4 GEARS September 2013

Bumping VW 09G

Welcome back to another addition of Tales from the Bench. In this issue

of GEARS, we’re going to look at a 2005 Volkswagen Jetta with an 09G transmission.

During the road test the trans-mission had a 2-3 flare and the occa-sional harsh shift. The problem was more noticeable after the transmission warmed up.

The first step was to scan for codes; there were none. We also checked long term fuel trim data; the fuel trims were all less than five in global two settings — no problems there. We also made sure the car had the latest software.

This is a common solenoid and valve body wear problem. We dis-cussed the solenoid bushing and modu-lation valve problems in last issue. This time we’re going to go over test-ing the lockup control valve, clutch control valves, and pressure regulator valves.

TCC ValvesThe lockup control valve is very

busy in the 09G transmission. Torque converter lockup can be commanded on as early as second gear, all the way through sixth gear. The torque converter also releases every time the transmission shifts; once the shift is complete, the torque converter reap-plies.

TALES FROM THE BENCH

Bumping VW 09G by Jarad Warren

members.atra.comby Jarad Warren

Figure 1

A

Figure 2

B

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C

M

Y

CM

MY

CY

CMY

K

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6 GEARS September 2013

Bumping VW 09G

Let’s vacuum and wet air test the TCC control valve: Test location A is the TCC control sleeve and valve. Test location B is the control valve bore (figure 1).

When adjusting your vacuum tester, remember: You should have 5 Hg with an 0.035” orifice, and 25 Hg with no leaks.

The vacuum test on loca-tion A indicated the sleeve was good. But at test location B the control valve bore held only 8.5 Hg (figure 2), indicating bore wear. A wet air test also revealed a leak (figure 3).

Bore wear at the torque converter control valve can cause lockup apply and release problems, overheating, TCC codes, and harsh upshifts and downshifts. Remember the harsh shift complaint? We just identified one likely cause. To address the wear in the TCC control valve bore, check for a repair through your aftermarket suppliers.

Watch for Leaks

Figure 3

Figure 4

Figure 5

Secondary Regulator

Main Pressure Regulator

K1 K2 B1 K3

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8 GEARS September 2013

Bumping VW 09G

The N91 (TCC) solenoid is a pulse width modulated solenoid. When cur-rent levels change but the TCC control valve doesn’t react because of bore wear, you’ll have hard/clunky shifts because the torque converter isn’t releasing during the shift.

One way to prove whether the TCC control valve is operating cor-rectly is to graph the N91 solenoid command and the TCC-off pressure port. When the N91 solenoid current drops, pressure should rise.

Clutch Control ValvesThe 09G transmission has four

clutch control valves, which are con-trolled by four linear solenoids:• K1 clutch is controlled by N92

or number 5 solenoid.• K2 clutch is controlled by N282

or number 9 solenoid.• K3 clutch is controlled by N90

or number 3 solenoid.• B1 clutch is controlled by N283

or number 10 solenoid.If you have a shift problem,

check the apply chart (figure 4) and see what clutch is being turned on or off.

Our problem was a flare 2-3 shift. Figure 5 shows the test locations for each clutch, the pressure regula-tor, and secondary pressure regulator valves. You can per-form a wet air test or vacuum test at these locations.

We’re going to test the K3 clutch control valves for wear because that’s the clutch that’s coming on to cre-ate the 2-3 shift. I prefer vacuum test-ing because you can keep a log and com-pare wear data at each bore location.

You can test all eight clutch control valves in about ten minutes. A pass/fail log on these ports

will save you time and money. On this valve body all of the clutch control valves were within acceptable range.

One nice thing about this transmis-sion is that you can adjust the shift feel for the K1, K2, K3, and B1 clutches. Look for the adjusters at the end of the

clutch control valves. These adjusters sometimes leak; if you find a leak at the adjusters you can Loctite the threads, or there are aftermarket adjusters avail-able with O-rings — contact your sup-plier for details.

Figure 6

Figure 7

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10 GEARS September 2013

Bumping VW 09G

Always measure the adjuster and record their original location before you adjust them, so you can put them back where they were if it doesn’t correct the prob-lem. Turning the adjuster in increases the spring load on the clutch control valve, which softens the clutch apply. For a flared shift, back out on the adjuster to firm up the shift.

Pressure Regulator Valves

Finally we need to check the main pressure regula-tor and secondary regulator valves. Figure 5 shows the test location for the main pressure regulator valve.

When you take out the main regular and boost valve, always mark which step the boost valve is at (figure 6). You need to reassemble it to the same step.

The inner test location is the balance part of the pressure regulator valve. The port above the boost valve lets you test the boost valve and bore. In figure 7 we’re vacuum testing the balance end of pressure regulator valve. The valve appeared to be in good work-ing order, so we just cleaned and reas-sembled it.

Figure 5 also shows the second-ary pressure regulator valve test ports. You need to test all three locations: We began by testing the secondary pressure oil port (figure 8). It held 8.3 Hg.

The bubbles during a wet air test reveal a large leak (figure 9). Contact your aftermarket supplier for the repair.

Hard shifts are sometimes tricky to figure out with the 09G transmis-sion. If the torque converter clutch doesn’t release before the shift, it can cause a harsh shift. This is a busy transmission, with the lockup clutch coming off before each shift and replying after the shift.

This valve body needed the solenoid bushing replaced and the solenoid modulator valve repaired;

procedures we covered in the last issue of GEARS.

This time we repaired the lockup control valve and secondary pressure

regulator. Then we reset the shift adapts and the transmission shifted like new — all without buying a new valve body.

Figure 8

Figure 9

Large Leak

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