GEARSJuly200

A Look Inside the 6-Speed Volkswagen Automatic; Part 2
by David Skora
A Look Insi de
the 6-Speed
Vol kswagen
Automati c; PArt 2
I
n the last issue of GEARS we went
over the theory of VW’s 09G and
09M 6-speed automatic transmis-
sion. In this issue, we’ll take one apart,
and see what really makes this unit
work.
Start by removing the external sen-
sors, switches and oil cooler. Since this
is probably your first time with one of
these units, mark the wiring connec-
tors and solenoids before removing the
valve body. That way you’ll be sure to
get it back together properly.
After splitting the case, all you’ll
see is part of the differential and the
front of the pump assembly; the rest of
the transmission is still mounted inside
the main part of the case. The only way
to reach any of the internal components
is by first removing the pump. As soon
as you have the pump removed, notice
that the stator is splined to the sun gear
in the front planetary. This is typical
for units with the Leppeletier planetary
design.
Right behind the pump is the front
planetary and three sets of clutches.
The K3 is on top; it’s applied in 3
rd
,
5
th
and Reverse (Figure 1). The next
clutch is the K1, which is applied in 1
st

through 4
th
. The third clutch is the B1;
it’s on for 2
nd
and 6
th
gears. Some of
these clutches — including the drums,
B1 return spring cage, and planetary
— must be tilted to work them free of
Figure 1
Figure 2
GEARS July 2008
the differential gear.
The B1 clutch drum is secured to
the center support: Instead of splining
it to the case, they used a simple snap
ring to lock several tabs down into
detents machined into the sprag sup-
port. After removing the snap ring, tilt
the B1 clutch assembly and take it out.
Now you can remove the differential
and intermediate (transfer) gears.
With the B1 support shell removed,
bend back the locking tabs on the bolts
that hold the center support in the case.
Pry up on the center support until you
can grab onto it. The sprag and center
support will come out together.
Next, reach in and pull out the
Ravigneaux planetary assembly.
Typically the sun gear will stay behind;
you’ll see it sitting on the K2 drum.
Grab the output shaft and remove the
K2 clutch drum assembly with sun
gear. The K2 clutch is applied for 4
th

