Valve Body and Mechatronic Service PDF
Valve Body and Mechatronic Service PDF
Valve Body and Mechatronic Service PDF
ZF 6HP19/26
AW TR-60SN/09D
AUTOMATIC CHOICE
Bristol U.K.
May 7, 2011
By
Bob Warnke
This information is intended as an introduction to and service for the ZF 6/Ford 6R60 Mechatronic assembly.
Identification:
The ZF 6 has two significant generations, the 2002-2005, ZF 6HP/19, 26, 32 and the 2006 to current 6HP/21, 28, 34. In
2006, the Mechatronic unit was upgraded to improve shift response. The later, eliminated the SS1/ Reverse engagement
accumulator and has revised EDS solenoids. (Fig. 1)
The M has a mechanical linkage to position the manual valve. The E version uses a solenoid to position the manual
valve and park lock.
The 2002 to 2005 M version, has three yellow and blue solenoids, the 2006 and later M version, has two orange EDS
solenoids. Within both vintages there is an M version manual valve and the E, solenoid controlled manual valve. The E
version in both early and late will have nine solenoids, one visible at the end of the manual valve.
Fig. 1a
Blue dot
Fig. 2
A white dot, in the same area, indicates it HAS been programmed with a base operating parameter. It can be installed onto an
operating transmission, but will require adaption.
A new Mechatronic will NOT have the engraving as pictured in Fig. 1. It will have a pin-dot serial number. Within that, the
5, 6,7th digit of 128, indicates this is a NEW unit and needs to be programmed.
Mechatronic Removal
The chassis harness screws off the case connector. This connector or pass-through sleeve cannot be removed, nor the valve
body removed, until the plastic TCM module is separated from the pass- through connector.
With the oil pan removed, near the connector you will find a white horizontal plastic bar, with a locking tab. Release the
center tab and pull the white slide away from the case connector. It will require .855 inch or 21.7 mm of extension.
When the white slide bar is fully extended, the case pass-through sleeve can be removed.
The 10 or 11 valve body to case bolts requires a #40 Torx bit. They can be identified as having a larger and taller head than
the valve body retention bolts. (Refer to Fig. 1)
ESD Precaution:
Electrostatic discharge can damage the control module, which is located within the plastic housing. An ESD bracelet is
suggested during any handling (transmission or bench) of the Mechatronic assembly. Caution against touching the connecting
pins.
Experience will indicate if this invisible ESD is a menace, but until proven otherwise, better safe than sorry, buckle up.
DSD bracelets, floor and bench pads as well as bench grounding precautions are suggested.
Fig. 4
The TCM is capable of limited solenoid adaptation, without reprogramming. This is true for minimal alteration of the
hydraulics as well. As the valve bores wear, the TCM will adapt, until the window of adjustment and control is excessive. In
many instances, the hydraulic control of the unit can be swapped out as long as the original TCM is reinstalled. Also solenoids
can be individually exchanged with new OE or with qualified used. (This information if from successful field reports, within
the aftermarket)
If the original solenoids are reused, they should be returned to the same location, due to their learned flow rate. After any
service, resetting adapts and clearing the KAM, is suggested.
It is not advised to attempt circuit testing through the 16 pin connector. Note the ESD precautions!
Check the solenoid resistance (5.0 ohms @ 20C/68F) with the circuit board removed. Do not use an ohmmeter with more
than .6 voltage supply. There are three types of EDS solenoids, blue, black, yellow. (Refer to Fig. 4 for ID).
EDS Solenoids
IDENTIFICATION COLOR LOCATION OUTPUT OHMS FUNCTION
6HP 19/26/32 Green EDS 1,3,6 0 bar @ 0 ma 5.05 1-A Clutch
3-C Brake
6-TCC
Black/Grey EDS 2,4,5 4.6 bar @ 0 ma 5.05 2-B Clutch
4-D and E
5-EPC
Black MVI Open/closed 11.5 Selector valve
6HP 21/28/34 Orange EDS 1,2 4.7 bar @ 0 ma 5.05 As above
Yellow EDS 4,5,6 4.6 bar @ 0 ma 5.05 As above
Blue EDS 3,7 0 bar @ 4.6 ma 5.05 3-C Brake
7-Logic
Black MV2 Open/closed 11.5 Park lock valve
Green MV3 Open/closed 11.5 Park lock cycle
Fig. 5
TCM CONNECTOR
Fig. 6
SOLENOIDS
EDS MV
Fig. 7a Fig. 7b
The connector insulator can be pried off (indicated by arrows) to inspect the solder joint at the coil.
Screens can be pried off to flush them from the inside.
The MV solenoid (Fig. 7b) screen retains a ball and spring.
DEMAGNETIZE
Fig. 8
Cut for
illustration
Early EDS
Late EDS
Button
Fig. 9
This illustrates the difficulty in machine flushing or hand cleaning the internal parts.
The button is pressed into the canister to adjust the calibration. This press fit is minimal and results in setting solenoid output
pressure. The typical measurement of this button to canister range is .040 to .060 (1.016 mm 1.524mm)
Solenoid coil/pintle movement and the resulting flow are learned by the TCM. Relocating or altering will require a relearn
procedure or drive time interval.
