55 51sn DIY repair

Details: 55 51sn do-it-yourself repair from a real master for the site my.housecope.com.

Repair of automatic transmissions AW55-50SN and AW55-51SN, installed on cars of the brands Volvo (Volvo), Saab (SAAB), Opel (Opel), less often on Chevrolet (Chevrolet), Daewoo (Daewoo), Lancia (Lancia), Renault (Renault) and etc.

Automatic transmission 55-50 SN was sent for repair due to a typical problem - overheating. The driver spoke about slippage, improper gear changes and double loading when the car was stationary.

The view of the insides is ordinary for such a situation:

torn bushing (in the photo below you can compare the state “before” and “after” the breakdown)

and all related, failed automatic transmission elements.

(in the photo below you can compare the condition “before” and “after” the breakdown)

Repair of automatic transmission 55-50 SN consisted of replacement of bushings, filters, clutches, underdrive drum, brake band and standard upgrades from the repair kit. The hydraulic block was also repaired. Some car services buy new or restored valve bodies for these boxes. We do not need to do this, as our craftsmen repair them themselves. This is one of the indicators of professionalism, which not only enhances the image of the workshop, but also reduces the cost of repairs.

The repair was completed successfully, full restoration of normal functioning.

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The story is this, a NEW valve body for aisin is coming to me. While driving, I want to sell the old one, now it's on the car.
At work, 1-2-3-4-5, 5-4-3-2-1 is almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are ALWAYS no kicks, jerks, and even more hits or slips.
The main disadvantage (for this reason, I change to a new one) is the reverse. When cold, everything is perfect, when hot, there are pushes, and sometimes not.
Ira car 2009. Mileage 150K. While the new block is coming, there is an opportunity to test it on the car.
I basically don’t want to restore and so on in Minsk. If no one picks it up like this before the arrival of a new block, I will send it to Moscow to trusted people for restoration and will lie like a spare tire.

Video (click to play).

Vovan Sidorovich
Master
Inactive

Where: Minsk – Borisov
Registered: 22-04-2014
Posts: 614

And why not immediately indicate the price of the question? After all, fortune-telling on coffee grounds does not speed up the solution of the problem)))
Sorry, maybe I somehow misread your message and you give it away without money? Well, in that case, ready to pick up!

Da-da-da
Master
Inactive

Where: Minsk
Registered: 29-03-2011
Posts: 582

In 09, the automatic transmission was 55-51 if I'm not mistaken

reindeer
Master
Inactive

Where: Minsk
Registered: 21-10-2014
Posts: 922

The story is this, a NEW valve body for aisin is coming to me. While driving, I want to sell the old one, now it's on the car.
At work, 1-2-3-4-5, 5-4-3-2-1 is almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are ALWAYS no kicks, jerks, and even more hits or slips.
The main disadvantage (for this reason, I change to a new one) is the reverse. When cold, everything is perfect, when hot, there are pushes, and sometimes not.
Ira car 2009. Mileage 150K.While the new block is coming, there is an opportunity to test it on the car.
I basically don’t want to restore and so on in Minsk. If no one picks it up like this before the arrival of a new block, I will send it to Moscow to trusted people for restoration and will lie like a spare tire.

Your car needs a valve body from 55-51, the software for 55-50 is a little different! It will not work correctly.

Saab box code that costs 55560552.
Transmission code FA57C05 or FA57C04
Judging by the code, they began to put them into glasses from the age of 07. It is boxes with a different code. Maybe it's 51 aisins. As for the valve body, maybe it is the same as in 2002 - 2006

mikka pakka
Sensei
Inactive

Where: Minsk
Registered: 31-05-2010
Posts: 3,564

what are you comparing to? may not need to interfere with the machine to work.

Da-da-da
Master
Inactive

Where: Minsk
Registered: 29-03-2011
Posts: 582

Your car needs a valve body from 55-51, the software for 55-50 is a little different! It will not work correctly.

There are different valve bodies for 55-50 and 55-51, and your gearbox is most likely 55-51 and the valve body from 55-50 will not work correctly

reindeer
Master
Inactive

Where: Minsk
Registered: 21-10-2014
Posts: 922

Your car needs a valve body from 55-51, the software for 55-50 is a little different! It will not work correctly.

Automatic transmission Aisin Warner AW55-50SN, AW55-51SN (AF33, RE5F22A)

The 5-speed automatic transmission AW55-50SN was designed by Aisin engineers at the end of the last century as an exclusive version of 5-speed automatic transmissions for non-Toyota front-wheel drive vehicles with an engine from 2 to 3 liters. A complete list of all cars using this automatic transmission does not fit on one sheet (below) and every year all new models receive this popular automatic transmission. Kazakh Chevrolet Epica, All Volvos, Saabs and many others preferred this automatic transmission to all other 5-speed units.

