The front wheel drive six speed transmission called the 09G used in a variety of Volkswagen vehicles is plagued with shift problems. Particularly shifts that have engine revs in-between shift transitions we call flared shifts. This transmission is dependent on a wide range of things for proper shift overlap. If any of these items become compromised it affects the quality of the shifts. For this reason the 09G is plagued with shift quality complaints.
Let’s run through a laundry list of these items that most technicians are aware of that needs to be checked and repaired or replaced if necessary. Afterwards, a couple of not so well known items to be aware of will be covered which has proved to be very helpful in resolving shift overlap concerns.
The common laundry list affecting proper shift overlap is:
- Clutch Adaptation issues
- Fluid pressure concerns
- Solenoid failure
- Valve body bore wear
- Counter balance pistons problems
- Transmission Fluid Temperature invalid
- Worn bushings
- Shrunk sealing rings
- K2 clutch sealing ring sleeve leak
- Excessive clutch clearances
- Excessive end play
- Basic settings or throttle relearn not performed
Each of these points can be discussed in great detail in the ways in which they can negatively affect shift overlap. Much of this information however, is already out in bulletins, articles and seminar materials. But there have been times when it seems that everything on this list has been checked, repaired and/or replaced yet the problems of flared shifts remain.
Lorenzo Ortiz from Phillips transmission in Scottsdale Arizona made an interesting discovery. While conducting a road test to reset clutch adaptations in an attempt to get rid of flared shift problems, he had his VAG-COM hooked up to the vehicle. He was scrolling through the different data blocks looking at data to see why adaptations were not setting. When he reached Data Block 10, one of the parameters said “Trans Condition”. Inside the display window for that PID it said ERROR (Figure 1). He didn’t recall seeing any codes but he ran the vehicle for codes anyway and not a one showed up. He decided to clear codes anyway and when he returned to data block 10, the Trans Condition window was empty. As he continued to road test the vehicle, after some flared shifts the ERROR message would come back. He would then erase codes and continue the road test adaptation procedure with an empty window. Within several drive cycles his shifts were fine and the Trans Condition display window remained clear.
One other tip that can be very helpful has to do with adjusting the solenoid. Each clutch regulating solenoid has a threaded plug which adjusts the tension of the spring acting on the regulator valve (figure 2). After inspections and repairs you are pretty confident the unit is good and you are still fighting flares, adjust the offending regulating clutch solenoid adjustment plug 1.5 turns Counter-Clockwise.
Use the application clutch application chart in figure 3 and the solenoid identification and location illustration in figure 4 to determine which regulating valve spring needs to be adjusted.
For example:
If you are fighting a 3-4 flare you will notice that the K2 clutch is applied for fourth gear. The solenoid that regulates that clutch to apply is the N282 solenoid. If you are confident the K2 clutch drum ring sleeve is not leaking and you even have a remanufactured valve body on the transmission, back the N282 adjusting plug out 1.5 turns and give it a road test. This will resolve your flare concern if you do not have any other problems.
Solenoid N92 controls the K1 clutch
Solenoid N90 controls K3 clutch
Solenoid N282 controls K2 clutch
Solenoid N283 controls the B1 brake
