In detail: DIY valve body repair 01m from a real master for the site my.housecope.com.
Automatic transmission type 01M was installed on cars:
Volkswagen Golf 4 / Volkswagen Golf 4 (1J1, 1J5) 1997 - 2004
Volkswagen Bora / Volkswagen Bora (1J2, 1J6) 1999 - 2005
Volkswagen Passat B4 / Volkswagen Passat B4 (3A2) 1994 - 1997
Volkswagen Passat Variant B4 / Volkswagen Passat Variant B4 (3A5) 1994 - 1997
Volkswagen New Beetle (1C1) 1998 - 2010
Volkswagen New Beetle Europe / Volkswagen New Beetle (9C1) 1999 - 2002
Skoda Octavia A4 / Skoda Octavia A4 (1U2) 1997 - 2010
Skoda Octavia Combi A4 / Skoda Octavia Combi A4 (1U5) 1998 - 2010
SEAT Leon / Seat Leon (1M1) 1999 - 2006
SEAT Toledo Mk2 / Seat Toledo (1M2) 1998 - 2004
SEAT Ibiza 2 / Seat Ibiza 2 (6K1) 1993 - 2002
SEAT Cordoba (6K2) 1993 - 2002
Audi A3 / Audi A3 (8L1) 1997 - 2003
and etc.
So. Was bought VW Bora with automatic transmission 01M 2002 with a modern motor AVU 102 power. In good condition, with minimal mileage and native paint. The machine gun kicked.
Having driven the mute, the machine stalled and repairs began. The repair of the mechanical part is not difficult. Defect everything carefully, replace the clutches, check the clutch for leaks, repair the bagel and change the plastic reverse retainer to metal.
The main problem of the valve body is overheating.
On cars with my engine, the temperature of the slurry is 110 degrees. This is 120-130 for automatic transmission.
Hence the good condition of my car. HE DIDN'T GO!
So the cooling system does not provide good cooling up to 90 degrees, and even more so at a slurry temperature of 110 degrees!
In the valve body, the main pressure valve wedges and the machine burns out!
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Video (click to play). |
Therefore, it is necessary to provide the machine with an external cooler, preferably with a thermostat. But this is the next report. Now about the valve body
After going over the machine, I bought a used valve body on Ebay from the USA. It was in excellent condition. All valves fell out under their own weight and were in perfect condition. After 10 thousand, I drove to the garage and the machine gun began to knock out into neutral, barely drove into the garage, and the drained oil was black and smelled burnt! The main pressure valve is stuck, stuck due to overheating. Do not describe the words that I sent to everyone. anyway.
And so the repair of the valve body costs 15000 rubles and our masters do not change the valve for repair, they do exactly the procedure described below.
And so let's start! The hydraulic cap is removed, washed with gasoline and brought home. The valves no longer fall out under their own weight! They sit tightly there. Repair!
We unscrew the lids and salt lotions, we don’t lose the balls. We put everything in a box. We have in our hands a naked valve body with valves.
We start troubleshooting with the solenoids.
We call the solenoids with balls, their resistance is 55-65 Ohm.
We put them off. We check the pin solenoids for a resistance of 4.5-5.1 ohms.
We supply power to them, the stem should retract.
The rod of the pin solenoids must move under its own weight without jamming.
Ball Salts are reliable! Don't rush to change them.
There is nothing to break there, the coil magnetizes the ball, which closes the channel.
[b] But pin solenoids work intensively! [/ b]
One pin solenoid blocks the donut, the other slightly lowers the pressure when shifting gears,
[b] It does not regulate pressure [/ b]
[b] Pin solenoid regulators are best replaced! [/ b] But I tried to repair it. We flare, disassemble, wash.
We take emery 1500 and rub the pin itself. Take 1500 emery and rub in the sleeve.
We check the pin to move without scoring, change its position in the salt salt by 180 degrees.
We check that the assembled rod moves freely, this is a prerequisite. We roll it up. We take out the valve, everything is mine.
IF THE VALVES SEIZE LONGITUDINAL SEIZURES ON THE WORKING SURFACES, THE COATING IS DAMAGED, DO NOT WASTE TIME. Buy another valve body on ebay, for example. The renovation is then over!