Some of the design solutions were taken from a successful predecessor - a 4-speed AW50-40. The box turned out to be so successful that even competitors - Nissan, General Motors chose the AW55 for their popular cars, releasing their RE5R05A (JR507E) (Nissan Jatko) and 5L40E / 5L50E (GM - Europe) at the same time.

In the AW55-50SN, many new technologies have been applied to improve the dynamic performance, comfort and ecology of the car.

The fate of the automatic transmission was left in the hands of the young "computer geniuses" of automakers, such as those who program aircraft autopilots.

The innovation is the use of linear solenoids (SL * - Solenoid Linear -) for soft "parallel" shifting. It is this solenoid that makes switching imperceptible and with virtually no loss of power flow. But due to the fact that again the same friction clutches, slipping, accelerate (or slow down) the shafts.

Another innovation is the “slip mode” of the gas turbine engine blocking, which forced the use of new graphite materials. The blocking of the gas turbine engine began to be switched on by the SLU linear solenoid already starting from the second speed (with the pedal “to the floor”), without waiting for slow acceleration with the help of turbine wheels. This led to unexpectedly rapid wear of the friction lining of the torque converter and, as a result, to the failure of the "brains" of the automatic transmission - the valve body.

This more abrasion-resistant and well-adhering carbon fiber of the friction clutches, having got into the oil with dust, began to gnaw out and clog all the thin places of the valve body and solenoids with stone soot. How cholesterol from pork skewers clogs the brain vessels of “stroke”. The processes of “coronary brain disease” are described in more detail here.

In 2003, the AW55-51SN modification was developed with an improved valve body for all-wheel drive cars, which began to be used for Volvo (S40-S70) and Infiniti I35.

AW55-50SN developed for Nissan vehicles is known as RE5F22A. It is related in detail to the Jatco AW235 transmission. According to the GM (Saab, Opel) classification, the AW55 is called the AF33.

filter with fin without fin AW55-50

AW55-50 is designed for torque up to 330Nm and is the most popular Aisin gearbox in our market (among non-Toyota cars).

Filters to it have several modifications:

— Automatic transmission filter “with a rib” 351010 and

- Automatic transmission filter “without rib” # 351010A.

The filter with a rib (wrib) is suitable for almost all automatic transmissions. Filter without rib (w.orib) - for a narrower range of machines.

In 2005, a new modification of the filter without a rib (w.orib) 351010C was released for Chevrolet pallets.

Filter without fin, AW55-50SN/51SN WO/RIB Chevrolet 2005-Up

spare parts for the repair of this automatic transmission (Online store)
Repair kits 351002 are produced by many manufacturers. This automatic transmission is not sensitive to the difference in the quality of repair kits, so they choose everything from Precision to Transtec.

repair kit AW55-50
The frequent sale of clutches in complete sets of 351003 suggests that the clutch and brake packages are designed quite balanced.

In the early years (until 2005), the clutches of the C2-Direct package failed more often than others, and the drum design was somewhat modified, and the thickness of the clutches (351106) was reduced, after which they began to serve longer.

“Childhood disease” in the first year of production was the ingress of antifreeze into the ATF oil. The mechanics of the box itself are designed and executed to perfection, like everything Aisin does. But when the box is produced universally for different manufacturers, it will be programmed by “foreign” programmers for their engines and their type of driver, for different torque converters, cooling radiators, then like seven nannies, expect trouble.

There were other childhood illnesses as well. In particular - with hydraulic valve plates. All manufacturers of automatic transmissions are struggling with this problem, and since 2004, AW55 valve bodies began to serve much longer, requiring only repair and routine cleaning.

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aricha
dedicated

Where: Sharya
Registration: 06-11-2008
Posts: 222

volvo service in kostroma at the industrial with the departure of the master with VIDA diagnostics see 2gis

about automatic transmission it is easier to buy a contract

lonely Dolphin
Jedi Knight

Where: Kostroma
Registration: 20-05-2009
Posts: 1,762

The car is worth a stake now.

Well, here is the situation.

In general, I had a problem that the clutch fell apart and clogged the filter. The pressure is gone.
The valve body of the solenoids has always worked perfectly, before the repair.

As the automatic transmission was repaired, the car first started to go from 3rd gear. Changed the line pressure solenoid and cheers. went.

