![6-speed aisin tf-80sc hard shifts 6-speed aisin tf-80sc hard shifts](https://i.ibb.co/3dMPffv/20190130-215435.jpg)
Torque capacity of 330 N.m.ĪW/TF-60 was designed in ‘02 along with the rear wheel drive unit, the TR-60SN. Jeff Parlee is the director of product support at Valve Body Xpress.AW 6 Speed FWD Presented by Bob Warnke ATRA Powertrain Expo 2009įeatures, Powerflow, Hydraulic Control and AdjustmentsĮxploded view, Vacuum test locations on TF-81SC (Ford/Mazda)Įxploded view, Vacuum test locations on AF-40 (Volvo, Opel, Saab)Įxploded view, Vacuum test locations on TF-60SN (VW 09G)Ĭommon Complaints, Cause, Correction on AW6-FWDĪW55-50 was designed in ‘98 and went into production in ‘99.
![6-speed aisin tf-80sc hard shifts 6-speed aisin tf-80sc hard shifts](https://akppro.ru/uploadedfiles/summernote/1c1450df32be00a198781e8e987548be.jpg)
Short-cutting the relearn to perform adjustments right away can cause you to have to pull the pan again to make still more adjustments. Only after a relearn should you try any adjustments. Remember that Volkswagen takes longer to relearn and the shifts may deteriorate before the relearn is complete. The relearn can take as little as 15 minutes on a Ford, about 30 minutes on a Volkswagen.
![6-speed aisin tf-80sc hard shifts 6-speed aisin tf-80sc hard shifts](https://s3.amazonaws.com/sonnax-dev/uploads/mercury_image/image/1489/Figure10.jpg)
Follow all the rules: no codes, transmission at operating temperature, drive vehicle at 20%-25% throttle angle through all the gears and then allow 20-40 seconds to slowly come to a stop so that the TCM can relearn the coasting downshifts. Remember always try to relearn the TCM first. See figures 3, 4 and 5 for adjuster locations.
![6-speed aisin tf-80sc hard shifts 6-speed aisin tf-80sc hard shifts](https://maktrans.net/image/data/Photo/dima2/TF80/IMG_1231.jpg)
A 3-4 neutral: K2/C2, counterclockwise 2-21/4 turns.A 3-4 slight flare: K2/C2, counterclockwise 1 turn.A delay/bump into reverse, 2-3 flare bump & 4-5 flare: K3/C3, turn adjuster counterclockwise 11/2 turns.A delay into reverse with a small flare on the 2-3: K3/C3, turn adjuster counterclockwise 3/4 turn.The adjustment depends on how severe the problem is. Harsh 1-2 and 5-6 (sometimes 5-6 feels fine).Delay/bump into reverse, 2-3 flare/bump and 4-5 flare.The most-common shift/engagement complaints are: Sealing rings may not be sealing correctly.Bonded pistons may be worn, allowing clutch pressure to leak.Clutch-pack clearance may be different from OEM always check the thickness of replacement steels and frictions.There are several reasons why you may need to adjust a clutch-control valve: You would turn the K3 or C3 adjuster counterclockwise. If you have a delayed engagement or flared shift you would want to turn the adjuster counterclockwise to decrease spring tension and allow the valve to move a little farther, providing more pressure to the clutch.įor example, say that you have a delay into reverse and a 2-3 flare. You can see the importance of the proper spring tension on the clutch-control valve. Conversely, if the clutch-control valve moves too far down the bore during solenoid pulsing, the result will be too much pressure and a harsh shift. If the flare is long enough, the TCM will raise line pressure to get the clutch applied and the result will be a flare/bump shift. If, during the solenoid pulsing, the valve does not move far enough down the bore, the result will be not enough pressure to the clutch and a flared shift. As the solenoid pulses off, the clutch-control valve moves down the bore, regulating line pressure to the clutch and accumulator. How it works: The solenoid sends oil to the end of the clutch-control valve, compressing the spring against the adjuster. When the solenoid is electrically off, it is flowing maximum oil to the clutch-control valve.Ī clutch-control-valve lineup consists of a linear solenoid, clutch-control valve, spring and adjuster. The linear solenoids that control the clutch-control valves are pulsed off to apply the clutch ( Figure 2). For example, the K3 controls the reverse engagement, the 2-3 shift and the 4-5 shift. Clutch-control valves regulate the engagement of these four clutches. Ford, Mazda and Volvo seem to relearn the shift adapts quickly, but Volkswagen seems to take the longest to relearn.Īs you can see in Figure 1, the four clutches (K1, K2, K3 and B1) control at least one of the shifts or engagements. All three of these transmissions are adaptive-learn and require that the shift adapts be cleared and then the vehicle driven to relearn the shift adapts. The TF60, TF80 and TF81 transmissions have the same solenoid firing order and the same clutch and band application, and all three use clutch-control valves and linear solenoids to control the shifts and engagements. The TF60, also known as 09G, is used in Volkswagens and Mini Coopers the TF80 is used in Volvo and GM vehicles in the United States and the TF81 (also known as AF21), is used in Ford and Mazda vehicles in the United States. First, let’s get a little background on these valve bodies and clutch-control valves.