If the valves are not damaged, we proceed to repair.
The valve body has three valves that work most actively:
Two pressure regulating valves and a pressure regulating valve for a bagel.
If the converter reg.then there will be kicks when starting off, it will not roll when the pedal is released, and in general it can burn the clutch in a bagel.
The pressure control valve is wedged - the clutches burn out. K1, K3.
I took 1000 emery. I measured the diameter of the valves and picking up the mandrel began lapping.
THE VALVE DOES NOT TRIP THE VALVES ONE! If the valve is pulled up, then only replacement
We rub it in with passion, rub it in until it easily falls out under its own weight.
Inside, the grouts from the operation of the valve in the hydraulic plate are clearly visible.
We rub, wash, try. rub in again.
Until it easily moves in the plate under its own weight.
We rub in this way all the other valves in the valve body, except for one.
This is a regulator valve under the ratchet plug. We measure the position of the plug. We unscrew it, measure the klpapan, select the mandrel and rub it CAREFULLY.
We tighten the plug to the same depth!
Lapping this valve depending on the condition of its seat. If you rub in too much, the position of the adjusting plug will change dramatically.
You can also grind the donut pressure control valve, the one in the mandrel, if it is not lifted, if it is lifted, then we change it to a repair one from Sonnax. the mandrel is very soft, with three 1500 emery sandpaper. With an accurate selection of two mandrels in diameter.
We collect everything, put it on the car. We check the pressure, if not in the norm of 3.6-4 atm, then add a plug.
Final view before assembly and installation:
I selected the emery mandrels from my grandfather's set of Soviet drills. Screwdrivers and a core were also used. The mandrel diameter must be smaller than the valve and is selected experimentally.
After assembling the body of the block with valves, the valves can be moved with a thin screwdriver. But it is necessary to move behind non-working surfaces, with a flat part and without applying great efforts, everything should move smoothly without jamming with the same effort at the beginning and at the end. If the force applied to the valve at first is greater and it moves with “roughness”, then there will be kicks during operation or the valve will generally jam. Lapping has not been done correctly.
Thank you all for your attention. Maybe I'll add something else later.
If you didn’t find information on your car, look at the cars built on the platform of your car.
With a high degree of probability, the information on repair and maintenance will be suitable for your car as well.
All documentation in English is marked (eng.), In German - (ger.)
For everyone who has a Volkswagen, hands and the desire to do something with them.
For all who has Volkswagen, hands and desire to do something by them.
The site provides information on automatic transmissions
Automatic transmission schemes, variators. The principles of the units.
Repair, disassembly and assembly of automatic transmission.
4-speed automatic transmissions installed on Audi, VW, Skoda. These boxes are electronic, in many respects their work depends on the electronic units of the automatic transmission, internal combustion engine, ABS, sensors located on the engine and box and therefore require preliminary computer diagnostics. If, as a result of diagnostics, no error codes are identified, and the automatic transmission does not work correctly, then repair is required. Either the errors indicate that the mechanical problem is a repair.
We remove, disassemble, there are no subtleties in disassembling these automatic transmissions, except for one. In 097 and 01N, in the back there are 2 plugs, one closes the nut of the drive shaft of the gearbox in the picture - 4198. We need the second one, which we knock out with a hammer and chisel.
01P - the same, only the 885 shaft is short, knocked out with a hammer and chisel (very powerful stopper). Shank 75 is different. Instead, the cover is attached with 3 bolts. Under it you need to remove the stopper and the speedometer gear. Then the bell can be turned off and removed.
All these automatic transmissions have a different arrangement of the gearbox, and the mechanical part has 2 types: 096, 097, 098, 099 and 01M, 01N, 01P
The difference is that in 096, 097, 098, 099 boxes, the r / t lock is made in the automatic transmission itself, shaft 22 in the picture is inserted into the r / t splines and is rigidly connected to the crankshaft through damper springs.In the second version, the piston, which blocks the g / t, stands in it and is controlled by oil pressure through the turbine and reactor shafts.
This part is the same for all types:
26, 43 - Oil pump (there is a difference - 2 types)
839 - Piston 2 and 4 transfers
593, 829 - Clutch package 2 and 4 transfers
78 - Reverse-input clutch housing
762 - Clutch piston reverse-input
189, 975 - Reverse-input clutch package
7185 - Shims.
