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 Diagnostician R&R

Whats the World Coming To?

Author:
Wayne Colonna, ATSG Transmission Digest Technical Editor

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 Automatic Transmission 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
Figure 1

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

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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

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

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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

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

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Transmission Digest

Shift Pointers
Figure 12

TCM & GSW

Connector A

Connector B

10 16 8 15 7 14 6 13 5 12 4 11

4 3 2 1 11 10 9 8 7 5

3 2 1

18 17 16

14 13 12

22 21 20 19

1. 2. 3. 4. 5. 6. 7. 8.

Battery + Tip Up Tip Down STLK CAN L1 CAN H1 CAN H2

9. 10. 11. 12. 13. 14. 15. 16.

Ground Ignition +

CAN L2 STLK H

Typical terminal functions these will vary depending upon vehicle model

1. SLT 2. SS2 3. SLT + 4. SLU 5. SSI 6. 7. TFT 8. TFT + 9. SLU + 10. SLC1 11. SLC1 +

12. 13. 14. 15. 16. 17. 18. 19. 20. 21. 22.

NIN + NIN SLC3 + SLB1 SLC2 SLC2 SP + SP SLB1 SLC3 + -

1 2 3 4 5 7 8 9 10 11 19 20 21 22

12 13 14 15 16 17 18

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Transmission Digest

Figure 13 Resistance Check Chart Connector B Component Name Shift solenoid 1 Shift solenoid 2 4 3 2 1 11 10 9 8 7 18 17 16 5 SLU solenoid SLT solenoid SLB1 solenoid SLC1 solenoid SLC2 solenoid SLC3 solenoid SP speed sensor* NIN speed sensor* TFT sensor Terminals Pos. 5 2 9 3 21 11 17 14 19 12 8 Neg. Case ground Case ground 4 1 16 10 18 22 20 13 7 Resistance Value in ohms 11.0-15.0 11.0-15.0 5.0-5.6 5.0-5.6 5.0-5.6 5.0-5.6 5.0-5.6 5.0-5.6 1.0-10.0 M 1.0-10.0 M

14 13 12

22 21 20 19

10 C 5.62-7.31 K 25 C 3.5 K 110 C 0.22-0.027 K 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 whats 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

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November 2006

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