was designed in ‘98 and went into production in ‘99. Torque capacity of 330 N.m.
was designed in ‘02 along with the rear wheel drive unit, the TR-60SN
. Both units use similar power flow & control. TF-60 went into production in the ‘03 Beetle (09G) with torque capacity of 280 N.m. The later 09K has 400N.m. and 09M has a 450 N.m. torque capacity.
Skip shift scheduling controls four clutches simultaneously. The units have the ability and programming for 2-4; 4-6 upshifts and 6-2, 2-1; 5-3, 3-1, 4-2 and 2-1 downshifts. This is accomplished by designing a compact hydraulic circuit that remains pre-charged.
Each clutch apply or release is controlled by one solenoid and valve circuit.
The control pressure curve of each circuit is affected by the adjustment screw on the end of the bore opposite the solenoid. That feature is combined with fast adapts and CAN feedback.
Software has been reduced by 45% over 5 speed and parts by 27% with a gain of 5% fuel economy.
utilizes a brake band, TF-60SN uses a B1 clutch. The oil transfer grooves in the band drum are critical to the timing for apply and to reduce heat.The double-wrapped band has special oil grooves to reduce heat.
Temperature sensor is extremely critical to proper shift strategy and adaption. TCM has three distinct temperature modes of operation:
- TCC apply & normal clutch apply release strategy.
- Stage 1: 127°C (260°F) shifts become later and TCC remains applied longer.
- Stage 2: Engine torque reduction.
Clutch piston travel is critical and set by selective flange/snap rings.
Split band has a print mark between the straps near the anchor. If the print mark is worn away, band should be replaced. The C3 clutch drum onto which the B1 band applies, has a special surface finish and should not be altered. The B1 band should be pre-soaked with the correct fluid for 2 hours.
Faced clutch plates have a print mark. OE suggests if the print mark is not legible the friction plate should be replaced and a new pre-soaked friction installed.
A balance area opposes clutch apply pistons. These are fed from lubrication oil. The valve body damper/accumulators pre-charge all circuits.
When adjusted properly:
- Hill hold will not allow vehicle to roll back nor move forward with foot off accelerator.
- Smooth engagement into Fwd-Rev. Not more than 1.5 second delay or double bump into reverse.
To isolate proper drivability and shift quality:
- Suggest graphing engine RPM & transmission ISS #182. When correct, they follow each other with slight delay/lower ISS.
- Flare and harsh shifts show up on graphs as spikes or square wave shift transitions.
- Drive monitoring TCC slip RPM. Verify TCC stages: off, on, modulated slip mode.
- When K-3 is too far out of adjustment, a cut-loose will occur on 2-3 or harsh 3-2 downshifts. It is likely the B-1 will have to be adjusted at the same time.
- Drive and adjust in city driving conditions first. Once acceptable, drive it harder with elevated upshifts and coast down.
Testing on hydraulic test stand:
- Strongly suggest the solenoid cover with control valves be tested independent of the rest of the valve body.
- Compare OE duty % and clutch control output, then adjust your rebuild to match.
Identification of Valve Body Cores
Pressure Tap Identification 09G
- Harsh up or downshifts
- TCC slip, fluid overheat
- RPM cycling at low speed or coast
- TCC clutch is not releasing or loss of TC modulation control
- Torque converter clutch control valve bore worn and/or secondary regulator valve bore worn
- Monitor converter release pressure to verify the clutch is being controlled. If release psi remains low (see chart) during up/down shift, the control valve is not stroking. Compare the release pressure to TCC solenoid amperage. For overheated conditions, also monitor cooler flow (see chart).
- Flare on 2-3 shift
- Harsh engagement
- Delay forward or reverse
- Clutch control valves (at solenoid bore) are out of adjustment. Primarily K3/C3 and or B1
- K3 valve is most active and bore wears quickly
Correction & Diagnosis:
Must repair K3/C3 clutch control valve body, then:
- Remove oil pan and adjust clutch control valves. Always measure & record the OE position.
- To overcome a flare on 2-3, back out the K3 adjuster which increases apply psi. You may have to turn in the B1 adjuster to slow down its exhaust rate. Suggest 1/2 to 3/4 turn per test.
- Suggest use of graphing scanner to monitor engine RPM vs. ISS RPM. Should not have spikes in engine RPM during down shift. Engine RPM and ISS #182, sensors should parallel each other. If the engine RPM has spikes at the beginning of shift, clutch pressure is not high/fast enough. If the engine RPM sensor appears to be a square form or dips down during shift, there is a bind up and the opposing clutch (probably B1) may have to be adjusted as well.
Note: On the TF-60SN (VW 09G/09K/09M), the Ross-Tech performs well for this diagnosis. (www.Ross-Tech.com).
