AF-21/TF81-SC Introduction

Product Concerns

Sponsored By:
Presented by:
Steve Garrett
ATRA
 Connections
 Handout
 Questions
 Survey
 A Special Thanks To Jeff at VALVE BODY
XPRESS for the information and help he
provided for this presentation.
 AWF-21
Introduction
The AF-21 is a compact, lightweight 6-Speed transaxle used in Ford, Lincoln,
Mercury, Mazda, Volvo, and various other Euro manufactures.

The transaxle control is separate from the PCM. This unit uses both the PCM
(for engine loads) and TCM to control the transaxle in determining the best
available shift quality.
 AWF-21
Vehicle Applications
America Europe
Ford Five Hundred Alfa Romeo 159
Ford Fusion Alfa Romeo Brera
Mercury Milan Alfa Romeo Spider
Mercury Montego Opel/Vauxhall Astra
Lincoln Zephyr Opel/Vauxhall Vectra
Land Rover 2 Opel/Vauxhall Zafria
Mazda 6 Opel/Vauxhall Insignia
Mazda CX-7 Cadillac BLS
Mazda CX-9 Citroen C4
Mazda MP Citroen C5
Saab 9-3 Citroen C6
Volvo S40 Peugeot 307
Volvo S60 Peugeot 407
Volvo V70 Peugeot 607
Volvo XC70 Fiat Croma
Volvo XC90 Renault Espace
Renault Vel Satis
Lancia Delta
 AWF-21
Clutch, Band and One-Way Application
C1 Clutch - connects the front planetary carrier to the rear sun gear of the rear
planetary set.
C2 Clutch - connects the intermediate shaft to the rear planetary carrier.
C3 Clutch - connects the front planetary carrier to the middle sun gear of the
rear planetary set.
B1 Brake - locks the middle sun gear of the planetary gear set.
B2 Brake - locks the rear planetary carrier in reverse gear when the vehicle
speed is less the 4 mph (7km/h).
F1 One-Way Clutch - locks the counter clockwise rotation of the rear planetary
during 1st gear operation.
 AWF-21
Pressure Testing
When pressure testing, use a min. of 0-300 psi gauge. B2 clutch pressure will be
as high as 270 psi.
 AWF-21
Valve body Breakdown
Do not mix the solenoids up! Shifting problems, codes and ratio errors may
occur. Mark the solenoids prior to removal.

SSA and SSB = 11-15 0hms

SSC, SSD, SSF, SSE, TCC and
PCA = 5.7 ohms
CHANGES TO HANDOUT SSA
IN RED
SSB
If you lose a pin SSF
make one out of an
old needle bearing. SSD
Pin measurements:
SSE
0.932 X 0.118
SSC
 AWF-21
Valve body Breakdown (continued)
These valve bodies are experiencing a tremendous amount of wear in the
valve bores.

No Reverse

A
 AWF-21
Valve body Breakdown (continued)
High failure valves - Upper Valve Body are the Solenoid Modulator valves and
the Lock up control valve. Worn solenoid modulator valves can cause ratio
codes in 4th, 5th and 6th gear. A worn lock up valve can cause TCC surge and a
possible P0741 TCC slip code.
 AWF-21
Valve body Breakdown (continued)
Regulated Exhaust 3
Check Valve
White Spring
.585 X .248 X .023

Lube/Cooler 1
Check Valve
Light Blue Spring Lube/Cooler 2
.550 X .250 X .042 Check Valve
Red Spring
.625 X .247 X .035
Special thanks to Maura Stafford at Sonnax for the check valve names
 Valve Body and Gasket Changes for the
TF81/AF21
By Jeff Parlee, Director of Product Support at Valve Body Xpress
The TF81 valve body, (aka AF21), has undergone some changes that
you should be aware of.
The first change is to the solenoid section of the valve body. You can
quickly tell the difference by the casting number, a 9172 or 9174. The
casting number for this section is at the top of the valve body near the
manual valve. The two casting numbers have different worm track
configurations at the manual valve bore and as a result need different
solenoid body to separator plate gaskets.
If the gasket for the 9172 casting is used with the 9174 casting, oil will
leak out of the manual valve bore and line pressure will be significantly
lower. See figures 1, 2 and 3.
You may or
Maynot have
A slot here
Either will work
As long as you
Have the correct
Gasket and plate

Fig 1

The separator plate gaskets come from the factory with the gaskets bonded to
the plate. Gasket # B36398 fits casting 9172 and gasket B36522 fits casting # 9174.
The gasket between the large separator plate and the middle body is the same.
Fig 2 Fig 3
 The large separator plate between the solenoid body and the middle valve body marked
“A4” and “A5” has had the lube relief hole closed and the Lube Relief Check Valve and red
spring have been eliminated. Eliminating the Lube Relief Check Valve and spring along with
closing the hole in the separator plate, raises maximum line pressure by about 20 psi; it
does not affect minimum line pressure. See figure 4.
Figure 4 also shows the hole sizes for the C3 apply. It appears that the C3 apply hole
was reduced in size on the A5 plate to help reduce reverse engagement shock.