It was impossible to sharply press the gas for the first thousand kilometers. OK. If you do not press the gas sharply, then the shifts are quite smooth, as it should be.

After a thousand miles, I hit the gas and was very upset, because there was a kick from second to third gear.

Further. When cold, when you turn on the drive, there is a big delay in the region of 2 or 3 seconds, then the car seems to be going into second. then 3rd and so on.
As it warms up, I start off with the first one. .as it should be.

Well, the most important thing is that after 100 km per hour the car goes into emergency mode.
Torque converter lockup slip occurs. This is what the officials told me. After driving not very long, it smells of transmission oil from the engine compartment.

In general, that's why now the car just stands.
I no longer want to spend money on repairs that suggest something and possibly repair it.

Announced another 26tr to repair. ..yes juhan it fell to me.
I implement the wheelbarrow anyway, one way or another. Just everything has its time. ..

Repair of any automatic transmission from 1 day

CVTs, DSG, torque converters, new and remanufactured automatic transmissions, spare parts

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The AGREGATKA company is a federal network of technical centers whose main specialization is the repair and maintenance of automatic transmissions of all types, including dual-clutch robotic transmissions, CVT transmissions and classic hydromechanical automatic transmissions

The Aisin AW55-51SN 5-speed automatic transmission has been produced since 2003 in Japan and is installed on all-wheel drive models of several well-known automakers at once. The transmission is mainly used on machines with powerful internal combustion engines up to 350 Nm of torque.

The AW55 family also includes an automatic transmission: AW55‑50SN.

On the example of a 2006 Volvo XC90 with a 2.5 liter engine:

Similar transmissions from other manufacturers:

No branded breakdowns were found in the automatic transmission, all problems are age-related

Clutch particles clog solenoids and corrode hydraulic plate channels

In addition to shocks during shifts, this process prevents the movement of oil

From oil starvation, the mechanical parts of the box wear out rapidly

Most often, planetary gear bushings and brake bands are replaced.

All texts are written by me, are authored by Google, included in the original Yandex texts and notarized. With any borrowing, we immediately write an official letter on company letterhead in support of search networks, your hosting and domain registrar.

Next, we go to court. Don't push your luck, we have over 30 successful internet projects and already won a dozen lawsuits.

The automatic 5-speed transmission AW55-50SN was developed by Aisin designers for cars with front-wheel drive and engine displacement from 2 to 3 liters. Aisin engineers took a lot from the successful and reliable design of the previous 4-speed AW50-40 when designing this transmission.

The AW55-50SN automatic transmission has incorporated the latest achievements in engineering technologies, which has made it possible to significantly increase the dynamics, ecology and comfort of the car.

The application of the torque converter lock-up “slip mode” innovation required the use of new graphite materials. Dust from the work of these materials began to get into the oil, and a similar oil suspension began to clog the channels and gnaw out the body of the valve body and solenoids. Also, at the first stages of operation of the AW55-50SN automatic transmission, coolant got into the ATF oil.

The valve body, in fact, has become a consumable in these automatic transmissions, since it must be periodically disassembled and cleaned, entrusting this work only to professionals.

The hydraulic valve plate that controls most of the processes in the box cannot provide the required oil pressure (the main “iron” disease) due to dirt in the oil and elevated temperature, which contributes to clogging of the valve channels and their corrosion. The same happens with the hydraulic plate solenoids. Corroded channels "cross" causing oil to flow between them, or a lot of dirt appears in worn places, which leads to jamming of the plungers. As a result, there is a drop in oil in the torque converter and clutch packs.

It is better not to postpone the cleaning of the valve body, as an irreparable wear process can begin in the body of the hydraulic plate. Often it is necessary to replace the hydraulic unit. Solenoids "killed" by dirt can sometimes be saved by cleaning, but if they are worn out, they must also be replaced.

The lack of oil pressure quickly affects the wear of the pump bushings, which are usually changed as a whole set.

When overhauling an automatic transmission, in addition to replacing consumables (friction clutches, gasket repair kits, oil seals), the brake band must also be replaced. Sometimes the aggressive driving style of some owners of cars with automatic transmission AW55-50SN leads to the replacement of the planetary gear set, although in general the hardware of this automatic transmission is very reliable.

Long-term operation of the AW55-50SN automatic transmission requires simple rules: measured driving and timely checks and oil changes.

Everything goes on as usual, and the repair of the valve body of the 5-speed "automatic" AW 55-50 SN manufactured by the Japanese company Aisin, which we started, also continues. In the first part of the story, we told how, using a vacuum test, we found a channel in the automatic transmission valve body that bypassed oil, after which, using a special cutter, we eliminated this problem.

