Be sure to read the notes provid-ed for Figure 10.

When it all makes sense to you, Figure11 is a recording showing all the activityof each of the solenoids as we shift inTiptronic mode from first all the way tosixth gear, including the converter clutchbeing applied and released. The highlight-ed areas provided in the movie point outsolenoid shift transitions as the transmis-

9

1. Solenoid valves 3, 5, 9 and 10 are normally applied;when these solenoids are off, the components theyare in charge of are applied. They are energized(turned on) to turn off the components they are incharge of. These solenoids are also modulated tocontrol both apply and release rates. Consult theclutch-application chart in Figure 4 and comparethe amperage to clutch/brake application.

Example: Solenoid valve 10 (N283) is pulsed off during the1H-2H transition, and the amperage will drop from0.980 in 1H to 0.690 to 0.300 to 0.100 when theshift is finally completed into 2H to control theapply rate and shift feel of the B1 brake.

2. Solenoid valve 6 (N93) is modulated onthe basis of engine load. Low line pres-sure will indicate amperages of 1.0 to0.980. Amperage will drop to increaseline pressure.

3. Solenoid valve 4 (N91) is modulated tocontrol torque-converter apply rate but isdependent on solenoid valve 2 (N89) toapply the TCC. There will be situationswhere during manual shifts in Tiptronicmode, SV4 (N91) amperage will indicate0.500 to 0.700 and the TCC will be off assolenoid valve 2 (N89) is 0, which indi-cates off.

Solenoid Amperage Chart

Solenoid

Range Gear

Park Reverse Neutral Drive 1H

Manual1H

2H 3H 3M

4H 4M

5H 5M

6H 6M

SV5-N92 (K1) 0.100 0.980 0.980 0.100 0.100 0.100 0.100 0.100 0.980 0.980

SV9-N282 (K2) 0.100 0.980 0.980 0.980 0.980 0.980 0.980 0.100 0.100 0.100

SV3-N90 (K3) 0.980 0.100 0.980 0.980 0.980 0.980 0.100 0.980 0.100 0.980

SV10-N283 (B1) 0.980 0.980 0.980 0.980 0.980 0.100 0.980 0.980 0.980 0.100

SV6-N93 (LP) 0.980 0.980 0.980 0.980 0.740 0.860 0.980 0.980 0.740 0.740

SV4-N91 (TC-PWM)

0.200 0.200 0.200 0.200 0.200 0.2000.2000.990

0.2000.990

0.2000.990

0.2000.990

SV2-N89 0 0 0 0 1 03H=03M=1

4H=04M=1

5H=05M=1

6H=06M=1

SV1-N88 0 0 0 0 1 0 0*-1 0*-1 0*-1 0*-1

Description of terms:

100A = very-low-amperage solenoid off

0.980A = very-high-amperage solenoid on

SV1 & 2 – N88 & 890 = off1= on

0*-1= off or on during shift transitions

3H = 3rd gear TCC off3M = 3rd gear TCC on

(This applies to gears 3-6)

The Bottom Line:Tell us your opinion of this article:

Circle the corresponding number on the free information card.

96 Useful information.97 Not useful information.98 We need more information.

Transmission Digest6


Group A: 004 Group B: 007 Group C: 008

DrivingMode TIME SV 5

(N92)SV 9

(N282)SV 3(N90)

SV 10(N283) TIME SV 6

(N93)SV 4(N91)

SV 1 SV 2

1H 1H 0.53 0.1 0.98 0.99 0.99 0.01 0.74 0.2 11 N88-on N89-ondriving 1H 1.33 0.1 0.98 0.99 0.99 0.79 0.74 0.2 11driving 1H 2.11 0.1 0.97 0.99 0.99 1.58 0.74 0.2 11driving 1H 29.98 0.1 0.97 0.99 0.99 29.45 0.74 0.2 11

1H 1H 30.78 0.1 0.97 0.99 0.99 30.24 0.74 0.2 11transition 1H 31.56 0.1 0.97 0.99 0.69 31.04 0.75 0.2 0 N88-off N89-offtransition 1H 32.36 0.1 0.98 0.99 0.3 31.83 0.65 0.2 0