through 6
th
gear.
The only clutch left is the B2,
which applies for reverse and engine
braking in manual 1. The apply piston
Figure 3
Figure 4
10 GEARSJuly2008
A Look Inside the 6-Speed Volkswagen Automatic; Part 2
Figure 5
for the B2 clutch is the last piece you
can remove, by carefully applying air
pressure from the valve body side of
the case.
Look over the clutches assemblies
and planetaries. All clutch packs appear
very common. The exploded views of
the clutches and gear assemblies might
help you put one back together if you
get a “transmission in a box” (Figures
2 to 5).
Here are the most productive steps
for reassembling the unit.
• Install the B2 piston and return
spring assembly into the case.
• Install the B2 clutches and the
K2 clutch-and-drum assembly
(Figure 6).
• Install the sun gear shaft (not
shown).
• Install the Ravigneaux plan-
etary assembly without the
sprag. Rocking the assembly
should help align all the fric-
tion plates.
• Install L/R sprag with the
plastic washer with double
rows of grooves facing up
(Figure 7).
Figure 6
Figure 7
Install the B2 clutches
and the K2 clutch-and-
drum assembly
(Figure 6).
Install L/R sprag with
the plastic washer with
double rows of grooves
facing up (Figure 7).
Randy says: “I have discovered a new respect for every clutch, steel
and electronic component Raybestos produces. There is an incredible
sense of pride and confidence everywhere within Raybestos.
My congratulations to a fantastic company of dedicated folks who
make the ‘Made in the USA’ label the most powerful on the planet.”
Electronic Components Benefits
• Sensors: Superior reliability
and durability compared to
off-shore and OE; eliminate
limp mode comebacks
• Solenoids: Corrosion resistant
and durable under the most
severe operating conditions;
reduce risk of solenoid failure
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12 GEARSJuly2008
A Look Inside the 6-Speed Volkswagen Automatic; Part 2
IMPORTANT: The planet must
rotate counterclockwise when
installed.
• Install the center support and
tighten the bolts (Figure 8 and
9).
• Install the intermediate (trans-
fer) gear and differential as an
assembly into case followed
by the B1 clutch with drum
onto sprag support and secure
it with the snap ring (Figure
10).
• Install the K1 clutches and
steels plus the cushion dish
plate (facing down) on top of
the clutch stack (Figure 11).
Install the intermediate
(transfer) gear and
differential as an
assembly into case
followed by the B1
clutch with drum
onto sprag support
and secure it with the
snap ring.
Figure 10
Figure 8 Figure 9
Figure 11
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14 GEARSJuly2008
A Look Inside the 6-Speed Volkswagen Automatic; Part 2
• Installthedrivehub.
• Install the K3 clutch pack,
which consist of 5 frictions
and5steels.
• Rock the front planetary
assembly to install it into the
clutch packs until there’s no
moreplay(Figure12).
• Install the B1 apply/return
springassembly(Figure13).
• Install the pump assembly
(Figure14).
• Air-checktheclutches(Figure
15).
Thesearemeasuredspecifications,
andmaynotbetheactualOEMrecom-
mendedvalues.
After you have all the clutches
installed,performanairchecktomake
sureallclutchesaresealedproperly.
That’s all there is to it; not a par-
ticularly difficult transmission, once
you become familiar with its inner
workings. Special thanks to Whatever
It Takes for supplying the 09G trans-
mission used to research and take the
picturesforthisarticle.
Clutch Friction/Steel Inches mm
K1 5/5 0.050 1.27
K2 3/3 0.020 0.50
K3 3/3 0.015-0.018 0.38-0.45
B1 4/4 Plus cushion 0.020 0.50
B2 6/6 0.070 1.77
Input Shaft Endplay 0.003-0.010 0.08-0.25
Figure 12
Figure 14
Figure 13
Figure 15
COrrection
Cause
Smooth Apply & Control
COMPLAINT
TCC concerns, Engine stall upon engagement
SECONDARY COMPLAINTs • Premature lockup • Shuttle or loss of lockup • Overheating • Loss of cooler flow
Solve common TCC concerns with the
Sonnax TCC control valve and plunger assembly for the JF506E.
Automatic Drive P.O. Box 440
Bellows Falls, VT 05101-0440 USA
800-843-2600 • 802-463-9722 • F: 802-463-4059
www.sonnax.com • info@sonnax.com
©2008 Sonnax Industries, Inc.
TI ME TESTED • I NDUSTRY TRUSTED
TM
Visit www.sonnax.comfor more
information about all our products and
tools, and to locate a Sonnax Transmission
Specialties® distributor near you.
Wear at the plunger sleeve due to
continuous oscillation of the apply valve
allows premature lockup, overheating
and converter shuttle.
The replacement plunger assembly is
manufactured from highly wear-resistant
materials and restores proper hydraulic
clearance. The redesigned control valve
prevents premature lockup or shuttle.
TCC Control
Valve & Plunger
Assembly
122892-06K
1 Control Valve
1 Plunger Valve & Sleeve Assembly
1 Spring
1 Orifice Plug not shown
Note: This kit also services Jatco FP
series; Ford JF506E, PPH; Jaguar
JF506E, Rover JF506E, FPD; Mazda
JA5A-EL FPF1/FPF2; FPO; Nissan
ZY and VW 09A units.
Also Available:
122892-03K*
1 Oversized PR Valve Kit
122892-10K*
1 TC PR Valve & Sleeve Kit
122892-01K
1 TCC Control Plunger Valve Assy
Note: The 122892-01K is a direct OEM
replacement and cannot be used with
Sonnax modified 122892-06K.
* Tools required
JF506E
Drop-in-place kit requires
no tooling! Provides
short and firmer apply.
TCC Plunger Valve
& Sleeve Assembly
TCC Control Valve
Spring
The OEM design of the control valve enables smooth apply and control of exhaust
release oil. However, if there is any converter or cooler restriction, converter feed is
reduced, which allows the valve to stroke prior to lockup command. This can be
aggravated by wear at the plunger valve sleeve, allowing the oil pressure needed to hold
the control valve in the release position to exhaust instead. The Sonnax assembly
includes a redesigned control valve and plunger valve assembly to prevent premature
TCC apply. The controlled release exhaust reaction spool has been eliminated from
the Sonnax control valve. The plunger valve sleeve has been extended to aid in sealing
this circuit. An orifice plug is included to block the controlled release circuit. These
changes prevent the control valve from stroking prior to lockup command and are
designed to result in a short and firmer TCC apply.
Features & Benefits

Newly designed valve components prevent premature TCC apply.

Parts are been made from highly wear-resistant aluminum materials.

Hard-anodized aluminum valve replaces steel OEM version for better hydraulic clearance
control as fluid temperature changes.

New plunger valve assembly restores proper hydraulic clearances.

A new spring is provided to restore proper holding forces with the newly designed parts.

Salvages castings with wear at the large TCC control valve spool.
Valve Body
TDIFCAD-06-08 5/9/08 11:40 AM Page 1