However, tests on the English Hydra-Test stand, carried out to find out what our intervention gave, revealed another malfunction. What is good - the stand allows you to accurately localize its place.

If the pressure in the channels of the valve body “danced” near the norm, then the pressure readings for one of the solenoids did not want to fit within the tolerance limits. So the solenoid is bad. Well, it happens. Solenoids are responsible for pressure modulation, however, during operation, they become clogged with wear products, wedge, which is why they stop working as they should.

Stop car! We remove the valve body from the stand in order to remove a bad solenoid from it. While it will be removed and disassembled, you can make a small digression. If, after deploying the socket in the valve body with a cutter and installing a repair size plunger, we put the valve body on the car, it would have to be removed again due to problems with the solenoid, with inevitable loss of oil from the box while increasing labor costs and time for repairs. The stand made it possible to avoid these irrational losses.

And here is the solenoid. No matter how itching to crack it with a hammer, it turned out that this part can be repaired and adjusted. Therefore, it is better to forget about the hammer for a while.

It also turned out that not only hydroblocks, but also solenoids separately can be tested on the stand.To do this, in addition to adapter plates for hydraulic units, the Hydra-Test kit also includes tuning plates for testing solenoids. Testing allows, firstly, to determine whether it makes sense to reanimate the solenoid or it can be thrown away without regret. Secondly, after resuscitation, the stand will show how successful they were, and most importantly, the stand simplifies the solenoid calibration procedure. It is not for nothing that the plates for testing solenoids are called tuning. According to the specialists of the service station, it is desirable to check on the stand and, if necessary, calibrate new solenoids. It happens that they go to spare parts from the factory unadjusted, which is why after their installation the “machine” does not work as it should.

The stand gave out a solenoid operation schedule - what do we see from it? The dotted line shows how the solenoid should work, the solid line shows how it actually works. That is, ideally, the solenoid should start with a pressure of seven units, but in fact it starts with six. And reduced pressure, and by a whole bar, which is very significant, is observed throughout the graph. Expert opinion: you need to try to restore the mechanical part of the solenoid, and then start calibrating it.

The fact is that in addition to dirt, the operation of the solenoids is affected by the gaps in the bushings, which gradually increase as they wear. Dirt, by the way, contributes to this. The consequence of the increased backlash is the misalignment of the solenoid plunger, due to which it begins to wedge. The chances that after replacing the bushings and flushing the solenoid will begin to work correctly are high. Only when the stand shows that the restoration of the mechanical part did not help, the solenoid bin waits.

In our case, this did not happen. Replacing the bushings really "set the brains" of the solenoid. Re-testing after reassembly with simultaneous calibration confirmed that the solenoid worked normally. You can start reassembling, installing the valve body in the automatic transmission, and the automatic transmission on the car.

What, however, did we get at the end of the repair? The car drove as it should, without the former twitching. Let's hope we forget about it for a long time.

The AW 55-50 SN gearbox manufactured by the Japanese company Aisin Warner debuted in 2000 on Volvo cars and was used on the brand's models from the 40th to the 80th series. In 2003, a version appeared, designed to complete vehicles with all-wheel drive and called AW 55-51 SN. This expanded the range of applications for automatic transmissions on Volvo models XC70 and XC90.

In addition to Volvo, these same "machines" with certain alterations and changes in the software were adopted by General Motors to equip Opel Vectra, Signum and Antara, Saab 9-3 and 9-5, Cadillac BLS, Chevrolet Equinox, Daewoo/Chevrolet Captiva, Epica, Lacetti, Tosca and Winstorm, Saturn Ion and Vue. In the version for GM, the automatic transmission in question may be referred to as AF23 or AF33.

In addition, AW 55-50 / 55-51 was bought by Renault for Avantime, Espase, Laguna and Vel Satis, Alfa Romeo - for 166, Fiat - for Croma and Stilo, Lancia - for Thesis, Nissan - for Maxima, Infiniti - for I35, Suzuki for Grand Vitara XL-7.

5AKP AW 55-50 differed from its predecessor 4AKP AW 50-40 not only by the presence of one more gear, but also by two fundamentally important features that affected the reliability of the box. The first is torque converter lock-up controlled slip technology. The second is the use of linear solenoids for soft shifting. Slippage led to wear of the GT blocking pads, wear products clogged the valve body and solenoids. The beginning of problems is characterized by the appearance of jerks when shifting gears. Timely response to the appearance of jerks allows you to limit the repair intervention by cleaning and restoring the valve body plates and solenoids. In advanced cases, it is problematic to save the valve body - it will need to be replaced. In addition, due to jerks, the brake band wears out.

