55 51sn DIY repair

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 has arrived for repair due to a typical problem - overheating. The driver talked about slippage, improper gear changes and double loading when the car was at a standstill.

The viscera are common for such a situation:

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

and all accompanying, failed automatic transmission elements.

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

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

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

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The story is that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K. While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

• 
• Vovan Sidorovich
• Master
• Inactive

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

Why not just 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 return it without money? Well, in that case, ready to pick up!

• Da-da-da
• Master
• Inactive

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

The story is that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K. While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

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 that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K.While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

Your car needs a valve body from 55-51, software for 55-50 is slightly different! Will not work properly.

The story is that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K. While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

Your car needs a valve body from 55-51, software for 55-50 is slightly different! Will not work properly.

The code for the saab box, which costs 55560552.
Transmission code FA57C05 or FA57C04
Judging by the code, they began to put them in bespectacled people from 07 onwards. Exactly boxes with a different code. Perhaps this is 51 aisin. 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

and with what do you compare? it may not be necessary to interfere with the machine.

• Da-da-da
• Master
• Inactive

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

The story is that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K. While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

Your car needs a valve body from 55-51, software for 55-50 is slightly different! Will not work properly.

The code for the saab box, which costs 55560552.
Transmission code FA57C05 or FA57C04
Judging by the code, they began to put them in bespectacled people from 07 onwards. Exactly boxes with a different code. Perhaps this is 51 aisin. As for the valve body, maybe it is the same as in 2002-2006

On 55-50 and 55-51 there are different valve bodies, 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

The story is that a NEW valve body is coming to me on aisin. While driving, I want to sell the old one, now it's in the car.
At work 1-2-3-4-5, 5-4-3-2-1 are almost ideal, but sometimes the transition 2-3 is slightly felt, it is felt. There are no kicks, jerks, and even more blows or slippage.
The main disadvantage (for this reason, and change to a new one) is the reverse. Everything is perfect on a cold one, on a hot one there is a jolt, and sometimes not.
Aira car of 2009. Mileage 150K. While the new block is moving, there is an opportunity to test it by car.
In principle, I don’t want to restore it and so on in Minsk. If no one takes it away before the arrival of the new unit, I will send it to Moscow to trusted people for restoration and will lie like a spare wheel.

Your car needs a valve body from 55-51, software for 55-50 is slightly different! Will not work properly.

The code for the saab box, which costs 55560552.
Transmission code FA57C05 or FA57C04
Judging by the code, they began to put them in bespectacled people from 07 onwards. Exactly boxes with a different code. Perhaps this is 51 aisin. As for the valve body, maybe it is the same as in 2002-2006

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

The 5-speed automatic transmission AW55-50SN was designed by the Aisin engineers at the end of the last century as an exclusive version of the 5-speed automatic transmission for non-Toyota front-wheel drive vehicles with engines 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 the successful predecessor - the 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, simultaneously releasing their RE5R05A (JR507E) (Nissan-Jatko) and 5L40E / 5L50E (GM - Europe).

The AW55-50SN incorporates many new technologies to improve vehicle performance, comfort and environmental performance.

The fate of the automatic transmission was handed over to the young "computer geniuses" of automakers, such as those that program the autopilots of airplanes.

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

Another innovation - the “slip mode” of blocking the gas turbine engine forced the use of new graphite materials. The blocking of the gas turbine engine began to be switched on by the linear solenoid SLU already starting from the second speed (with the pedal “to the floor”), without waiting for a slow acceleration with the help of the turbine wheels. That 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 “sticking” carbon clutch, having got into the oil with dust, began to gnaw out and clog all the thin parts of the valve body and solenoids with stone deposits. How cholesterol from pork shish kebab clogs the brain vessels of “stroke patients”. The processes of "ischemic disease of the automatic transmission of the brain" 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 was used for Volvo (S40-S70) and Infiniti I35.

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

fin filter without fin AW55-50

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

Filters for it have several modifications:

- Automatic transmission filter "with rib" 351010 and

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

The filter with a rib (wrib) fits almost all automatic transmissions. No rib filter (w.orib) - for a narrower range of machines.

In 2005, a new modification of the filter without 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, therefore, everyone chooses from Prescription to Transtec.

repair kit AW55-50
The frequent sale of complete clutch kits 351003 suggests that the clutch and brake packages are fairly balanced.

