Shift Pointers Subject: Operation and design features
Unit: AF40-6 (AF4, AW81-340 LE, TF80-SN, VW 09D/09G, TR6/TB6/TF6, 6LZZ7153A)
Essential Reading: Rebuilder Shop Owner Center Manager
What’s the What’s World W orld Coming To?
Diagnostician R&R
Author: Wayne Colonna, ATSG Transmission Digest Technical Editor
Y
ou may be familiar with a transmission called the JF506E, which in the North American market can be found in the VW Jetta, Golf and GTI; the Mazda 6 and MPV; the Jaguar X Type; and the Land Rover Freelander. It is manufactured by Japanese Japa nese Automa Automatic tic Transmi T ransmissio ssion n Co. (JATCO). In Europe the JF506E is in vehicles such as the VW Golf and Sharan, the Land Rover Freelander, the Jaguar X Type and the Ford Mondeo, to name a few. And the company said something to this effect: “You build the car and we will make this transmission fit it. The transmission will be versatile enough
to accept programming of the computer to meet various strategies desired by the car manufacturer using the transmission.” A competitor of JATCO, Aisin Seiki, has stepped in and has taken a large percentage of the market with its six-speed front-wheel-drive transmission, particularly in Europe (rumor has it that Aisin may buy out or has bought out JATCO – seems like a trend these days). Anyway, this six-speed transmission comes in different sizes and configurations, as it is being used in a vast variety of car models. It has taken the meaning of continues page 20
Figure Figu re 1
18
Transmission Digest
Shift Pointers
Figure 2
Figure 3
Figure 4
Figure 5
“You build the car and we will make this transmission fit it” to a whole new level. Here is what I mean: In the European market the Aisin Seiki six-speed is being used in GM, Volvo, Ford, Mazda, Jaguar, Opel, Saab, Citroen, Fiat, Lancia, Peugeot, Nissan, Renault, Audi and VW. As a result, this transmission can go by any of these names: AF40-6, AF4, AW81-340 LE, TF80-SN, VW 09D, VW 09G, TR6, TB6, TF6 or 6LZZ7153A. No wonder we have technicians calling our hotline not knowing the name of the transmission they are working on! For the U.S. market this transmission is used in latemodel vehicles such as the Audi 20
A3, A4 and TT; VW Golf, GTI, Jetta, New Beetle and Passat; Mazda 6S; Ford Five Hundred and Fusion; Lincoln Zephyr; and Mercury Milan and Montego. It is called the 09G, AWTF60SN or AF21-B. Figure 1 shows the unit found in Audi and VW. Notice that it has a bottom pan. Figure 2 shows the version used in Ford, Mercury and Lincoln vehicles. Notice that it has a side pan. Figure 3 shows the Audi/VW valve body removed from the case, and Figure 4 shows the Ford unit with the pan removed. This is an example of “You build the car and we will make this transmission fit it.” Besides having the valve body on
the bottom as opposed to the side, the Audi/VW unit does not use a band (B1) while Ford does, yet the geartrain design of the C1, C2, C3 and B2 including the pump is similar and functions the same (see figures 5 through 8). On top of these transaxles you will find what looks like a transmission-range sensor (see Figure 9), and in one sense it is – but not in its entirety. This is also the transmission control module. Built inside the TCM is the transmission-range sensor. Some models may have what appears to be an unused pigtail connector attached to it as shown in Figure 10. This is for connection continues page 22 Transmission Digest
Shift Pointers
Figure 6
Figure 7
Figure 8
Figure 9
Figure 10
Figure 11
of a dedicated factory scan tool. Communication to the TCM will otherwise be accessed through the network from the typical diagnostic link. The main connector on the 22
TCM is known as connector A, to which a vehicle harness is connected. Contained in this connector are wires for the controller-area network (CAN), power, ground, tip-
up and tip-down signals, and parklock signal. When the TCM is removed from the transmission you will see that continues page 24 Transmission Digest
Shift Pointers
Figure 12
TCM & GSW
Connector A
10 16
15
14
13
12
Connector B
9
4 3 2 1
11
11 10 9 8 7 8
7
6
5
4
3 2
18 17 16
1
5
14 13 12
22 21 20 19
1. Battery +
9. Ground
1. SLT -
12. NIN +
10.
2. SS2
13. NIN -
3. Tip Up
11. Ignition +
3. SLT +
14. SLC3 +
4. Tip Down
12.
4. SLU -
15.
5. STLK
13.
5. SSI
16. SLB1 -
6. CAN L1
14. CAN L2
6.
17. SLC2 +
7. CAN H1
15.
7. TFT -
18. SLC2 -
8. CAN H2
16. STLK H
8. TFT +
19. SP +
9. SLU +
20. SP -
10. SLC1 -
21. SLB1 +
11. SLC1 +
22. SLC3 –
2.
Typical terminal functions – these will vary depending upon vehicle model
1 2 3 4 5
7 8 9 10 11
12 13 14 15 1 6 17 18 19 20 21 22
24
Transmission Digest
Figure 13 Resistance Check Chart Connector B
4 3 2 1 11 10 9 8 7 18 17 16
Terminals Pos.
Neg.
Resistance Value in ohms
Shift solenoid 1
5
Case ground
11.0-15.0
Shift solenoid 2
2
Case ground
11.0-15.0
SLU solenoid
9
4
5.0-5.6
SLT solenoid
3
1
5.0-5.6
Component Name
5
SLB1 solenoid
21
16
5.0-5.6
14 13 12
SLC1 solenoid
11
10
5.0-5.6
SLC2 solenoid
17
18
5.0-5.6
SLC3 solenoid
14
22
5.0-5.6
SP speed sensor*
19
20
1.0-10.0 M
NIN speed sensor*
12
13
1.0-10.0 M
8
7
10° C – 5.62-7.31 K 25° C – 3.5 K 110° C – 0.22-0.027 K
22 21 20 19
TFT sensor
Both the SP and NIN speed sensors are two-wire Hall-effect sensors, so they are not checked in the same fashion as an AC-voltage generator.
it plugs into a round 22-pin connector called connector B. I have provided a chart in Figure 12 that identifies these connectors along with their individual pin assignments. It is through connector B that solenoid resistance checks can be made (see the chart in Figure 13) and the TCM controls the solenoids. So if the vehicle produces one or more solenoid-circuit-error codes, either the solenoid(s) or internal wiring harness has failed or Figure 14
the TCM is defective. If a code is produced for a malfunctioning gear-select switch, the TCM will need to be replaced to correct this condition. When you place the TCM back onto the transmission, it is imperative that the TCM/gear-select switch align properly in the neutral position. An identification mark on the manual-arm shaft must line up with an arrow on the TCM casing when the shaft is in
the neutral position (see Figure 14). There is still more to talk about with this widely used and varieddesign transmission, and we will do so in future articles. So what’s the world coming to? It appears to be company mergers and buyouts and transmission designs that require less rebuilding and more unit replacement parts. By the way, did I hear correctly on the news that GM and Ford had talks about merging? TD The Bottom Line: Tell us your opinion of this article: Circle the corresponding number on the free information card.
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November 2006
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