On 096, 097, 098, 099 white were put, and on 01 - green.
Further 096, 097, 098, 099
61 - Clutch housing forward with a turbine shaft, works in 1, 2 and 3 gears
267 - Forward clutch piston
607, 211 - Forward clutch package
22 - Clutch housing 3-4 gears. It also performs the function of blocking g / t.
809 - 3-4 gear clutch piston.
01
61 - Clutch housing forward, works in 1, 2 and 3 gears
267 - Forward clutch piston
607, 211 - Forward clutch package
22 - Clutch housing 3-4 gears with a turbine shaft.
809 - 3-4 gear clutch piston.
It's all similar:
792, 445 - Clutch package 3-4 transfers
824 - One way clutch separator.
346 - Reverse clutch piston
384, 882 - Reverse clutch package
Planetary row
27 - Planetary reducer
74 - Epicycle
Note: the reducer is a separate container. The oil here is its own.
What changes without fail when repairing this automatic transmission:
What you should pay attention to (often fails):
You can download manuals for these automatic transmissions here.
When repairing this automatic transmission, it is imperative to develop an electric pressure regulator; the piston in it must move freely or be replaced with a new one.
Actually, the conversation will focus on the automatic transmission hydraulic plate 01N. The process of removing it can be viewed here, Thank you VoFFka417 
https://my.housecope.com/wp-content/uploads/ext/1317/phpBB2/kb.php?m. icle & k = 231
After removing the hydraulic plate nicknamed the solenoids from the loop chip
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We wash all the elements in kerosene and assemble in reverse order. When assembling, I tried to constantly keep the plate in a plastic bag, and before installing all the elements, I blew them with air from a conventional autocompressor for pumping the wheels. After assembly, I recommend ringing the solenoids again without and with an installed loop, in order to make sure that you did not damage anything during the work. OK it's all over Now. We put the stove in the box, put on a new filter, twist the pan and fill with oil. Good luck with the repair!
This legendary 4-speed automatic transmission 01M own production Audi-Volkswagen (predecessors - 095/096) has been produced for 17 years, from 1995 to the present day, for all popular front-wheel drive vehicles VW, Seat and Scoda ( and even Audi A3) with engine from 1.6 l to 2.0 l located across.
And if we assume that the family of these automatic transmissions also includes closely related predecessors: automatic transmissions 095, 096, 097, 098, which differed in the forced blocking of the torque converter in 01 * instead of the damper in 096, pallet gasket, body and differences in the pistons (see diagram “Differences 01N and 095-098” left), then this legendary box has been on sale since 1991 - for over 20 years!
Of these, the most popular for repair is the box. Volkswagen golf - automatic transmission 096... Which was assembled at some Volkswagen factories until 2009. A 01M installed on the Tradewinds (China) until now. By the way, at the German factories on the Tradewinds, the 01N automatic machine worked with different engines.
A less common modification is 01P (her predecessor - 098), capable of transmitting higher torque, was aggregated with engines up to 2.8l VW Sharan, VW T2 / T4, VW Eurovan, Ford Galaxy - (minibuses and minivans). Constructive relative and many consumables are interchangeable.
Modification 097 for "unkillable" Audi 80 - Audi 100 and served until 1995, when it was replaced by the same "unkillable" 01N.
Designed for A4, A6, Cabrio Audi modification of automatic transmission AG4 - 01N Audi can transmit torque from 2.8 liter engines. They differ from each other in housings and differentials. Most of the other parts of the entire family are interchangeable.
This family of automatic transmissions was the latest masterpiece of the Volkswagen-Audi group to try to compete in the automatic transmission market.The 5-speed ZF 5HP19, released in the same 95th year, turned out to be so much more sophisticated and competitive in price that VAG soon decided to close its own development of traditional automatic machines, later moving to the Japanese Aisin Warner and German ZF Group ... Just like the American NASA uses Russian rockets to send its astronauts into orbit.
And since the late 1990s, VAG has redirected all the forces of its designers to the production of its own variators ( 01J -CVT ), and after a relative failure with the variator 01J - on the preselective boxes, which were considered much more promising DSG .
