In the last issue of GEARS we went

A Look Inside the 6-Speed Volkswagen Automatic; Part 2 A Look Inside the 6-Speed Volkswagen Automatic; Part 2 by David Skora In the last issue of GEARS we went over the theory of VW s 09G and 09M 6-speed automatic transmission. In this issue, we ll take one apart, and see what really makes this unit work. Start by removing the external sensors, switches and oil cooler. Since this is probably your first time with one of these units, mark the wiring connectors and solenoids before removing the valve body. That way you ll be sure to get it back together properly. After splitting the case, all you ll see is part of the differential and the front of the pump assembly; the rest of the transmission is still mounted inside the main part of the case. The only way to reach any of the internal components is by first removing the pump. As soon as you have the pump removed, notice that the stator is splined to the sun gear in the front planetary. This is typical for units with the Leppeletier planetary design. Right behind the pump is the front planetary and three sets of clutches. The K3 is on top; it s applied in 3 rd, 5 th and Reverse (Figure 1). The next clutch is the K1, which is applied in 1 st through 4 th. The third clutch is the B1; it s on for 2 nd and 6 th gears. Some of these clutches including the drums, B1 return spring cage, and planetary must be tilted to work them free of Figure 1 Figure 2 GEARS July 2008

the differential gear. The B1 clutch drum is secured to the center support: Instead of splining it to the case, they used a simple snap ring to lock several tabs down into detents machined into the sprag support. After removing the snap ring, tilt the B1 clutch assembly and take it out. Now you can remove the differential and intermediate (transfer) gears. With the B1 support shell removed, bend back the locking tabs on the bolts that hold the center support in the case. Pry up on the center support until you can grab onto it. The sprag and center support will come out together. Next, reach in and pull out the Ravigneaux planetary assembly. Typically the sun gear will stay behind; you ll see it sitting on the K2 drum. Grab the output shaft and remove the K2 clutch drum assembly with sun gear. The K2 clutch is applied for 4 th through 6 th gear. The only clutch left is the B2, which applies for reverse and engine braking in manual 1. The apply piston Figure 3 Figure 4 GEARS July 2008

A Look Inside the 6-Speed Volkswagen Automatic; Part 2 for the B2 clutch is the last piece you can remove, by carefully applying air pressure from the valve body side of the case. Look over the clutches assemblies and planetaries. All clutch packs appear very common. The exploded views of the clutches and gear assemblies might help you put one back together if you get a transmission in a box (Figures 2 to 5). Here are the most productive steps for reassembling the unit. Install the B2 piston and return spring assembly into the case. Install the B2 clutches and the K2 clutch-and-drum assembly (Figure 6). Install the sun gear shaft (not shown). Figure 5 Install the Ravigneaux planetary assembly without the sprag. Rocking the assembly should help align all the friction plates. Install L/R sprag with the plastic washer with double rows of grooves facing up (Figure 7). Figure 6 Install the B2 clutches and the K2 clutch-anddrum assembly (Figure 6). Install L/R sprag with the plastic washer with double rows of grooves facing up (Figure 7). Figure 7 10 GEARS July 2008

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A Look Inside the 6-Speed Volkswagen Automatic; Part 2 Figure 8 Figure 9 Install the intermediate (transfer) gear and differential as an assembly into case followed by the B1 clutch with drum onto sprag support and secure it with the snap ring. Figure 10 IMPORTANT: The planet must rotate counterclockwise when installed. Install the center support and tighten the bolts (Figure 8 and 9). Install the intermediate (transfer) gear and differential as an assembly into case followed by the B1 clutch with drum onto sprag support and secure it with the snap ring (Figure 10). Install the K1 clutches and steels plus the cushion dish plate (facing down) on top of the clutch stack (Figure 11). Figure 11 12 GEARS July 2008

1978 was a good year. Gas was 70 cents a gallon A movie ticket cost $ 2 Mork & Mindy was atvfavorite TransTec kits were introduced Mork and Mindy are long gone, along with $2.00 movie tickets and gas at 70 cents a gallon. But TransTec transmission kits have grown to become the leading brand requested by transmission professionals. In fact, more TransTec kits are installed than all other kits combined. We d like to thank our customers, representatives, suppliers and associates for their faithfulness and support throughout the past 30 years. These years have been very good to us. We can t wait to see what the future holds. A Division of Freudenberg-NOK