In the first years (until 2005), the clutches of the C2-Direct package failed more often than others, and the drum design was slightly 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 ATF oil. The very mechanics of the box are designed and executed perfectly, like everything Aisin does. But when the box is produced universal for different manufacturers, it will be programmed by “foreign” programmers for their engines and their own 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 automatic transmission manufacturers are struggling with this problem, and since 2004, AW55 valve bodies have begun to serve much longer, requiring only repairs and routine cleaning.

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• aricha
• Dedicated

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

volvo service in kostroma on industrial with on-site wizard 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 staked now.

Duck there is some kind of situation then.

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

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

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

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

Further. On a cold one, when you turn on the drive, there is a large delay in the region of 2 or 3 seconds, then the car seems to go to the second one. then the 3rd and so on.
As it warms up, I get under way with the first. .as it should be.

And the most important thing is that after 100 km per hour the car goes into emergency mode.
Torque converter lock-up slip occurs. The officials told me that. After driving for a short time, it smells of transmission oil from the engine compartment.

In general, that's why now the car just stands.
I don’t want to spend money on repairs that suggest something and possibly repair it.

Announced another 26tr for repair. .. yes yuhan it fell to me.
I sell a wheelbarrow anyway, one way or another. It's just that everything has its time. ..

Repair of any automatic transmission from 1 day

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

# 1 Post agregat 07-03-07, 09:31

# 2 Post Sergey_Tistov 07-03-07, 09:31

[Post made via iPhone]

# 3 Post VLAD-4T80E 07-03-07, 09:10

# 4 Post agregat Wed Jul 01, 2015 8:03 am

Sergey_Tistov wrote: https://my.housecope.com/wp-content/uploads/ext/64/pereborka/57-55-51sn-volvo.html
It's enough?

[Post made via iPhone]

# 5 Post agregat 07-03-08, 2015 5:27 pm

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AGGREGATKA is a federal network of technical centers, the main specialization of which is the repair and maintenance of automatic transmissions of all types, including robotic transmissions with double clutch, CVT transmissions and classic hydromechanical automatic transmissions

AGGREGATKA is a federal network of technical centers, the main specialization of which is the repair and maintenance of automatic transmissions of all types, including robotic transmissions with double clutch, CVT transmissions and classic hydromechanical automatic transmissions

The 5-speed automatic Aisin AW55-51SN has been produced since 2003 in Japan and is installed on all-wheel drive models of several well-known car manufacturers 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.

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

Similar transmissions from other manufacturers:

There were no branded breakdowns in the automatic transmission, all the problems are age-related

Particles from the clutches clog the solenoids and corrode the channels of the hydraulic plate

In addition to jerking when shifting, this process inhibits the movement of oil.

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

Most often, planetary bushings and brake tape are used for replacement.

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

Then we file a lawsuit. Don't try your luck, we have more than thirty successful internet projects and already a dozen court cases won.

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 of engineering technologies, which made it possible to significantly increase the dynamics, ecology and comfort of the car.

The application of the novelty "slip mode" of the torque converter lock-up 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 beginning of the operation of the AW55-50SN automatic transmission, coolant was observed to enter 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, which controls most of the processes in the box, cannot provide the required oil pressure (the main disease of "iron") due to dirt in the oil and high temperature, which contributes to the 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-out areas, which leads to seizure 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 cleaning the valve body, as an irreparable wear process may begin in the body of the hydraulic plate. Often it is necessary to replace the valve body. Solenoids "killed" by dirt can sometimes be saved by cleaning, but if they are heavily worn, they must also be replaced.

Lack of oil pressure quickly affects the wear of the pump bushings, which are usually replaced with the whole set.

When performing an automatic transmission overhaul, in addition to replacing consumables (clutches, repair kit for gaskets, oil seals), the brake band must also be replaced. Sometimes the aggressive driving style of some car owners with the AW55-50SN automatic transmission 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 automatic transmission AW55-50SN requires simple rules: measured driving and timely check, and oil change.

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, and then, using a special cutter, we eliminated this problem.

However, tests on the English stand Hydra-Test, 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 valve body channels "danced" near the norm, then the pressure readings on one of the solenoids did not want to fit within the tolerance limits. So the solenoid is out of order. Well, it happens. The solenoids are responsible for modulating the pressure, but during operation they become clogged with wear products, wedge, which is why they stop working as expected.