Fig. 10 Fig.11
Fig. 12
BMW, suggests all modules be reflashed, cleared of codes during a Mechatronic replacement. Field reports using the original,
good TCM can reduce or avoid the OE recalibration.
ZF information notes adapts should be set to -0-, with any Mechatronic service.
The relearn should include multiple drive and coast cycles below 2,000 RPM.
Garage shifts should also be performed after obtaining operating temperature.
Erratic shifting
Low fluid level, which is one of the most common and overlooked issues on the 6HP. Check for OE reflash
of various shift concerns.
Loss of Park
Bent electronic shift linkage, also can be caused by incorrect emergency cable adjustment.
Early downshifts.
Check engine performance first.
Harsh Shifts.
Possible trans. fluid temperature sensor or solenoid out of range.
Two temperature sensors on TCM. One for trans temp and one for TCM temp. If either goes over 170C
/338F trans & TCM will shut down.
Transmission will not adapt, may operate at maximum line pressure, no clutch actuation, MIL on.
Solenoid circuit problem.
Fluid/ Fill:
The thermal element must open (88C, 190F) to purge the cooler, before verifying the fluid level! Complete fill requires 9.5 qt.
/ 9 liter. Service fill - approx. 4.2 qt. / 4 liter.
Preheat the transmission by running it through gear ranges. While in Park at an idle, with transmission at 35-40C (104 F),
remove the drain plug. At that temperature the fluid should drain as a small stream.
Ford 6R60- extension housing has an Allen head fill plug and /or the front corner of the case has a hex head fill plug. A
dipstick lives within this plug.
Ford fluid: XT-6-QSP, Mercon SP. Shell M-1375.4
ZF Lifeguard fluid 1 liter: S671 090 0255- 20 liter: S671 090 253
The solenoid OD, its end cap and the adjuster must seal oil circuits.
Canister-1
End Cap
Armature-2
Pintle
Bushing-4
Coil-5
End frame
Bushing
Control valve-6
Balance spring-7
Manifold/snout-8
Sub-components:
#1-Canister :
The crimp secures the coil end frame to the manifold. A poor crimp, will affect output pressure. The assembly
should not be able to rotate, as the weight of the coil and duty cycle will eventually cause the output pressure to
change.
Removal of the end cap from the canister is an aftermarket form of service. If this process is used, the canister
must be trimmed to the inner ledge of the canister id. If this is irregular, the distance of armature travel will be
affected.
The OE end cap can trap contamination, slowing armature travel. Adding exhaust slots to this cap can reduce
that build up. Once dis-assembled this canister should be demagnetized. Adding exhaust holes does not appear
to have a negative affect on reaction time.
#2- Armature:
Look for cracks extending from the center where the pintle attaches.
Polish the pintle shaft and verify it is not bent.
#5- Coil:
Coils supply the magnetic field to move the armature. That field is captured within the canister and draws the
armature toward the coil. Fluid pressure and the spring are the opposing force to that travel. Check the coil
resistance and/or current at operating temperature.
#8- Manifold:
The manifolds are known to crack where they meet the canister. Bore wear is also common, which affects
output pressure. The manifold must return flat to the coil and be held secure by the crimp.
The manifold with the installed valve can be vacuum tested. On the AW 55 series, vacuum is pulled at the small
orifice. On the AW 6 series, the snout needs to be placed in a test fixture, such as a valve body casting.
Case Connector
Solenoid valve 3
N-90 N.C. controls K-1 clutch apply & exhaust rate. Defective or cannot be actuated, cause
firm 1-4
Solenoid valve 4
Solenoid valve 5
Solenoid valve 6
Solenoid valve 10
N-283 N.O. closes with increase current. Controls B-1 brake apply & exhaust.
When defective, 2nd & 6th or 3-2 down may become firm.
NOTES:
Failsafe is 3rd release
ATFV-10 large converter (12 liters) 5 planet pinions; V-6 small converter (9.6 liters) 3 planet pinions.
Converter clutch strategy can start to apply clutch after 1000RPM
All rotating clutches are centrifugal compensated.
X Identification hole
This area has multiple
NO Hole = 2 path converter variations depending on
With Hole=3 path converter, converter. Pictured on top is a
(TC piston in cover) 2 path, B plate, with no hole at
X-.
B-Plate = No hole
A & C Plate = have this hole
Calibration:
The test stand should be calibrated before each use.
Use a .035 orifice (item #10) to calibrate your test stand. With the pump on, place this orificed tubing section on
the test end of the tubing. Seal off the orificed tubing section with thumb and adjust the air bleed valve (4g) to 25
on the gauge. Adjust the air flow valve (4a) to read 5 on the gauge (6). Repeat.
The test stand is now calibrated for repeatable results. A perfect seal will be 25 on the gauge.
2011 Sonnax Industries,
2011 Sonnax Industries, Inc.
Inc. Page
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09G VALVE BODY ON THE AIR TEST PLATE