Vaccum Testing Info Sonnax
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Vacuum Testing for Leakage
Why?Wear occurs as valves repeatedly stroke in a pump or valve body casting. Eventually,this wear creates increased clearance beyond what is necessary to maintain a proper
hydraulic seal. Once that occurs, the valve does not function properly and failure results.There are many methods to check for and evaluate the severity of worn valves and bores:valve body testers, visual inspection, wet air testing, measurement tools, wiggle/sag(deflection) tests, etc. But vacuum testing offers many advantages over other inspectiontechniques.
Cost. A vacuum test-stand has a very low initial cost and requires minimalmaintenance.
Quick & Easy. Vacuum testing is easy to learn and once your routine is
established, housings can be checked rapidly at the bench.
Quantitative. Vacuum testing provides you with a specific value (inches of
mercury) which correlates to valve/bore clearance. Experience allows you to setpass/fail standards you can use to determine if there is too much wear for properfunctioning.
Repeatable. Following a routine calibration and easy test procedures, the system
provides repeatable results with negligible operator influence.
Quality Assurance. Wear induced circuit leaks mean failure. Leaks that are notfound lead to customer complaints and come-backs. Vacuum testing can quicklycheck for unseen wear areas to prevent wasted rebuild time and money.
How does it work?Essentially we are isolating or sealing a circuit, and attempting to pull air between thevalve spool and the bore. As air flow is intentionally restricted by tight clearances, we areable to create, hold and read vacuum. Since we are rating a vacuum, the measurementwill be in inches of mercury, or negative pressure. In order to maintain a hydraulic seal,there is very little design clearance between the critical valve spool and mating bore. Aswear occurs, this clearance increases. A perfect vacuum (no leakage points) will measure29.9 of mercury, although that does change with elevation. As wear occurs and leakagepoints are introduced, vacuum reading levels will decrease. So in checking valveclearance, the vacuum loss is directly proportional to the amount of wear.
Where should I test?Vacuum testing should be performed on a clean and dry valve body. You may use eitherof the following approaches, depending on your situation.
Targeted testing:If you have a specific complaint and there are valves you know are directly related to
certain codes or drivability complaints, you may choose to start there.
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General Testing:
If you do not know where to start or if you want to evaluate the valve body or pumpbody more completely, begin by checking different circuits based on their level of valveactivity:
Active valves. The ones that are doing the most cycling in the bore are more thanlikely the ones that will wear first.
Modulated valves. Valves that are reacted on by low resistance, modulatedsolenoids tend to wear quickly. These valves oscillate in the bore in a relativelynarrow, somewhat consistent location.
Regulating valves. These valves are controlling pressures to a set parameter, and
wear will make the pressure out-of-spec and possibly set a code. Regulatingvalves also typically operate in a relatively narrow section of the bore, creatingwear at the very location where sealing is the most critical.
On/Off valves. Examples include shift valves and manual valves, that dont move
as frequently, or dont oscillate in narrow linear sections of the bore.
The circuit or port being tested must be captive or sealable. Balance ports are greatlocations to perform vacuum tests for this reason. Dense foam or rubber padding can beused to help seal off circuits that are open to the opposite side of the casting. SonnaxWet/Air Test Plates make great tools for sealing off circuits for testing. Make sure thatwhile sealing a circuit/port for testing you do not seal off the neighboring port that wouldsupply the air source needed for leak detection, or a false high vacuum reading can result.
We recommend that you use a small amount of assembly lube around the worm tracks ofthe circuit/port being tested. This provides a much better seal with the test plate,
especially if there are any knicks on the valve body surface.
Some valves are most accurately checked when they are in their operating, not rest,position. Small check balls, washers or retainers can be used to position a valve into itsoperating position prior to vacuum testing.
How do I set-up a vacuum test stand?Setting up a vacuum test stand for your shop can be as simple or sophisticated as youdlike. With a trip to the hardware store, a couple of on-line purchases, and about an hourof assembly time, you can create a simple vacuum test-stand for about $300. Or, for no
assembly time and one on-line purchase, you can order a complete system for under$1000. The following 2 pages provide information for either set-up option.