Stop the car! We remove the valve body from the stand in order to remove the bad solenoid from it. While it will be removed and disassembled, you can make a small digression. If, after deploying a socket in the valve body with a milling cutter and installing a plunger of a repair size, we installed the valve body on the car, due to problems with the solenoid, we would have to remove it again with the 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 itched my hands to crack it with a hammer, it turned out that this part could be repaired and adjusted. Therefore, it is better to forget about the hammer for a while.

It also turned out that not only valve bodies, but also solenoids individually can be tested at the stand.For this purpose, the set of accessories for the Hydra-Test, along with adapter plates-adapters for the valve bodies, also includes setting plates for testing some solenoids. Testing allows, firstly, to determine whether it makes sense to reanimate the solenoid or it can be thrown away without regret. Secondly, after the resuscitation measures, the stand will show how successfully they have passed, and most importantly, the stand simplifies the solenoid calibration procedure. It is not for nothing that plates for testing solenoids are called tuning plates. According to the workshop specialists, it is advisable to check new solenoids at the stand and, if necessary, calibrate. It happens that they go to spare parts from the factory unregulated, which is why after their installation the "automatic machine" does not work as it should.

The stand gave out the schedule of the solenoid - what do we see from it? The dotted line shows how the solenoid is supposed to 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 entire 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 gaps in the bushings affect the operation of the solenoids, which gradually increase with wear. Dirt, by the way, contributes to this. The consequence of the increased backlash is the distortion of the solenoid plunger, because of which it begins to wedge. Chances are high that after replacing the bushings and flushing the solenoid will start working correctly. Only when the stand shows that the restoration of the mechanical part did not help, the solenoid waits for a trash can.

In our case, it didn't come to that. Replacing the bushings really "set the brains" to the solenoid. Retesting after overhaul with simultaneous calibration confirmed that the solenoid operated normally. You can proceed to reassembling, installing the valve body in the automatic transmission, and the automatic transmission on the car.

What, however, did we receive after the completion of the renovation? The car went as it should, without the former twitching. Let's hope that we will forget about him for a long time.

The AW 55-50 SN gearbox made by the Japanese company Aisin Warner made its debut in 2000 on Volvo cars and was used on models from the 40th to the 80th series. In 2003, a version appeared intended for a complete set of cars with all-wheel drive and was named AW 55-51 SN. This has expanded the range of automatic transmissions on Volvo with the XC70 and XC90 models.

In addition to Volvo, the same "machines" with certain alterations and changes in 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 GM version, the automatic gearbox in question may be called AF23 or AF33.

In addition, Renault bought AW 55-50 / 55-51 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.

The 5AKP AW 55-50 from its predecessor 4AKP AW 50-40 was distinguished 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 the torque converter lock-up controlled slip technology. The second is the use of linear solenoids for smooth gear shifting. Slipping led to wear of the GT blocking linings, wear products clogged the valve body and solenoids. The onset of problems is characterized by the appearance of jerky gear changes. Timely response to the appearance of jerks allows you to limit 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, the brake band will wear out due to jerking.

Alexey Myakishev, KINERGO technical center:

“The AW 55-50 programmed control algorithm is made in such a way that at the first signs of slipping at the time of gear shifting, which may be caused by clogging of the solenoid or leakage through worn valve body channels, 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 bump. And further on increasing: increased pressure and shock loads begin to affect the mechanical part of the automatic transmission.After the drivers, especially patiently ignoring shocks and blows, sometimes boxes that are so "overfed" by pressure that they are seen cracked or torn off from the shaft Direct drums or brake bands with bent servo stops sometimes get into repairs. So driving with "minor" faults 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 be capricious, repair is 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, and then, using a special cutter, we eliminated this problem.

However, tests on the English stand Hydra-Test, 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 valve body channels “danced” near the norm, then the pressure readings on one of the solenoids did not want to fit within the tolerance limits. So the solenoid is out of order. Well, it happens. The solenoids are responsible for modulating the pressure, but during operation they become clogged with wear products, wedge, which is why they stop working as expected.

