Problemy aw55-50 af 23-33-5, AW55-50 AF23-33

[ Pobierz całość w formacie PDF ]
Vol. 5 • No. 2
®
Troubleshooting the
AW55-50SN
family
that appeared in magazines, newspapers or scholastic
readers when you were younger. Regardless of the
name, the idea was pretty much the same. There were two
illustrations side by side that appeared identical at first but on
closer examination, you could spot small differences. That was
the challenge: Could you find the 10 things that were changed
from the first drawing to the second?
The point is, if you must start looking to replace
a valve body or a component, extreme caution is in
order. Carefully match the details and question any
apparent discrepancy.
In the pages to follow we show you some views of the four dif-
ferent valve body sections, along with the internal components.
We suggest examination of known areas of concern. Some
examination requires nothing more than visual inspection.
There are several valve and sleeve combinations pointed out.
Wear here is frequently noticeable in the sleeve bore. Several
end plugs are known leakers and should be pulled and inspect-
ed. Suspect not only one that is obviously loose but one that
shows score or abrasion marks on the plug spool or in the bore.
Larger valves may also show wear on the spools but careful
inspection of their bore is even more likely to turn up the wear
shadowing that tells you leakage is likely occurring.
A whole new generation of kids could entertain themselves by
comparing the configurations of valve bodies found in the AW
55 50/51SN or AF23/33 family of transmissions. The valve
bodies found in GM, Volvo, Saturn, Nissan, Saab, Opel or
Renault easily pass the first-glance test. Sure, they look the
same. They will even bolt up.
Bolting up a substitute would be the only thing that would go
easily for you that day. The body itself is a four-part stack,
rather compact overall but multi-layered. There are many vari-
ations, and upon closer examination it is amazing to discover
just how different they are. On the surface, casting numbers,
cast codes, plate numbers or the presence or absence of vents are
the first signs of differences. Then of course, there are the sole-
noids. Six different shift solenoids have been used and most of
them can be substituted incorrectly. Some solenoids for a given
function and location on the casting could have originally been
either normally open or normally closed. Three linear solenoids
are also found on the valve body, but each is calibrated accord-
ing to the valve it controls. Even the solenoid mount bracket
comes in three configurations.
In addition to visual inspection, many circuits can be Wet Air
Tested. Those of you not familiar with this technique can go to
our Web site for more information. A vacuum test can also be
used in many of the locations pointed out. Vacuum testing is
quick and easy and can be one of the most accurate testing
methods available to the average shop, if done correctly.
Again here, information is available on our Web site. Visit
www.sonnax.com
and click on the Technical Information section
of the header. Vacuum testing information and a video clip can
be accessed directly from that page. For Wet Air Test (WAT)
information, chose the Transmission Specialties® Technical
Information drop-down and click on the Wet Air Test segment.
The point is, if you must start looking to replace a valve body or
a component, extreme caution is in order. Carefully match the
details and question any apparent discrepancy.
The good news is, as in most modern valve bodies, there are
areas where wear is commonly found and relatively easy to iden-
tify. The even better news is that we have not only identified
some of these areas, but we have already made you the parts you
need to address them.
In the pictures that follow*, visual inspection of the bores can
be made in the areas shown as ovals or circles. Vacuum or Wet
Air tests are performed at the arrows.
(*Figure 1, on page 2; Figure 2 on page 3; Figures 3 & 4 on page
6 and Figure 5 on page 7.)
M
aybe you remember Pete and Repeat, or similar puzzles
Front Control Valve Body
Solenoid modulator valve circuit testing is critical.
The modulator is very active and commonly worn.
Wear here affects pressure feed to all the linear
solenoids and multiple problems can result.
End plug leakage is another known problem.
Inspect the solenoid
modulator bore for wear
Hole in valve
must be outboard
Vacuum test
All end plugs must seal
C-1 control
Neutral relay
B-1 control
Figure 1
2
Middle Control Valve Body, Cover Side
Inspect for wear
inside sleeve
Reverse shift check valve.
Wet Air Test for cross leaks
when assembled.
U-1 shift
Solenoid Relay
M-1 shift
U-2 shift
Main pressure
regulator & boost
Vacuum test
SLT pressure
Boost sleeve
vacuum test
Inspect for visible wear and
scoring. Vacuum test should
reach at least 18” of vacuum.
B-4 release
The main pressure regulator and boost valve and
sleeve should get careful attention.
High/low and erratic pressures can result.
Visual or vacuum test both the pressure regulator
valve and the boost valve and sleeve. The pressure
regulator vacuum test location is shown in Figure 3.
Figure 2
3
 Aisin Warner 55-50SN
valve bodies are found in numerous vehicles manufactured
by GM, Nissan, Saab, Saturn and Volvo.
Sonnax now gives you the opportunity to repair
these popular units.
Front Control
Valve Body
59947-12K
Oversized Pressure Regulator
Valve & Boost Valve Kit
Helps cure:
• Delayed engagements
• Harsh reverse
• TCC slip or engine stall
Middle Control
Valve Body
F-59947-TL12*
Reamer Kit
*
VB-FIX
required
Rear Control
Valve Body
59947-07K
Main Boost Valve & Sleeve Kit
Not required when using 59947-12K
Helps cure:
• Slip in reverse
• Poor upshift
TIME TESTED • INDUSTRY TRUSTED
TM
Automatic Drive • P.O. Box 440 • Bellows Falls, Vermont 05101-0440 USA
800-843-2600 • 802-463-9722 • F: 802-463-4059 • www.sonnax.com • info@sonnax.com
©2008 Sonnax Industries, Inc.
 59947-09K
Solenoid Modulator
Valve Capsule Kit
Helps cure:
• TCC slip or RPM surge
• Low SLT pressure
• Delayed engagements
59947-05K
Solenoid Relay Valve
& Sleeve Kit
Helps cure:
• No TCC apply
• Loss of solenoid modulator
oil pressure
59947-01K
Lockup Relay Control
Valve & Sleeve Kit
Helps cure:
• No TCC apply
• TCC cycle or RPM fluctuates
2nd Rear
Control
Valve Body
59947-03K
Lockup Control Valve
& Sleeve Kit
Helps cure:
• Excess TCC slippage
• Harsh downshifts or converter
does not release
More information on all our
products is available at
www.sonnax.com
.
[ Pobierz całość w formacie PDF ]