Repair features
One of the features of the universal transmission 01M - the fact that for a perverse location (in contrast to its brother 01N) a differential with a separate lubrication system was introduced (the oil for it is checked and replaced separately).
For many years these automatic transmissions (together with a relative of 01N Audi) have been the most repaired in Russia among all Audi-Volkswagen automatic transmissions. By popularity they are in the 4 leaders of the world, together with the French DPO, Japanese U140-241 and # 1- ZF 5HP19.
Filter for all automatic transmissions after 1994 01M-N-P - 105010A.
- The filter with a felt membrane is the same for all 01 * and differs from the predecessor filter: 096-. -098 (- # 105010) on right.
Typical repair places for "age" automatic transmissions:
Craftsmen prefer to order Repair Kit for gaskets and seals (Overol Kit) for 01M from ATOK (105002 -AT), the quality of the compression rings is close to the original ( on right ). Less often, they order the Repair Kits for Prescription and Transtek.
For overhaul 01P - more often they order Overol Kit from Prescription - 105002A.
Also, often together with Overols, they order and change sets of pistons from 5 pieces - for 095-098. The set of pistons for 01MPN is different - 7 pcs. 105008A.
Rubber piston kit 01M
Rubber becomes dubious and does not hold pressure well, especially in winter. On older cars and overheated automatic transmissions, the entire set of rubberized pistons is replaced - No. 105008A.
This is a mandatory order for cars over 8-10 years old. Craftsmen are two to three times more likely to order non-original pistons than the original.
Temperatures or lateral pressure melts or becomes brittle the green factory washer of the front drum - a plastic sleeve bearing - 105229. Pieces are scattered with oil throughout the machine and damage the gaskets. It is checked by the presence of fragments in the pallet. The reason is old age and overheating, which accelerates old age. Axial play of the input shaft 0.3-0.4 mm. Adjusted by these plastic washers.
Usually a complete set of washers is ordered - 105200.
- Overrunning clutch cage 105654A, chipping away.
The reason is prolonged overheating and aging of the plastic.
Typically, plastic has a lifespan of at least 8-10 years, but at elevated temperatures it can fall apart much earlier.
Drum 3-4 (105550) fails due to pushing the basket along the axis of the shaft (in the photo on the right - blue arrow - norm, red - pressed).
One millimeter of reducing the clearance to the clearance is enough and the clutches of the 3-4 package slip, which leads to the combustion of the entire clutch package. (click on the picture on the right to enlarge)
Package 3-4, No. 105100 (friction clutch), No. 105120 (steel), No. 105140; (support) No. 105141 burns out. The reason is the lack of oil pressure in the line.
01M steel rims are thinner (1.45mm) than pre-95 (2mm). Also supporting. The problem can be caused both by the above-described cause of the drum basket being pushed through, or by a lack of oil pressure.
Forward 105108 packet burns out; 105128; 105148 and the Reverse package with a simultaneous breakage of the return springs of the Reverse 105976K -AF piston. A common reason: an attempt to "swing" out of a rut on a bad road.
Solenoids for 01M
Significant family changes took place in 1995 for the 01 series. When linear solenoids were introduced into the valve body. Electrical in German is simple, reliable, unpretentious and maintainable. The hydraulic plates have been modified several times.
In the latest valve body modifications, where instead of the gas turbine damper (095-098) there is a blocking of the clutch (01M-N-P) of these solenoids - 2 pcs ( on right ).The most stressed PWM solenoids are the first to fail. EPC and TCC (LockUp).
095927333 - Solenoid-electric linear pressure regulator EPC - EV6 No. 105431 (aka - and torque converter blocking - TCC, EV4 - torque converter). The latest EV4 usually wears out faster due to dirt entering the oil from the bagel.