Fig 4
 AWF-21
Valve body Breakdown (continued)
The check valves are installed with blue side facing down into the valve body
slot.
Cooler Pressure
Check Valve
Plain Spring
.455 X .204 X .020

Line Pressure
Check Valve
.430 X .373 X .051
 AWF-21
Valve body Breakdown (continued)
Measure the depth of the adjusters before disassembly. The clutch and band
control valves are a very common wear areas. Inspect these closely for side to
side movement in the valve body.

Repair kits
available from the
aftermarket.
 Adjusting Clutch Control Valves on the Aisin FWD 6spds.
By – Jeff Parlee, Director of Product Support at Valve Body Xpress
Have you ever installed a TF80, TF81 or a TF60 after overhaul and it has
had harsh shifts or engagements or maybe there is a flair/bump up shift, or just
maybe it has harsh coast down clunks? Most times, clearing the shift adapts and
driving the vehicle to relearn the shifts will correct these annoying problems. After
a good long test drive to relearn the shift adapts, sometimes a shifting or
engagement problem remains. Assuming that there is not excessive wear in the
valve body and the linear solenoids are good, the clutch control valves on the
valve body can be adjusted to correct these problems.
.
A clutch control valve line-up consists of a linear solenoid, clutch control
valve, spring and adjuster.
How it works: The solenoid is pulsed off, the solenoid sends oil to the end of
the clutch control valve, compressing the spring against the adjuster. As the
solenoid pulses the clutch control valve moves down the bore, it regulates
line pressure to the clutch and accumulator. If, during the solenoid pulsing,
the valve does not move far enough down the bore, the result will be not
enough pressure regulated to the clutch and a flaired shift. If the flair is long
enough, the TCM will raise line pressure to get the clutch applied and the
result will be a flair/bump shift. Conversely, if the clutch control valve moves
too far down the bore during solenoid pulsing, the result will be too much
pressure regulated and a harsh shift. You can see the importance of the
proper spring tension on the clutch control valve. If you have a delayed
engagement or flaired shift you would want to turn the adjuster
counterclockwise to decrease spring tension and allow the valve to move a
little farther, regulating more pressure to the clutch.
 As an example, say that you have a delay into reverse and a 2-3 flair.
You would turn the K3 or C3 adjuster counterclockwise.
There are several reasons why you may need to adjust a clutch
control valve.
1. Clutch pack clearance may be different than OEM, always check the
thickness of replacement steels and frictions.
2. Bonded pistons may be worn allowing clutch pressure to leak.
3. Sealing rings may not be sealing correctly.
4. Slight wear in the valve body.
The most common shift/engagement complaints are:
* Delay /bump into reverse
* 2-3 flair/bump and 4-5 flair.
* 3-4 flair bump or 3-4 neutral.
* Harsh 1-2 and 5-6, (sometimes 5-6 feels fine).
 The adjustment depends on how severe the problem is.
A delay into reverse with a small flair on the 2-3 = K3/C3 turn adjuster
counter clockwise ¾ turn.
A delay/bump into reverse, 2-3 flair bump & 4-5 flair = K3/C3 turn adjuster
counter clockwise 1 ½ turns.
A 3-4 slight flair = K2/C2 counter clockwise 1 turn.
A 3-4 flair/bump = K2/C2 counter clockwise 1 ¼ – 1 ½ turns.
A 3-4 neutral = K2/C2 counter clockwise 2 – 2 ¼ Turns.
A firm 1-2 with no flair = B1 clockwise ¾ - 1 turn.
 AWF-21
Valve body Breakdown (continued)
The check valves are installed with blue side facing down into the valve body
slot.
Cooler Pressure
Check Valve
Plain Spring
.455 X .204 X .020

Line Pressure
Check Valve
.430 X .373 X .051
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