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Fabricated Vacuum Test Stand Part Sources, Set-up and Calibration
Robinair 3cfm Vacuum Pump
www.testequipmentdepot.com
Assembly:
Assemble as shown in photo. Tubing from the vacuum pump should be run to the test stand at fitting 3a.
Tubing from the test stand fitting 3b should run to test plate, vacuum tips or calibration orifice.
Calibration:
The test stand should be calibrated before each use.
Use a .035 orifice (item #10) to calibrate your test stand. Place this orificed tubing section on the test
end of the tubing, then turn the pump on. Seal off the orificed tubing section with thumb, and adjust theair bleed valve (4b) to 25 on the gauge. Unblock the end of the tubing and adjust the air flow valve (4a)
to read 5 on the gauge (6) as air is allowed to flow in through the .035 orifice. Repeat both steps.
The test stand is now calibrated for repeatable results. A perfect seal will be 25 on the gauge.
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Purchased Vacuum Test Stands and Source
ATS Automatic Transmission Service
http://atsdiagnostic.com
Model V100
Model V100C
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What should my test results be?While a properly calibrated and maintained test stand will give consistent vacuumreading results for a given circuit and amount of wear, evaluating those results willrequire you to establish your own pass/fail criteria.
The pump, gauge and any calibration orifices used in specific equipment configurationswill greatly influence vacuum readings. Test results will vary depending upon how youset-up your particular vacuum stand. Pass fail standards are specific to your set up andprocess and they must also be based on your experience, quality sensitivity, warrantyconcerns and cost/pricing structure.
We recommend that you keep a record of vacuum results for each valve body, at eachtested circuit/port location, so that youll be able to compare those results over time tohelp determine for your own shop what is an acceptable vacuum reading for eachlocation. Pass/fail parameters are altered by the number of spools tested in a captivecircuit, spool diameter size, and contact length of the spool within its bore.
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Rebuild or Replace the Valve Body?
Valve bodies are getting more sophisticated in function, and by default more expensive todiagnose and repair or replace. If you find the root cause of the transmission complaint to be inthe valve body, how do you make the decision on repairing it yourself, buying a new OEM valvebody, purchasing a rebuilt valve body, or pulling something out of your core pile?
Im sure a good chunk of that decision is based on the financials: cost of the valve bodyreplacement options, cost of kits if rebuilding in-house, cost of any specialized tools required,and labor cost if you do the rebuild. Other considerations would include your warranty, andwhat option will best ensure a rebuild that wont come back before the time or mileage run out.How busy is your shop, and do you have the time to repair the valve body, or would your laborhours be better put to a different job? How familiar are you with this valve body application, oris the learning curve going to be too steep and expensive for the relatively few of these youexpect to see? Who owns the vehicle, and what are their driving habits and expectations?
Many of these decisions are going to be made day-to-day, and sometimes hour-to-hour. One dayit might be best to rebuild the valve body in-house, but for the guy pulling too much trailer with
too little truck, maybe a new OEM or remanufactured valve body with that companys warrantyis the right choice.
Some of the more financially based decisions can seem tricky to navigate. The following chartsshow some basic return-on-investment calculation examples which can make this easier. Thesecan be adapted to fit your particular situation as well, and help you decide what valve body repairor replacement option makes the best financial sense.
Reamer Cost Analysis over Time*
Cost for Reamer Kit(s) $225
$225/75 reams = $3 Reamer Kit cost per ream
*based on 75 reams per tool life
Valve Body Rebuild or Replace Options
New Remanufactured In-House
Valve Body $900 $450 $0
Valve Kit $0 $0 $45
Labor $0 $40 $80Amortized Tool Kit $0 $0 $3
Total Cost Per Valve Body $900 $490 $128
So in this example, rebuilding in-house would save your shop $362 ($490-$128) compared to aremanufactured valve body, and $772 compared to a new valve body! Use the templates on thefollowing pages to financially evaluate your next decisions on valve bodies. The results maysurprise you, and will hopefully lead to a better bottom line for your shop.
