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Nothing But AIR!: VW 09GTALES FROM THE BENCHNothing But AIR!:VW 09Gby Jarad Warrenmembers.atra.comA2005 VolkswagenJetta with a 09Gtransmission came inwith a complaint of shifting1-2-3 then neutral when hot.When cold the car shifted okayand there were no codes.Theshopfoundupdated software availableandreprogrammedthetransmission control modulebut unfortunately, this didn’tfix the concern.Let’s take a look at thesteps required to confirm theproblem and repairs necessaryto fix it.The 09G transmissionuses six linear solenoids andtwo on/off solenoids to controlthe shifts. Solenoid N93 is theEPC solenoid and the N91solenoid controls the torqueconverter clutch.There are four linear solenoids that control four separate clutch packs; here are theclutch packs and the solenoidsthat control their operation:K1 clutch — N92 solenoidK2 clutch — N282 solenoidB1 clutch — N283 solenoidK3 clutch — N90 solenoidThere are two on/off solenoids —N88 and N89 — that apply temporarilyand alternately during the 4th to 6thgear shifts.Now let’s take a look at the clutchapply chart (figure 1). In 3rd gear, the12Figure 1Figure 2K1 and K3 clutches are both on. On the3-4 shift the K3 clutch has to releaseand the K2 clutch apply. The K1 clutchremains on in both gears.The N282 solenoid turns off toapply the K2 clutch. If the N282 solenoid sticks, it won’t apply the K2clutch, and the transmission shifts backto 1st gear. This feels like the transmission is in neutral because of road speed.The solenoid apply chart (figure 2)shows the solenoids turn off to applythe clutches. In 3rd gear, solenoidsN282 and N283 are on. During the shiftto 4th gear, the N88 and N89 cycle andthe N90 comes on to release the K3clutch.Here’s what we foundMark the solenoids and theirlocations on the valve body so you canreturn them to their original locationsGEARS August 2013
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Nothing But AIR!: VW 09Gafter the repair. Figure 3 shows thesolenoid ID and locations. Use an oldhot plate to heat a pan of ATF to 200ºFand drop the solenoid in (figure 4).Heating the solenoid lets you confirmthat the solenoid sticks when hot.CAUTION: Be careful handlingthe solenoids when they’re hot.Use a small screwdriver and pushthe valve to the spring side (figure 5).Then tip the solenoid end over end; youshould feel the armature move fromone end to the other. If not, the solenoidbushings are bad or sticky.Disassemble the SolenoidsThere are many different methodsand tools available to take the solenoidsapart and crimped back together. Figure6 shows the solenoid taken apart andthe parts labeled. Figure 7 shows thearmature stuck in the N282 solenoidbushing. This confirms the complaint.When replacing the solenoidbushing you have some choices tomake. Some kits come with the solenoidcans that help the wire connector stayin place when the solenoid connector isbroken. Also some crimping tools workbetter with new cans.Others come with the bushingonly, so make sure you know whatyou’re buying and what works bestwith the tools you choose. Some kitsrequire no special tools and allow youto clean your bushings.Figure 3Flip End to End to Feelif Amature is FreeFigure 414Hold Valve Towards SpringFigure 5GEARS August 2013
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Nothing But AIR!: VW 09GSolenoid CanAmatureSolenoidSnoutBrass WasherSolenoid BushingFigure 6A few tips about the solenoidbushings:1. After you get the bushing out,make sure there are no nicks orburs before you press the newbushing into the solenoid.2. Always press bushings in straightwith an arbor press or vise.3. Use a small amount of Loctite tohelp keep the bushing in place.4. Make sure armature falls out ofsolenoid under its own weight.Make sure the cap on the end ofthe snout is tight and isn’t leaking.Now that you’ve fixed the mostcommon problem with the 09G, hereare a few other issues to check.The 09G has two solenoidmodulator valves: One is in the lowervalve body section and is a veryactive regulating valve. The solenoidmodulator valves are like a GMactuator feed limit valve. Their jobis to feed the solenoid with regulatedfeed oil. With a worn solenoidmodulator bore you can have low orhigh pressure, depending on the wearlocation.There are many different ways tocheck the lower solenoid modulatorvalve: wiggle test, visual inspection,wet air test, or vacuum test. Figure 8shows the bore and test areas.To vacuum test this valve (figure9), place small amount of transmissionassembly lube on the test port andcover. Notice the low vacuum reading:this bore needs to be addressed. Iprefer the vacuum test because youcan put a number with the test resultsand compare it to new, but use what16Figure 709G Lower Valve BodySolenoid Modulator BoreVacuum Test or WetAir Test LocationN89 Solenoid on Other SideFigure 8GEARS August 2013
Nothing But AIR!: VW 09Gyou’re comfortable with. Themost important thing is to lookfor wear. It’s a good idea tostart a test log for passing andfailing valve body bores.The second solenoidmodulator valve is located inthe upper valve body, whichalso holds the TCC controlvalve. Figure 10 shows thetest location for these valves.You can test these valves inthe same manner.To wet air test thislocation, pour a small amountof oil in the bore and coverit with a plate. Apply low airpressure; if ATF and air leakout the port next to the testlocation, the bore is worn.Figure 9If the valve and its borefailed one or more of the tests,Solenoid Modulator Valve Test Locationcontact your parts supplier forthe repair.There are other areas ofthe valve body you may wantto check for wear, dependingon miles and customercomplaint. Lockup valve,pressure regulator, and clutchcontrol valves have some wearissues. We’ll address theseareas in a future article.After the repair, fill thetransaxle with the proper fluidand check the fill level withthe transmission between 95ºF09G Upper Valve Bodyand 113ºF (35ºC to 45ºC).Check and clear all modules forLock Up Test Locationscodes. Then reset transmissionadapts with a capable scantool, as disconnecting thebattery doesn’t always work.You need to bring thetransmission to operating temFigure 10perature for the relearn to startadapting. Drive the car at 20% throttledriving, the first signs of a problemMake sure the car has theand get the transaxle into sixth gear,may start to show up. Some of thelatest updated software. Check thethen slow back down. Repeat this prosymptoms are a flared shift, neutrals ontransmission fluid level and resetcedure five to ten times for the comthe shift, or delay-bang engagements.transmission adapts. Follow the testputer to learn the up- and downshifts.The transmission will work okay colddrive procedure to help the computerNext it needs to relearn the engageat times, but the longer you drive therelearn the engagements and shifts.ments. Put the transmission into neutralworse it gets.These steps will lead you to a profitableand wait five seconds, shift into reverseThere are a few common problemsrepair. Another successful tale from theand wait five seconds; repeat five times.with the 09G valve body and solenoidsbench.Do the same for forward engagements.that can cause temperature sensitiveThanks to Perfection PlusThat should be all there is to it; theproblems. You should now be able toTransmission Parts for the use of thecar should be ready to deliver.inspect and find the problems with thisvalve body.At around 70,000 miles of normalvalve body and solenoid.18GEARS August 2013
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Nothing But AIR!: VW 09G A 2005 Volkswagen Jetta with a 09G transmission came in with a complaint of shifting 1-2-3 then neutral when hot. When cold the car shifted okay and there were no codes. The shop found updated software available and reprogrammed the transmission control module but unfortunately, this didn't fix the concern.