A Look Inside the 6-Speed Volkswagen Automatic; Part 2 Figure 12 Install the drive hub. Install the K3 clutch pack, which consist of 5 frictions and 5 steels. Rock the front planetary assembly to install it into the clutch packs until there s no more play (Figure 12). Install the B1 apply/return spring assembly (Figure 13). Install the pump assembly (Figure 14). Air-check the clutches (Figure 15). These are measured specifications, and may not be the actual OEM recommended values. After you have all the clutches installed, perform an air check to make sure all clutches are sealed properly. That s all there is to it; not a particularly difficult transmission, once you become familiar with its inner workings. Special thanks to Whatever It Takes for supplying the 09G transmission used to research and take the pictures for this article. Figure 14 Figure 13 Clutch Friction/Steel Inches mm K1 5/5 0.050 1.27 K2 3/3 0.020 0.50 K3 3/3 0.015-0.018 0.38-0.45 B1 4/4 Plus cushion 0.020 0.50 B2 6/6 0.070 1.77 Input Shaft Endplay 0.003-0.010 0.08-0.25 Figure 15 14 GEARS July 2008

Smooth Apply & Control Solve common TCC concerns with the Sonnax TCC control valve and plunger assembly for the JF506E. COMPLAINT SECONDARY COMPLAINTs Cause Wear at the plunger sleeve due to continuous oscillation of the apply valve allows premature lockup, overheating and converter shuttle. COrrection The replacement plunger assembly is manufactured from highly wear-resistant materials and restores proper hydraulic clearance. The redesigned control valve prevents premature lockup or shuttle. TCC Control Valve & Plunger Assembly 122892-06K 1 Control Valve 1 Plunger Valve & Sleeve Assembly 1 Spring 1 Orifice Plug not shown Note: This kit also services Jatco FP series; Ford JF506E, PPH; Jaguar JF506E, Rover JF506E, FPD; Mazda JA5A-EL FPF1/FPF2; FPO; Nissan ZY and VW 09A units. Also Available: 122892-03K* 1 Oversized PR Valve Kit 122892-10K* 1 TC PR Valve & Sleeve Kit 122892-01K 1 TCC Control Plunger Valve Assy Note: The 122892-01K is a direct OEM replacement and cannot be used with Sonnax modified 122892-06K. * Tools required TCC concerns, Engine stall upon engagement Premature lockup Shuttle or loss of lockup Overheating Loss of cooler flow Valve Body Drop-in-place kit requires no tooling! Provides short and firmer apply. TCC Plunger Valve & Sleeve Assembly TCC Control Valve Spring JF506E The OEM design of the control valve enables smooth apply and control of exhaust release oil. However, if there is any converter or cooler restriction, converter feed is reduced, which allows the valve to stroke prior to lockup command. This can be aggravated by wear at the plunger valve sleeve, allowing the oil pressure needed to hold the control valve in the release position to exhaust instead. The Sonnax assembly includes a redesigned control valve and plunger valve assembly to prevent premature TCC apply. The controlled release exhaust reaction spool has been eliminated from the Sonnax control valve. The plunger valve sleeve has been extended to aid in sealing this circuit. An orifice plug is included to block the controlled release circuit. These changes prevent the control valve from stroking prior to lockup command and are designed to result in a short and firmer TCC apply. Features & Benefits Newly designed valve components prevent premature TCC apply. Parts are been made from highly wear-resistant aluminum materials. Hard-anodized aluminum valve replaces steel OEM version for better hydraulic clearance control as fluid temperature changes. New plunger valve assembly restores proper hydraulic clearances. A new spring is provided to restore proper holding forces with the newly designed parts. Salvages castings with wear at the large TCC control valve spool. T I M E T E S T E D I N D U S T RY T R U S T E D TM 2008 Sonnax Industries, Inc. Automatic Drive P.O. Box 440 Bellows Falls, VT 05101-0440 USA 800-843-2600 802-463-9722 F: 802-463-4059 www.sonnax.com info@sonnax.com Visit www.sonnax.com for more information about all our products and tools, and to locate a Sonnax Transmission Specialties distributor near you.