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Tool #1 $Tool #2 $
Tool #3 $Total Tool Cost $ Number of tool uses over time/life #
Tool Cost Per Valve Body $(total tool cost / number tool uses)
New Remanufactured In-HouseValve Body $ $ $Valve Kit(s) $ $ $Labor $ $ $
Amortized Tool Kit(s) $ $ $
Total Cost Per Valve Body $ $ $
Tool #1 $Tool #2 $Tool #3 $
Total Tool Cost $ Number of tool uses over time/life #
Tool Cost Per Valve Body $(total tool cost / number tool uses)
New Remanufactured In-HouseValve Body $ $ $Valve Kit(s) $ $ $Labor $ $ $
Amortized Tool Kit(s) $ $ $
Total Cost Per Valve Body $ $ $
Valve Body Rebuild or Replace Options
Tool Cost Analysis Over Time
Valve Body Rebuild or Replace Options
Rebui ld or Replace Valve Body Worksheet
Tool Cost Analysis Over Time
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Critical Wear Areas
& Vacuum Test Locationsfor
6R60 / ZF6HP Series,
TF-81SC and TR-60SNValve Bodies
Areas in red indicate vacuum test circuit/port location
Areas in black on exploded valve body views show retainer locations
Important! There are multiple worm-track patterns for most valve bodies. While onlyone is shown for each application in this information, it can be used as a
reference for other casting versions based on valve-to-circuit location
Important! The most common wear locations that can be vacuum checked are
indicated in this information. This does not imply that wear can not be
present in other locations.
Important! The springs and retainers have been intentionally left out of the vacuum
test location sheets for better clarity. All valve bore components are
shown in their resting position.
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6R60 / ZF6HP Series
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Critical Wear Areas and Vacuum Test Locations
6R60 / ZF6HP Series
Jaguar ZF6HP26M Illustrated
Lower Valve BodySolenoid Pressure Regulator Valve
Soft shifts, poor line rise
High line pressure during stall test.
Loss of 1-2 or 4-5 upshift
Delayed forward/reverse engagement
5-4 or 4-3 flare
Gear ratio codes
Clutch A Control Pressure Regulator Valve
& Plunger Valve and Sleeve
Delayed or harsh forward engagement
Flare or neutral on 5-4 downshift
No 4-5 Shift
VFS 1/A solenoid control code
Clutch E Control Pressure Regulator Valve
Flare upshifts or downshift bind-ups
Excessive clutch overlap and clutch distress
Pressure control out of range codes
Coastdown neutral or harsh downshifts
Bypass Clutch Control Regulator Valve
Converter overheat and low release
pressure
Excessive TCC slip or cycling RPM
Firm up/downshifts
TCC related codes
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Critical Wear Areas and Vacuum Test Locations
6R60 / ZF6HP Series
Jaguar ZF6HP26M Illustrated
Upper Valve Body
Clutch D1 Control Pressure
Regulator Valve
Flare upshifts or downshift
bind-ups
Excessive clutch overlap
and clutch distress
Pressure control out of
range codes
Coastdown neutral or
harsh downshifts
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6R60 / ZF6HP SeriesJaguar ZF6HP26M Illustrated
Lower Valve Body
2
110
111
9
113
115
116
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Number Location Description
101 Lower Valve Body Manual Valve
102 Lower Valve Body Lubrication Control Valve
103 Lower Valve Body Converter Release Regulator Valve
104 Lower Valve Body Main Pressure Regulator Valve
105 Lower Valve Body Bypass Clutch Control Regulator Valve
106 Lower Valve Body Clutch E Latch Valve
107 Lower Valve Body Clutch E Control Pressure Regulator Valve
108 Lower Valve Body Clutch A Control Pressure Regulator Valve
109 Lower Valve Body Delay Accumulator Piston
110 Lower Valve Body Solenoid Multiplex Valve
111 Lower Valve Body Drive Enable Valve
112 Lower Valve Body Clutch D1 Latch Valve
113 Lower Valve Body Solenoid Pressure Regulator Valve
115 Lower Valve Body Clutch B Latch Valve116 Lower Valve Body Clutch A Latch Valve