Later, 3-way ball-type solenoids fail – electrovalves - "shifters" Solenoid shift 105421. Their manual numbers are EV-1, -2, -3, -5, -7. And VAG numbers - №88, 89, 90, 92, 94 (see tables to the left)
It is believed that 8-10 years is the average normal life of all 01M-01N electrical components, including sensors. After that, the resistance of their wiring begins to increase, the channel wears out, changing the characteristics of the valve closing and the computer “rejects” them. (More about solenoids >>>)
Hydroblock - 105740. Requires regular cleaning. For cars that have passed 150-200 tkm, this work is done as a routine. (As well as the "donut" repair)
Oil contamination comes from the gas turbine engine and is made up of dust from the friction lining and wear of the support washer. Dirty oil clogs and eats up the metal of the channels and spools in the most loaded valves of the Valve body. (on right)
Torque converter lock-up valve 105169A-SX (Valve Bost) primarily suffers. Then - Main pressure regulating valve, - Booster valve, - Solenoid valve.
Due to a long drive with the eaten-up gas turbine engine lining, untimely replacement of the transmission oil and filter, the entire plate is subject to wear. (more)
Speed sensors 01M
With each overhaul of an age-related overheated transmission, it is often necessary to change:
- Input speed sensor (105436) and
- Output speed sensor (105438). left.
For different machines, these sensors have different modifications - there are long Output Sensors, and there are also short ones, which are the same for input and output, differ in their feature and connection.
A consumable for most repairs is - Solenoid Wiring, Wire Harness (105446), which, due to frequent problems, was constantly improved by designers and now there are several modifications of it on the market.
The most commonly ordered wiring is for 01M. Less commonly ordered universal wiring No. 105446A (for 01N, 01M, 01P).
When disassembling, you have to knock out the rubberized cover of the drive shaft and intermediate gear with a chisel, (89-up) No. 105483 -AF.
– Planetary row 105584. (on right).
The reason is that due to the resource wear of one of the support bearings (105241), its needles fall into the gears of the planetary gear set.
The service life of the bearings and the entire assembly is significantly reduced during overheating and oil starvation .
It is repaired with a repair kit with the replacement of a plastic retainer with a metal one - 105986. For all cars over 10 years old that have come for repair with burnt oil, the plastic of this set of springs must be checked and changed.
Wear on the thrust washer seat at the base of the stator is also common, resulting in axial play and vibration. They change the pump bushing 105034 and oil seals 105070. If you are late with the oil change, and then with the replacement of the oil seal and bushings, then you have to change the entire pump assembly - 105,500.
Replacing worn out bushings in older automatic transmission 01M is a typical type of overhaul. Craftsmen often order the whole set - No. 105030.
One of the main reasons for all problems with the "iron" is wear (or contamination) of the hydraulic plate, which leads to oil starvation of various friction units. F The iron here has such a large design margin that the 01M easily survives until the bushings are worn out without replacing the drums, planets and shafts - the main sign of a balanced design. A rarity for modern automatic transmissions.
Torque converter due to the 01MN forced blocking began to work more intensively and after 150-250 tkm its overhaul with replacement of consumables is required (with aggressive driving). But nevertheless, of all the “bagels” of the 20th century, this one is perhaps the most reliable and long-lasting. Torque converter repair - 105001.
Unfortunately, it comes to repair after a critical oil starvation. Friction clutch wear and, as a result of overheating - bushings. There are designs of gas turbine engines with a bearing instead of a sleeve. Such a bagel does not ask for repair for a long time and can stain the valve body for a long time with the blocking clutch eaten to the very base. Modifications with a sleeve are more often returned to repair. During the overhaul of the gas turbine engine, in addition to changing the lining and seals, the bushing is replaced with a bearing, which makes it practically indestructible.
After repairs, a throttle valve adaptation is required. Check the tightness of the cast iron compression rings on the input shaft 105178.
Rinse and thoroughly clean the transmission cooler (Cooler), and when repairing a car that has been repaired with burnt oil, replace the cooler.
On which cars this automatic transmission family was installed:
Valve body solenoid loop of automatic transmission 096 how to check, ring and replace with wires Golf 3, as well as many models VW, Skoda, Seat, as well as Audi 80/90/100, Audi (A3 1997-2006)
Automatic transmissions may have problems such as a break in the solenoids or the main valve, or a temperature sensor that is built into the loop.
You can determine the problem in the valves or the sensor by ringing the contacts of the solenoids and the temperature sensor from the round connector of the automatic transmission according to the following scheme:
We remove the cable going from the brain to the box (a round connector with 10 contacts located along the radius and one in the center with numbers on them). We call "mother" connector coming from the box machine.