Alexey Myakishev, technical center KINERGO:

“The AW 55-50 software control algorithm is designed so that at the first sign of “slippage” at the moment of gear shifting, which may be caused by solenoid clogging or leakage through worn channels of the valve body, the “brain” decides to put pressure on the control of this package in the automatic transmission. As a result, we get an uncomfortable inclusion with a push or a blow. And then on the rise: increased pressure and shock loads begin to affect the mechanical part of the automatic transmission.After drivers, who are especially patiently ignoring shocks and shocks, sometimes boxes get into repairs that are so “overfed” by pressure that cracked or torn-off Direct drums or brake bands with bent servo stops are observed in them. So driving with “minor” malfunctions and slight discomfort will not work for a long time. The automatic transmission of this design does not have a “Nordic” character, and if it starts to act up, repairs are needed. The sooner the better".

Everything goes on as usual, and the repair of the valve body of the 5-speed “automatic” AW 55-50 SN manufactured by the Japanese company Aisin, which we started, also continues. In the first part of the story, we told how, using a vacuum test, we found a channel in the automatic transmission valve body that bypassed oil, after which, using a special cutter, we eliminated this problem.

However, tests on the English Hydra-Test stand, carried out to find out what our intervention gave, revealed another malfunction. What is good - the stand allows you to accurately localize its place.

And here is the solenoid. No matter how itching to crack it with a hammer, it turned out that this part can be repaired and adjusted. Therefore, it is better to forget about the hammer for a while.

It also turned out that not only hydroblocks, but also solenoids separately can be tested on the stand. To do this, in addition to adapter plates for hydraulic units, the Hydra-Test kit also includes tuning plates for testing solenoids. Testing allows, firstly, to determine whether it makes sense to reanimate the solenoid or it can be thrown away without regret. Secondly, after resuscitation, the stand will show how successful they were, and most importantly, the stand simplifies the solenoid calibration procedure. It is not for nothing that the plates for testing solenoids are called tuning. According to the specialists of the service station, it is desirable to check on the stand and, if necessary, calibrate new solenoids. It happens that they go to spare parts from the factory unadjusted, which is why after their installation the “machine” does not work as it should.

In our case, this did not happen. Replacing the bushings really "set the brains" of the solenoid. Re-testing after reassembly with simultaneous calibration confirmed that the solenoid worked normally.You can start reassembling, installing the valve body in the automatic transmission, and the automatic transmission on the car.

What, however, did we get at the end of the repair? The car drove as it should, without the former twitching. Let's hope we forget about it for a long time.

In addition to Volvo, the same “machines” with certain alterations and changes in the software were adopted by General Motors to equip Opel Vectra, Signum and Antara, Saab 9-3 and 9-5, Cadillac BLS, Chevrolet Equinox, Daewoo/Chevrolet Captiva, Epica, Lacetti, Tosca and Winstorm, Saturn Ion and Vue. In the version for GM, the automatic transmission in question may be referred to as AF23 or AF33.

Expert opinion

Alexey Myakishev, technical center KINERGO:

“The AW 55-50 software control algorithm is designed so that at the first sign of “slippage” at the time of gear shifting, which may be caused by solenoid clogging or leakage through worn channels of the valve body, the “brain” decides to put pressure on the control of this package in the automatic transmission. As a result, we get an uncomfortable inclusion with a push or a blow. And then on the rise: increased pressure and shock loads begin to affect the mechanical part of the automatic transmission. After drivers, especially patiently ignoring shocks and shocks, sometimes boxes get into repair, so “overfed” by pressure that cracked or torn-off Direct drums or brake bands with bent servo stops are observed in them. So driving with “minor” malfunctions and slight discomfort will not work for a long time. The automatic transmission of this design does not have a “Nordic” character, and if it starts to act up, repairs are needed. The sooner the better".

Sergei BOYARSKIKH
Photo by Olga-Anna KANASHITS
ABW.BY

Thank you for the advice and assistance in organizing the photography of the technical center KINERGO.

If your car has a faulty automatic transmission, call 8 (812) 944 60 92

View repair costs Automatic transmission AW55-50SN you can here.

Aisin AF33 is a 5 speed automatic transmission. It is designed for use in transverse engined front wheel drive vehicles and can handle up to 329Nm of torque. Created in Anjo City, Japan. The designation itself AF33 is used only GM, but model codes are written as A.W.55-50SN(FWD) and A.W.55-51SN(AWD). The AW55 designation is used primarily by Volvo and other manufacturers.

