Once in a while an opportunity
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- Christiana Wilkerson
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1 Once in a while an opportunity comes along that compels you to share your experiences with others dealing with the same issues. In this case we had a number of issues with a late Volkswagen Beetle and the infamous 09G 6-speed automatic transmission. Checking TCC Command To check the TCC command from the TCM to the N91 solenoid, you ll need to access the wiring near the TCM. The TCM is mounted under the passenger side of the dash. To access it, you have to release the top center panel of the dash; push it forward and then pop it up to release it (figure 1). To protect the other dash panels, I removed the right side dash end cap, the glovebox assembly, and the passenger hold-on bar and dash panel that covers the passenger air bag canister. Then I unsnapped the A-pillar interior trim panel and popped out the passenger side top dash panel (figure 2) There was another panel under that one, mounted with a few more screws and held down with press-in tabs. Finally I accessed the TCM (figure 3) and connected a Vantage graphing meter to the TCC command wire. It displayed about 5-10 percent with no TCC apply. After 3rd gear it started to ramp up to percent at about MPH, depending on load. At highway speeds it commanded a duty cycle of around percent. Figure 1: Removing the center dash cap by Dave Skora Technical Director, Valve Body Pro Figure 2: Removing dash panels to access the TCM Figure 3: Locating the TCM 22 GEARS August 2010
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3 A Closer Look at VW's Continued Figure 4: Left side of 09G transmission Figure 5: Modus Expert Mode on the engine side Figure 6: Entering block value code 063 for base setting Pressure Tap Locations I also connected gauges to the various taps. The lube tap had about 2-3 PSI at idle and varied between 6-30 PSI at 40 MPH, again depending on vehicle load. The K1 tap for forward engagement measured between PSI, depending on which valve body we were testing. Reverse pressure at idle in the B2 tap was about PSI. At stall, reverse pressure went up to 280 PSI. There are some tap location errors out there in articles published on this unit: The K1 tap is located at the forward lower left side of the case. The B2 tap is located on the left side, midway up the case (figure 4). Adaptive Strategies These vehicles have very sensitive adaptive shifts; after installing a valve body, you must perform the base setting before the transmission will shift properly. First make sure that all modules are working and no codes are present. The vehicle should be at normal operating temperature, and the battery and vehicle electrical system must be in good condition. There should also be at least 3-4 gallons of fuel in the tank. ATRA s Bill Brayton explained that adding fuel to a Beetle solved some harsh engagement issues that one ATRA Member was having. Here are some screen shots from a Modus scan tool with 2009 software. We were able to perform the base setting by accessing EXPERT MODE under the engine side (figure 5). The scan tool pretty much prompts you through, except for a few areas. To access the base settings, the scan tool asked us to enter a block value code. We used code 063 (figure 6); when you get to the screen for base setting, you have to hold the throttle all the way 24 GEARS August 2010
4 Freudenberg-NOK Peter Fink, Owner Certified Transmission YOU KNOW YOU RE GETTING OEM QUALITY OR BETTER WITH TRANSTEC. As a successful shop owner, you understand the importance of using the right parts. So does Peter Fink, owner of Certified Transmission, a respected organization that rebuilds over 25,000 transmissions a year. That s why they rebuild with TransTec. Manufactured to meet the strictest OE standards, TransTec kits make for a faster rebuild with virtually no comebacks. TransTec kits have the broadest coverage of vehicles, and give you value-added features like clearly labeled subpacks, more technical information and the most impressive product support. TransTec kits are produced by CORTECO, a division of Freudenberg-NOK, the American partnership with more than $6 billion in resources. Resources like this guarantee you re getting the best components and support. Because quality should never be an issue, whether you rebuild 25 or 25,000 transmissions a year.
5 A Closer Look at VW's Continued Figure 7: Base setting screen after holding the throttle to floor for 3 seconds. Figure 8: Disassembled solenoid with weak coil. open for 3 seconds (key on, engine off; figure 7). When you release the throttle, the screen should change to OK. Valvebody Test: Harsh Engagement One valve body we tested created very harsh engagements right away. Except for that, it always drove and shifted great, cold or warmed up. After the base settings were completed, forward engagement smoothed out but reverse remained harsh. We drove it again on city streets and at highway speeds. The only issue remained was reverse engagement. This was an interesting problem because I knew the vehicle and transmission were good. I remembered a fix for the 5R55N used in the old Lincoln LS for a delayed Reverse. To fix this one, I moved the gear selector slowly out of reverse. As soon as I felt the clutch begin to re-lease, I dropped it right back into reverse. I did maneuver this about 3 times. After that, reverse engagement was perfect. Valvebody Test: Delay in Reverse and Flare into 3rd and 5th This valve body started acting up right away. It caused a delay and a bang in reverse, and a flare-bang into both 3rd and 5th. We knew this could only be caused by a bad solenoid or the valve that controlled the K3 clutch. We removed the N90 solenoid, which controls the K3 clutch. N90 is the large solenoid next to the manual valve. Be careful; some published information lists the wrong solenoid controlling the 26 GEARS August 2010
6 Figure 9: Filling the pan with fluid. Figure 10: Pumping fluid into the transmission at the harness connector. K3 clutch. NOTE: You can remove this solenoid by either removing the whole valve body, or by removing most of the bolts and loosening but not completely removing the valve body bolts from the opposite side of the solenoids. I disassembled the solenoid down to the coil (figure 8). Everything looked good: the armature was free and the valve wasn t sticky or worn. The coil resistance was at 5.4 ohms. But remember, resistance can only verify Now Available! New 6L80E whether something is bad. It can t tell small fill tube on the front of the case, you whether a device or circuit will but it s hard to get to and requires a very work well under live conditions. small funnel to add any fluid to the unit I got another solenoid coil and (figure 9). installed a special alloy bushing to We discovered that, by removing replace the suspect one. Guess what? the wiring harness pass-through It worked. The delay in reverse and the connector on the front corner of the unit, flare-bang shifts completely went away. there was enough slack in the wiring to We were happy to be able to change one insert a tube and pump fluid into the weak solenoid and help a shop out. transmission (figure 10). Filling the Transaxle Until next time, keep your mind open to new ideas and your bays full. One last tip we re glad to pass AAEQ Gears Ad 1-4 pg _1-17 AAEQ Gears Ad 7/6/10 8:59 PM Page 1 along concerns adding fluid. There s a PowerPacks CORES We ve Got Yours! Extended Durability Superior Coefficient of Friction Elevated Heat Management With over 150,000 transmission, engine, and internal part cores on the shelf, we have the cores you need ready to ship today! Alto# Clutch Alto# Reverse Clutch Visit our New Website at Alto Products Corp is Now TS16949 Certified Tel: Fax: COME SEE US AT THE ATRA Powertrain Expo BOOTH #501 Las Vegas, NV Chicago, IL FAX FAX Find vintage cores on *Memory Lane* aamidwestcores.com GEARS August
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