So, by contact numbers:
solenoid No. 1 contacts 1, 3 resistance of the order of 55-65 Ohm
solenoid No. 2 contacts 1, 4 resistance of the order of 55-65 Ohm
solenoid No. 3 contacts 1, 5 resistance of the order of 55-65 Ohm
solenoid No. 4 contacts 1, 6 resistance of the order of 55-65 Ohm
solenoid No. 5 contacts 1, 7 resistance of the order of 55-65 Ohm
solenoid No. 6 contacts 2, 8 resistance of the order of 55-65 Ohm
solenoid No. 7 contacts 1, 10 resistance of the order of 55-65 Ohm
contacts 1.12 - thermal sensor, about 200 kOhm at 23 degrees Celsius.
If your measurements showed either the absence or too much resistance, then proceed to remove the pallet and dial the loop and solenoids directly on the automatic transmission hydraulic plate, as described below:
The first thing to do is to remove the protection of the automatic transmission pan. There is no plug for draining oil from the automatic transmission pan. Removing the sump oil will flow from you - it is better to use a bowl, as the oil will merge somewhere around 3.5 liters.
Having removed the sump (4 bolts in total) and completely draining the oil, you will see a duralumin plate studded on the sides with pins and plugs, an oil filter, a wide flat train going to the solenoids.
Remove the filter and wait until the remaining oil is drained.
The solenoid loop runs along the perimeter of the automatic transmission valve body and has 7 connectors that are attached to the solenoids.
Remove the cable by unfastening the connectors from all solenoids and ringing (measure the resistance on each solenoid). Solenoid contact numbers are shown below in the figure:
Ideally, there should be resistance as indicated above in the description.
If everything is fine with the solenoids, then proceed to check the loop:
Remove the cable and pull it out through the hole in the automatic transmission.
Take the tester (Multimeter, Tseshka) and in the dialing mode (Or putting on resistance), start ringing the contacts from the solenoids to the chips (Round connector, as shown in the figure above).
You can find a fracture in the train or several.
The cost of the cable is huge $ 180, so it can be replaced with wires soldered by yourself. It is practically impossible to restore a faulty loop, and buying a new one is expensive - so we will replace the loop with wires. If your hands don't grow out of your ass and you know how to work with a soldering iron, then everything will turn out quickly! The recovery principle is below:
Solder the wires of the MGTF brand to the legs of the new connector you bought (Throw out the old - there the contact is also lost over time) (throw out the round old automatic transmission connector). Buy a connector at least 10 pin legs to solder each wire to the leg that goes from the solenoid contact, BUT CAREFULLY TRACK THE WIRES WHICH GO FROM THE BRAINS OF THE AUTOMATIC TRANSMISSION TO THE BOX - THE TASK OF RESOLDING TO MATCH THE WIRES AND LEGS OF THE NEW CONNECTOR. Insert "mom" into the solenoid (you can buy it in any quantity and for inexpensive at the auto market or auto parts store). You can pick up the required size in the store and put it on the solenoid legs. Everything fits and holds on securely. On your old film loop, find the thermal resistance by the contact numbers (it is located at the end of the loop - right on it between the 7th and 6th solenoid, which is indicated in the diagram above) and solder it to the wires, just like the solenoids and fix all the wires in the bundle and solenoids and thermal resistance.
When you solder everything, fasten the wires from the solenoids to the new connector into a bundle - bring it up, sealing the channel hermetically, ring your new connector again, put a new filter, fix the pan and install the protector, fill in new oil.
If your solenoids are out of order, then unscrew the plates holding the solenoids and pull them out together with the valves, springs, change the valves or solenoids, or springs and install them in the hydraulic plate as shown in the figures below:
At the expense of the solenoids. Which solenoid is responsible for the speed, and which for the pressure on the automatic transmission 096 for golf 3, etc. clearly in the figure below
During operation, the valve body on automatic transmissions is subjected to significant stress. That is why, in case of improper operation or poor-quality maintenance, the valve body may fail and require expensive repairs. Depending on the design of the gearbox and the location of the engine, the valve body is installed either in an easily accessible way or not.