The box is based on a 4-speed AW50-40, a successful and advanced unit for its time.

The updated version of the AW55-50SN uses more advanced technologies, with improved dynamic performance, creating more comfort and providing a higher level of environmental friendliness.

In 2003, the box has undergone another change.Then a modification with an improved valve body for all-wheel drive cars AW55-51SN was developed, which was used for Volvo (S40-S70) and Infinity I35. The fact is that the previous version still had drawbacks: the friction lining of the torque converter wore out extremely quickly, which led to the failure of the valve body.

A rival car brand, Nissan, also used the AW55-50SN, it's called RE5F22. The closest relative of such a box is Jatco AW235. According to the classification of GM (Saab, Opel) it bears the name AF33.

The main complaints from car owners with this automatic transmission are jolts when switching. The problem is a worn valve body. Which suffers from overheating and wear products of the torque converter lockup. Solutions for this problem:

1. Multiple partial oil changes and replacement of the valve body (for a refurbished or new one) Replacement work 4-5 tr New valve body 39 tr (Check availability and price 9446092)

2. Complete overhaul of the automatic transmission with the repair of the torque converter and the replacement of the valve body.

Automatic transmission Aisin Warner AW55-50SN, AW55-51SN (AF33, RE5F22A) Image - 55 51sn do-it-yourself repair

5-speed automatic transmission AW55-50SN was designed by Aisin engineers at the end of the last century as an exclusive 5-speed automatic transmission for non-Toyota front-wheel drive vehicles with an engine from 2 to 3 liters.

Since 2000, this unique transmission has been tested on the general customer of the Aisin automatic machines - Volvo. It was immediately installed on the C70, both 40s, 70s and S60 and S80. Also often this machine can be found on the Opel Antara /

As usual, the first two years revealed several "childhood diseases" of valve bodies associated with new modes of operation.

And after finalizing the valve body and computer settings (the hardware, as always with the Japanese, was immediately designed to be “excellent”), this machine, like AF23 and AF33, began to be installed on the GM group of automakers: Daewoo-Chevrolet (Captiva, Epica, Lacetti. ), Saab, Opel and American Saturns and Suzukis. It is also found on Russian Cadillacs BLS with a 2-liter engine.

Even sometimes you can find such exotics as Fiat, Nissan Maxima (USA) and Lancia with this machine. They put AW55-50 since 2002 on Renault Espace, Vel Satis, Laguna and very rarely on Avantime with a whole range of engines from 2 to 3.5 liters.

Some of the design solutions were taken from a successful predecessor - the 4-speed AW50-40. The box turned out to be so successful that even competitors - Nissan, General Motors chose exactly AW55 for their popular cars, simultaneously releasing their RE5R05A (JR507E) (Nissan Jatko) and 5L40E / 5L50E (GM - Europe).

V AW55-50SN many new technologies have been applied to improve the dynamic performance, comfort and ecology of the car. The fate of the automatic transmission was left in the hands of the young "computer geniuses" of automakers, such as those who program aircraft autopilots. Aisin is usually responsible for the structural part of the box. The characteristics of the valve body and the control electroregulators-solenoids are ordered by automakers who set up this automatic-motor combination. And therefore, valve bodies work differently on all machines, but using the innovations that Aisin engineers put into it.

An innovation is the use of linear solenoids (SL * - Solenoid Linear -) for soft "parallel" shifting. It is this solenoid that makes switching imperceptible and with virtually no loss of power flow. But due to the fact that again the same friction clutches, slipping, accelerate (or slow down) the shafts.

Another innovation is the “slip mode” of the GDT blocking, which forced the use of new graphite materials for friction clutches. The blocking of the gas turbine engine began to be switched on by the SLU linear solenoid already starting from the second speed (with the pedal “to the floor”), without waiting for slow acceleration with the help of turbine wheels. This led to unexpectedly rapid wear of the friction lining of the torque converter and, as a result, to clogging of the oil and failure of the "brains" of the automatic transmission - the valve body.

This material, which is more resistant to abrasion and well “sticking”, got into the oil with dust, began to gnaw and clog all the thin places of the valve body and solenoids with stone soot. How cholesterol from pork skewers clogs the brain vessels of “stroke”.

In 2003, a modification was developed AW55-51SN with an improved valve body for all-wheel drive cars, which began to be used for Volvo (S40-S70) and even the rare Infiniti I35 with a 3.5 liter engine.