2H 2H 33.14 0.1 0.97 0.99 0.1 32.62 0.8 0.2 0driving 2H 36.29 0.1 0.97 0.99 0.1 35.76 0.86 0.2 0driving 2H 37.09 0.1 0.97 0.99 0.1 36.55 0.86 0.2 0driving 2H 37.88 0.1 0.97 0.99 0.1 37.36 0.86 0.2 0driving 2H 38.66 0.1 0.97 0.99 0.1 38.14 0.86 0.2 0

2H 2H 39.46 0.1 0.97 0.99 0.1 38.92 0.85 0.2 0transition 2H 40.25 0.1 0.98 0.69 0.69 39.72 0.85 0.19 0transition 2H 41.06 0.1 0.97 0.55 0.99 40.52 0.8 0.46 0

3H 3H 41.84 0.1 0.97 0.1 0.99 41.31 0.83 0.51 03M 3M 42.64 0.1 0.97 0.1 0.99 42.1 0.82 0.98 10 N89-on-tc

driving 3M 43.42 0.1 0.98 0.1 0.99 42.89 0.82 1 10 N88-offdriving 3M 44.23 0.1 0.98 0.1 0.99 43.69 0.81 1 10driving 3M 48.21 0.1 0.98 0.1 0.99 47.69 0.8 0.99 10

3M 3M 49 0.1 0.72 0.72 0.99 48.46 0.8 1 10transition 3M 49.79 0.1 0.56 0.99 0.99 49.26 0.65 0.33 1 N88-on N89-off

4M 4M 50.58 0.1 0.1 0.99 0.99 50.06 0.79 0.48 0 N88-offdriving 4M 51.36 0.1 0.1 0.99 0.99 50.84 0.85 0.52 0driving 4M 52.14 0.1 0.1 0.99 0.99 51.61 0.78 1 10 N89-on-tc

4M 4M 52.93 0.1 0.1 0.99 0.99 52.4 0.78 0.99 10 N88-offtransition 4M 60.07 0.65 0.1 0.67 0.99 59.54 0.81 0.99 10transition 4M 60.88 0.97 0.1 0.67 0.99 60.33 0.56 0.45 1 N88-on N89-off

5M 5M 61.68 0.97 0.1 0.1 0.98 61.15 0.6 0.49 0 N88-off5M 62.48 0.97 0.1 0.1 0.99 61.95 0.67 1 10 N89-on-tc

driving 5M 63.26 0.97 0.1 0.1 0.99 62.74 0.68 0.99 10 N88-off5M 5M 67.98 0.97 0.1 0.1 0.99 67.46 0.73 0.99 10

transition 5M 68.78 0.98 0.09 0.34 0.99 68.25 0.74 0.99 10transition 5M 69.58 0.97 0.1 0.99 0.72 69.04 0.81 0.2 1 N88-on N89-offtransition 5M 70.38 0.98 0.1 0.99 0.1 69.85 0.81 0.2 1 N88-on N89-off

6M 6M 71.17 0.97 0.1 0.99 0.1 70.65 0.92 0.51 0 N88-off N89-offdriving 6M 71.97 0.97 0.1 0.99 0.1 71.43 0.94 0.54 0driving 6M 72.77 0.98 0.1 0.99 0.1 72.22 0.94 0.58 0driving 6M 73.58 0.97 0.1 0.99 0.1 73.04 0.94 0.61 0driving 6M 74.37 0.98 0.1 0.99 0.1 73.85 0.94 0.65 0driving 6M 75.17 0.97 0.1 0.99 0.1 74.63 0.9 0.67 0driving 6M 75.97 0.98 0.1 0.99 0.1 75.44 0.86 0.69 0driving 6M 76.78 0.97 0.1 0.99 0.1 76.24 0.86 0.72 0driving 6M 77.59 0.98 0.1 0.99 0.1 77.05 0.84 0.74 0driving 6M 78.37 0.98 0.1 0.99 0.1 77.84 0.73 1 10 N89-on-tc

sion is shifting through each of thegears. Compare this with the“time” column so you can see howquickly the computer can controlthese solenoids. Considering thisalong with the drive-clutch drumsbeing equipped with balance pis-tons, the clutch apply and releasecan respond more rapidly to these

commands than they could with-out them. TD

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