Content :
Damage to the valve body of an automatic transmission can occur as a result of improper operation of the transmission. So, for example, a car owner can not wait for the transmission fluid to warm up in the winter season and start driving in the most active mode. In some cases, problems with the cooling system are noted, which arise as a result of the lack of replacement of the coolant and improper operation of the oil receiver. All this can lead to damage to the valve body and the gearbox itself.
Damage can be accompanied by various symptoms of the valve body. It should be noted that, despite the development of computer systems for diagnosing cars, it is difficult to accurately determine the breakdown of this element. Therefore, when carrying out service work, the foremen can determine the breakdown only by dismantling the box.
Valve body automatic transmission principle of operation simple enough. It transmits through certain channels the fluid pressure (ATF) to the mechanical parts of the automatic transmission, it all depends on the required action, and on which gear the engagement falls into. All this complex process is controlled by an ECU (Electronic Control Unit). It must be said that due to the increased loads, this element does not differ in the required reliability and has a higher percentage of breakdowns than the entire automatic transmission as a whole.
Characteristic a sign of a malfunction of the automatic transmission valve body there are increased vibrations and grinding noise when changing gears. In some cases, there may be a complete stop of the engine when the selector moves from Parking modes to Drive mode. Also, quite often, a malfunction manifests itself in jolts, bumps and slippage between gears. Modern cars equipped with multiple sensors display a transmission damage message in the event of breakdowns.It is possible to determine the exact cause of the breakdown only by connecting the computer to the diagnostic equipment and conducting the appropriate transmission tests. In this case, you can install the failed element. However, it is impossible to say exactly the nature of the breakdown even after the computer diagnostics has been carried out. It is necessary to dismantle the valve body and disassemble it.
The valve body can be repaired in specialized workshops and service centers. Do-it-yourself automatic transmission valve body repair is possible only if you have practical experience with such spare parts. You will need to dismantle (in some cases) the automatic transmission, open the case and check the valves first. You most likely will not be able to clear them on your own, because professional equipment is used for this. Also, be sure to check the valve body springs, which tend to wear. Reassembling the valve body structure is of great importance, if you make a mistake - the consequences can be much sadder than replacing only one complete part. As you can see, only an experienced specialist can carry out repair work if he has the appropriate equipment.
Valve body diagram
The cost of valve body repair directly depends on the nature of the breakdown. So, for example, problems with springs, valves, solenoid block are quite often noted. In many car services, they do not undertake repairs, citing the fact that it will be cheaper to replace it in the assembly. This is not always the case, you can contact us and we will be happy to repair the valve body inexpensively and efficiently. Due to the fact that the valve body design is quite complex, consisting of a large number of parts, it takes a huge amount of knowledge and experience to carry out such a repair. The cost of such repairs can range from 10,000 rubles to several tens of thousands of rubles. There is also the problem of a clogged valve body when the valve plate spools begin to stick. In some cases, it makes sense to replace a broken element, and not try to carry out an expensive and complex restoration procedure.
Of the preventive measures to prevent damage to the valve body, we recommend that you closely monitor the condition of the automatic transmission cooling system. It is the improper operation of the cooling system that is one of the most common causes of damage to this element.
Also, the car owner should properly operate his car and the automatic transmission in particular. You should not, especially in the winter season, start driving the car without preheating the oil in the gearbox. This procedure takes only a few minutes and allows you to easily bring the oil temperature in the gearbox and valve body to the required temperature. Thus, you can ensure high-quality cooling and lubrication of the moving parts.
To warm up the transmission, you need to move the selector to the Drive (D) position and hold the brake for one minute. Immediately after that, you can start moving. It should also be remembered that after starting to drive on a cold car, it is not recommended to spin the engine above 3000 rpm. By following these simple rules, you can protect the transmission and valve body from damage and extend the trouble-free life of your vehicle.
Repair of any automatic transmission from 1 day
CVTs, DSG, torque converters, new and remanufactured automatic transmissions, spare parts
Well, here it is clear what the conversation is about.