- Slippage or loss of 3-4, K-2 clutch failure
- TF-60 series commonly have a cross leak under the case sleeve which feeds the K-2 clutch.
- Replace the sleeve with an aftermarket with improved retention.
- Loss of lubrication
- Transmission temperature codes
- Enable of shift mode I or II
- Incorrect valve body and separator plate for case lube design
- Remote heat exchanger and case mounted cooler use different separator plates
- Install matching parts. To isolate this (prior to road test) check for cooler flow and release pressure on the lift. Refer to SonnaFlow® charts.
- (09M, 09G) Harsh Reverse, 3rd or 5th
- Bind up on 3-4 or 3-2
- Damaged K-3 clutch balance piston. This piston acts as a return and accumulator counter acting upon the K-3 apply piston.
- Need to replace the K-3 drum assembly unless pistons are available.
- Aftermarket pistons are now available with tabs to eliminate the radial piston movement.
- Post overhaul, flare upshifts or bumpy downshifts
- Failure to reset adapts or relearn strategy has not been completed.
- Reset all control modules.
- Perform a drive cycle relearn of 15 shift cycles.
- Fluid discoloration
- TCC clutch failure
- Improper fluid will not control TCC clutch slip rate and dissipate heat.
Correction: Suggested fluids
- T-IV or 1161540 for Volvo
- Mobile 1, ESSO or Castrol full synthetic are aftermarket alternatives
- No Reverse, Loss of gear
- Low fluid level
- Solenoid wiring may be incorrect
VW Fill adapter:
Some VW applications use a plastic fill elbow that enters above the pan and to the left of front. The number on the part is VW AG-JP57344-02. The case could be bored to accept this fill adapter. It would require drilling the case to .517” ID (13.1mm) to a depth of .487” (12.3mm). At the base of the first bore is a stepped transition to a final bore of .412” (10.4mm)
Complaint, Cause, Correction Issues
- Harsh coast downshifts, harsh upshifts
- TCC control valve bore and sleeve wear. Bore wear reduces the hydraulic control of release pressure on the converter piston. The piston remains applied during the shift.
- Service TCC control bore and sleeve.
- Flare/long upshifts, gear ratio codes, loss of gear
- Bore wear at a specific clutch control valve
- Solenoid modulator valve bore worn
- Clutch circuit, relay valve sticking
- SL clutch control solenoid defective or contaminated
- Main pressure regulator bore and/or boost sleeve worn
- Incorrect fluid level
- Inspect and service in order of above.
- Delayed Forward engagement
- Valve body temperature sensor not registering properly. (Will also affect TCC apply)
- Fluid level incorrect. C-1/ K-1 clutch control valve bore worn or defective solenoid
- Service C-1/K-1 valve and test thermal element.
- PO 602: Control module programming error
- PO 710: Oil temperature sensor
- P0 715: Input revolution sensor
- PO 720: Output revolution sensor
- PO 729: Gear ratio 6th
- PO 731: Gear ratio 1st
- PO 732: Gear ratio 2nd
- PO 733: Gear ratio 3rd
- PO 734: Gear ratio 4th
- PO 735: Gear ratio 5th
- PO 736: Gear ratio reverse
- PO 743: SLU Linear solenoid fault
- PO 748: SLT Linear solenoid fault
- PO 753: S2 solenoid fault
- PO 773: S1 solenoid fault
- PO 780: Unusual shift, (valve stuck)
- PO 1743: TCC stuck on or off
- PO 1981: SLC1 Linear solenoid fault
- PO 1982: SLC2 Linear solenoid fault
- PO 1983: SLC3 Linear solenoid fault
- PO 1984: SLB1 Linear solenoid fault
- PO U2100: Series– CAN communication errors
If transmission or TCM is repaired or replaced, delete the learned data and perform both Neutral and Initial Learning. If the TCM has been overwritten (reflashed), perform relearn process.
1. Warm up ATF to minimum of 66°C (151°F) and maximum of 110C (230°F).
2. Garage shift:
- Brake applied, select N for 3 seconds.
- Then N to D and allow engagement of C1 for 3 seconds.
- Repeat 5 times for D-Reverse.
3. Gear shift:
- Drive 25-35% throttle to obtain 6th Gear and hold 80 Kmh.
- Then coast to a stop within a minimum of 60 seconds.
- Repeat this cycle 10 times.
Note: Spec for maximum N-D engagement is 1.0, N-Rev is 1.5 sec.
Neutral Position Relearn:
1. Vehicle running in Park
2. Release and shift to Neutral
3. Verify N is recognized by TCM on dash & scanner.
4. If not recognized, adjust shifter & input Neutral gear with scan tool.
Bob Warnke is Vice President of Technical Development and a member of the TASC Force (Technical Automotive Specialties Committee), a group of recognized industry technical specialists, transmission rebuilders and Sonnax Industries Inc. technicians.