AW55-50SN, designed for Nissan vehicles is known as RE5F22A. It is related in detail to the Jatco transmission. AW235. According to GM classification (Saab, Opel) AW55 called AF33 or AF33-5.

The AW55-50 is rated for up to 330Nm of torque and is the most popular Aisin gearbox in our market (among non-Toyota cars).

Filters to it have several modifications:

– Automatic transmission filter with rib 351010 and

The fin was introduced by the automakers Saab and Nissan themselves to improve cooling and oil cleaning. Oil until 2004 used type Toyota T-IV, but in subsequent years, computers often began to be tuned to a new type of oil Toyota WS.

In 2005, a new modification of the filter without a rib (w.orib) 351010C was released for Chevrolet Captiva pallets.

The filter with a rib (wrib) is suitable for almost all automatic transmissions.

Although the filter design resembles the metal mesh filters of its predecessors AW50-40 and AW60-40, the AW55-50 has a felt filter membrane.

Repair kits for gaskets and seals No. 351002 are produced by many manufacturers. This automatic transmission is not sensitive to the difference in the quality of the overal kit and therefore they are equally willing to take everything from Precision to Transtec.

The frequent sale of clutches in complete sets of 351003 suggests that the clutch and brake packages are designed quite balanced.

In the early years (until 2005), the clutches of the C2-Direct package burned more often than others, and the drum design was somewhat modified, and the thickness of the clutches (351106) was reduced, after which they began to serve longer.

“Childhood disease” in the first year of production was the ingress of antifreeze into the ATF oil. The mechanics of the box itself are designed and executed to perfection, like everything Aisin does. But when a box is produced universal for different manufacturers, it will be programmed by “foreign” programmers for their engines and their type of driver, for different torque converters, cooling radiators, then, like seven nannies, expect trouble.

There were other childhood illnesses as well. In particular - with hydraulic valve plates. All manufacturers of automatic transmissions are struggling with this problem, and after the last modification of the plate (in 2004), valve bodies AW55 began to serve much longer, requiring only repair and routine cleaning. Recently, craftsmen change valve bodies less and less often and more and more often order non-original linear solenoids for replacement.

On the right is a frequently failing Electric Pressure Regulator Solenoid, SLU. Responsible for blocking the GDT clutch, switching quality 1-2-3, Reverse 351425.

Hydraulic valve plate AW55-50SN (Valve Body) 351740. The first according to the statistics of repairs is the Volvo valve body of the “break-in” period -1999-2004. Less often, VOLVO (S60) automatic transmission valve bodies produced after 2004 come to repair.

Modifications were made in 2001, when plate "A" was replaced by hydraulic plates with codes "B" and "C". And then in 2004 a new plate came out with a modified B5 valve (brake band control).

The main differences between valve bodies are in solenoids (solenoids S2 and S1 are different), in the internal design of valves, relays. In total, 8 different modifications of the valve body are known. You can distinguish modifications of hydroplates by marking its #ID

There are many other manifestations of abnormal operation of the valve body, but the cause of most premature (up to 150-200 tkm) iron diseases is insufficient oil pressure coming from the hydraulic plate. From dirt in the oil and elevated temperature, it unpredictably eats and clogs the channels of the valves and solenoids of the hydraulic plate. Dirt accumulates in worn places and the plungers wedge, as a result of which the oil does not reach the clutch packs, blocking the torque converter.

The most common problem is that the transitions between 2nd and 3rd gears become untimely, late or bumpy. This is the responsibility of the popular replacement SLS solenoid (diagram on the left) - 351435. Shocks - create an extra load on the brake band (below), which brings her untimely death closer.

Diagnostics of hydroplates of 5-speed automatic transmissions has become difficult, and restoration has become highly qualified and low-profit. It is better to repair the valve body with cleaning as soon as possible, as soon as the first signs of abnormal operation of the machine began, until a typical and fatal problem has set in - wear of the hydraulic plate body. Depending on the degree of wear of the valve plate, the craftsmen decide whether one cleaning and replacement of the solenoids is enough or whether it is time to order a new valve body 351740.

Complicated linear solenoids are “eaten” by dirt much earlier than unkillable “On-Off” S1-solenoids. -S5. But most often the problem lies in the contamination of the solenoids plunger, which leads first to periodic jamming of the valve plunger, and then to its failure.

A set of 3-linear solenoids (351428K), change only in later (after 2001) versions of valve bodies AW55-50/51SN. According to the manufacturers of these solenoids, no adjustment is required. Instructions for adapting solenoids - on the left.