# 1 Post Ivanych777 Apr 09, 2012 7:44 pm
# 2 Post mihailrr Apr 09, 2012 8:37 pm
# 3 Post Ivanych777 Mon Apr 09, 2012 9:02 pm
# 4 Post unforgivable503 Apr 09, 2012 9:11 pm
# 5 Post mihailrr Apr 09, 2012 9:29 pm
# 6 Post Ivanych777 Apr 09, 2012 9:33 pm
# 7 Post Ivanych777 Apr 09, 2012 9:35 pm
# 8 Post mihailrr Apr 09, 2012 9:37 pm
# 9 Post Ivanych777 Apr 09, 2012 9:46 pm
# 10 Post mihailrr Mon Apr 09, 2012 10:00 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
Admin... Hi Andrew! Happy New Year! Fulfillment of all desires in the New Year!
Andrey. Hello to all readers and Happy New Year!
Admin... Tell me, how did you end the year and what are your successes?
Andrey... Yes, in general, as usual. A lot of work, a lot of problem machines, a lot of impatient customers with their requests. I focus on the following - immediately after automatic transmission repair do not travel long distances. This is an axiom. There are hidden defects that could not be visually detected during the bulkhead, however, relatively speaking, at the nearest intersection, the box can be damaged. Anything can happen.
Especially it concerns hydraulic control unit... Not always in valve body it is possible to pinpoint the defect.
Admin... Andrey, you studied at ATG with V. Drozdovsky in Moscow, tell a few words about diagnostics and valve body repair... You are exactly for this control panels studied.
Andrey... Better let me show in the photos the process of troubleshooting and subsequent repair of the stove. I will use in my story a wonderful photo report made in the Moscow service AT-M.
This report looked at the situation with the control plate from automatic transmission Volkswagen 01M.
The box came in for repair with symptoms of braking in 4th gear. Computer diagnostics of automatic transmission ECU has detected a fault code associated with blocking the transformer... We took the car to work. When draining the transmission from the box, it turned out that by some miracle there was not enough two liters in the box transmission fluid.
The dialing of the control circuits showed that when the 4th gear was turned on solenoids received a control command. Therefore, the logical conclusion was that perhaps some element used in 3rd gear does not turn off on time or at all. We mark ourselves on the troubleshooting sheet. The effect of simultaneous engagement of 3rd and 4th gears is quite possible. Therefore, after removing the stove, we rinse it and begin disassembly.
valve body, automatic transmission Volkswagen
When disassembling, gently with the ball. It should be held, otherwise it will run away and you will have to look for another one of the corresponding diameter. All components in the hydraulic plate have strict calibration. 
We put the stove in order by washing it in gasoline. 
We check the springs and the ball. Often the springs "sit down" with age and defects occur during switching. We have already noted that all elements hydraulic plates are strictly tared. As a result, the required pressure is supplied to the required components. 
Checking the seat of the ball. The hole defect that occurs is unacceptable. Moreover, in no other way, except for replacing the separator, is indispensable. 
Checking the springs. Their lengths must correspond to the table. In case of mismatch - replacement. 
Then we check the body of the plate and the plunger for leaks and the absence of depletion. 
A complete disassembly of the valve plate is now required. A visual check of the plunger for scratches, abrasive wear, wear and tear is mandatory. We also check the free, without jamming movement of each plunger in its seat.
During the check, we find that plungerresponsible for enabling the lock hydra
transformer standing upside down. Probably from here there was a blocking error during diagnostics. 
Checking the slab body for flatness is mandatory since we have already disassembled everything. It happens that it simply warps due to overheating and then repair is impossible. Only a replacement, but the customer must understand the need for such a replacement. 
If necessary, we make a reamer of the bore holes for the installation of repair plungers, since the company sonnax they have already begun to release them. 
Well, here's what in the end had to be defective and replaced. 
Why am I referring to this report? The fact is that the bulkhead hydraulic plates management must literally take place under sterile conditions. Even the smallest dust, which can accidentally get into any hole, will lead to a new defect, and we give a guarantee for our work. So control plate bulkhead carried out purely alone. But after all, as a client, you can explain what is happening at this moment, similar to a surgeon's operation. So, at least in this way, you have to tell and reveal some of the features of the process.
There are a lot of tricks in the control plate bulkhead technology, so owners of cars with automatic transmission should think about it before entrusting such an operation to amateurs. You can just run into repeated repairs. Well, somewhere like that.
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Video (click to play). |
Admin... Thank you, Andrey, for a convincing story and Happy New Year again. Happy New Year and all our readers.