Stop the car! We remove the valve body from the stand in order to remove the bad solenoid from it. While it will be removed and disassembled, you can make a small digression. If, after deploying a socket in the valve body with a milling cutter and installing a plunger of a repair size, we installed the valve body on the car, due to problems with the solenoid, we would have to remove it again with the 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 itched my hands to crack it with a hammer, it turned out that this part could be repaired and adjusted. Therefore, it is better to forget about the hammer for a while.

It also turned out that not only valve bodies, but also solenoids individually can be tested at the stand. For this purpose, the set of accessories for the Hydra-Test, along with adapter plates-adapters for the valve bodies, also includes setting plates for testing some solenoids. Testing allows, firstly, to determine whether it makes sense to reanimate the solenoid or it can be thrown away without regret. Secondly, after the resuscitation measures, the stand will show how successfully they have passed, and most importantly, the stand simplifies the solenoid calibration procedure. It is not for nothing that plates for testing solenoids are called tuning plates. According to the workshop specialists, it is advisable to check new solenoids at the stand and, if necessary, calibrate. It happens that they go to spare parts from the factory unregulated, which is why after their installation the “automatic machine” does not work as it should.

The stand gave out the schedule of the solenoid - what do we see from it? The dotted line shows how the solenoid is supposed to 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 entire 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 gaps in the bushings affect the operation of the solenoids, which gradually increase with wear. Dirt, by the way, contributes to this. The consequence of the increased backlash is the distortion of the solenoid plunger, because of which it begins to wedge. Chances are high that after replacing the bushings and flushing the solenoid will start working correctly. Only when the stand shows that the restoration of the mechanical part did not help, the solenoid waits for a trash can.

In our case, it didn't come to that. Replacing the bushings really "set the brains" to the solenoid. Retesting after overhaul with simultaneous calibration confirmed that the solenoid operated normally.You can proceed to reassembling, installing the valve body in the automatic transmission, and the automatic transmission on the car.

What, however, did we receive after the completion of the renovation? The car went as it should, without the former twitching. Let's hope that we will forget about him for a long time.

The AW 55-50 SN gearbox made by the Japanese company Aisin Warner made its debut in 2000 on Volvo cars and was used on models from the 40th to the 80th series. In 2003, a version appeared intended for a complete set of cars with all-wheel drive and was named AW 55-51 SN. This has expanded the range of automatic transmissions on Volvo with the XC70 and XC90 models.

In addition to Volvo, the same “machines” with certain alterations and changes in 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 GM version, the automatic gearbox in question may be called AF23 or AF33.

In addition, Renault bought AW 55-50 / 55-51 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.

The 5AKP AW 55-50 from its predecessor 4AKP AW 50-40 was distinguished 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 the torque converter lock-up controlled slip technology. The second is the use of linear solenoids for smooth gear shifting. Slipping led to wear of the GT blocking linings, wear products clogged the valve body and solenoids. The onset of problems is characterized by the appearance of jerky gear changes. Timely response to the appearance of jerks allows you to limit 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, the brake band will wear out due to jerking.

Expert opinion

Alexey Myakishev, KINERGO technical center:

“The AW 55-50 software control algorithm is made in such a way that at the first signs of slipping at the time of gear shifting, which may be caused by clogging of the solenoid or leakage through worn valve body channels, 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 bump. And further on increasing: increased pressure and shock loads begin to affect the mechanical part of the automatic transmission. Drivers who are especially patiently ignoring shocks and bumps sometimes end up in repair boxes that are so “overfed” by pressure that they see Direct drums cracked or torn off from the shaft or brake bands with bent servo stops. So it will not work for a long time to drive with “minor” faults and slight discomfort. The automatic transmission of this design does not have a "Nordic" character, and if it starts to be capricious, repair is needed. The sooner the better".

Sergey BOYARSKIKH
Photo by Olga-Anna KANASHITS
ABW.BY

Thank you for your advice and assistance in organizing photography, technical center KINERGO.

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

View the cost of repair work Automatic transmission AW55-50SN you can here.

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

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

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

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

Rival car brand Nissan also used the AW55-50SN and is called RE5F22... The closest relative of such a box is Jatco AW235... According to the GM classification (Saab, Opel) 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. How to fix this problem:

1. Multiple partial oil change and valve body replacement (for a refurbished or a new one) Work on replacing 4-5 tp New valve body 39 tp (Check availability and price 9446092)

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