In addition to standard cleaning in advanced cases, Sonnaks repair kit is used to repair worn-out hydraulic plate channels in mild cases. If the wear of the valve body is brought to critical values, then repair-restoration of the plate valves is required.

But for most station wagons, the restoration of the hydraulic plate ends in disappointment for both the client and the master. Therefore, rarely does anyone risk patching the worked-out aluminum alloy of the hydraulic plate. The difficulty is that in this hydraulic unit the plunger-spools are made of anodized aluminum (Teflon) and practically do not wear out. There is wear on the aluminum of the plate body. And the option with reaming and installing a larger diameter plunger is too delicate and expensive work. And besides, several valves are worn out at once, which greatly complicates the diagnostics and debugging of the valve body with new plungers.

The most popular replacements are the 351070 Pump Seal and 351034 Pump Cover Sleeve - the first problem in case of oil starvation. This oil seal, together with the axle shaft oil seal 351076, is changed even when Overol kits are not ordered, in which they are usually included.

Almost every overhaul cuts and repairs the torque converter. The friction lining of the lock is eaten rather quickly, the wear of which is the source of the main problems of the AW55-50.

In the overhaul of “adult” cars, they usually order: A set of clutches (351003), steel discs (351004),

Repair kit for gaskets and seals / OverolKit (351002), at the same time it is being replaced (due to the fact that the friction linings are saturated with burnt oil):

– Brake band, (3rd Gear Band) 351020 .

The problem of burnt oil is not related to the design of the box, but rather to the abnormal operation of the valve body and solenoids.

The lack of oil pressure coming from a clogged valve body affects the bushings. First of all, the pump cover sleeve 351034 (above 41.2x38x13.2) is produced.

In more rare cases, it extrudes the bushings of the planet.

For age or “driven horses” order a set of bushings - 8 pcs (or 9 pcs when “unpaired” bushings are supplied), for an input shaft 22.17mm (= 0.873`). No. 351030B.

Bushings vary for 21.4mm input shaft #351030A.

Occurs in replacement (due to overheating) speed sensor 351436A-AF (on right).

Typical diseases of the “iron” AW55-50SN:

Iron AW55-50SN is very reliable. It can even be said that this Aisin automatic transmission does not have “iron diseases”. The criterion of reliability can be the fact that in 90% of cases of repair of “iron” 55-50 only a complete set of bushings 351030 is ordered.

But still, if the driver often indulges in the gas pedal to the floor, overloading the transmission, then sometimes they re-wire or replace the worn one: - Planetary Gear Rear, complete (Volvo) Rear (8 satellites) - # 351584A or less often:

- Drum C1/C2 , Drum, Input with shaft 21.5 mm (or 22.2) -351554. Wear of the seat with Teflon rings from overload, which leads to oil leakage and combustion of the friction clutches of the package, and then the drum itself.

- Drum 4-5 , Drum, Forward included. 351551.

Most common - Wear of the friction surfaces, + breaks the teeth of the sun gear, which leads to wear of the contact surface to the pistons and loss of oil pressure. Hardware problems up to 300 tkm depend mainly on how Swedish or Italian programmers set up the ECU for “their” driver. And of course, on how hard the drivers try to test the iron for strength.

Automakers launching cars with AW55-50 on the road at first could not follow the concept “fool proof design“.

This is more likely not a decision of Aisin, but of those Swedish or German programmers who set up the ECU for a demanding driver in order to accelerate the car faster and save fuel at the same time, blocking the donut clutch as early as possible, without waiting for the speeds of the connected shafts to equalize. This made it possible to accelerate quickly, but also led to particularly rapid wear of the torque converter and oil contamination.

And also new market requirements: on the one hand, an increase in the ecology and operating temperature of the engine (and, consequently, automatic transmission oil temperature) and an increase in the efficiency and efficiency of the torque converter due to acceleration of the machine using “clutch slip”. All this made the rapidly polluting oil unusually aggressive to the valve body and solenoids.

The owner of the AW55-50 could do whatever he wanted with her: both protect and “kill”. I could drive like Swedish and German burghers drive - patiently, disciplined and for many years. Or he could - as Formula pilots drive - in between overhauls. Full democracy.

Video (click to play).

All of the listed “weak links” were actively manifested in the first years of production of this AW55-50. After several years of debugging programs and “restriction of freedoms”, this automatic transmission finally began to easily pass 150-200 tkm without major repairs on almost all cars. Under simple conditions of proper operation. If you want to see the AW55-50 automatic transmission repairmen a little less often, press the gas pedal a little more calmly and check and change the oil in the automatic transmission a little more often.

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