201 Upper Valve Body Clutch B Regulator Valve
202 Upper Valve Body Clutch D2 Regulator Valve
203 Upper Valve Body Clutch D2 Latch Valve
204 Upper Valve Body Clutch C Regulator Valve
205 Upper Valve Body Clutch D1 Control Pressure Regulator Valve
6R60 / ZF6HP Series Component Description and Location
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TF-81SC
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Critical Wear Areas and Vacuum Test Locations
TF-81SC Front Cover, Front Side
B1 Band Accumulator Piston
Visual wear check, also
Burned band
Slipping gears
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Critical Wear Areas and Vacuum Test Locations
TF-81SC Front Cover, Rear Side
C1 Clutch Control Valve
Flare upshifts
Downshifts bind up
Excessive clutch overlap Clutch distress
Pressure control out of
range codes
Coast-down neutral or
harsh downshift
C2 Clutch Control Valve
Flare upshifts
Downshifts bind up
Excessive clutch overlap
Clutch distress
Pressure control out of
range codes
SSC
SSE
SSD
SSF
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Critical Wear Areas and Vacuum Test Locations
TF-81SC Middle Casting, Rear Side
Secondary Regulator valve
Overheating of fluid,
bushings and converter
Harsh reverse engagement
TCC slippage / RPM surge
Poor shift quality
High/low SLT pressure
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Critical Wear Areas and Vacuum Test Locations
TF-81SC Rear Cover, Front Side
Lockup Clutch Control Valve
and Plunger Valve Assembly
Harsh downshifts
RPM surging on coast or
light acceleration
Overheated fluid
Converter apply/release
complaints
Converter slip codes
C3 Clutch Accumulator Piston
See next page
Line Pressure Accumulator Piston
See next page
1 2
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Critical Wear Areas and Vacuum Test Locations
TF-81SC Rear Cover, Rear Side
Solenoid Modulator Accumulator Pistons
Visual wear check, also
Reduced throttle signal oil or solenoid
feed oil pressure
Shift complaints and codes
1
2
C1 Accum
C3 Accum
C2
Accum
Line
Accum
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TCC
SSD105
SSF106
107
PCA
TF-81SC FRONT COVER
FRONT SIDE
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104
TCC
SSC103
SSE102
101
PCA
TF-81SC FRONT COVER
REAR SIDE
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215
216
217
218
219
220
TF-81SC MIDDLE CASTING
FRONT COVER SIDE
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214
213
212
211
210
209
208
TF-81SC MIDDLE CASTING
REAR COVER SIDE
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TF-81SC REAR COVER
FRONT SIDE
323
322
321
324
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TF-81SC REAR COVER
REAR SIDE
330
331332
333
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Number Location Description
101 Front Cover Main Pressure Regulator Valve and Boost Valve Assembly
102 Front Cover B1 Band Control Valve
103 Front Cover C3 Clutch Control Valve
104 Front Cover Manual Valve
105 Front Cover C1 Clutch Control Valve
106 Front Cover C2 Clutch Control Valve
107 Front Cover B1 Band Accumulator Piston
208 Middle Casting Sequence Valve
209 Middle Casting Secondary Pressure Regulator Valve
210 Middle Casting B1 Signal Valve
211 Middle Casting C3 Signal Valve
212 Middle Casting C2 Relay Valve
213 Middle Casting B2/C2 Switch Valve214 Middle Casting C1 Shift Valve
215 Middle Casting B1/C3 Control Valve
216 Middle Casting Lockup Relay Valve
217 Middle Casting B1/C3 Relay Valve
218 Middle Casting B1/C3 Shift Restrict Check Valve
219 Middle Casting B1/C3 Switch Valve
220 Middle Casting Cutback Valve
321 Rear Cover Solenoid Modulator Valve #1
322 Rear Cover Lockup Control Valve and Plunger Valve Assembly
323 Rear Cover C3 Clutch Accumulator Piston324 Rear Cover C1 Clutch Accumulator Piston
325 Rear Cover Forward Accumulator Piston
326 Rear Cover C1 Relay Valve
327 Rear Cover C2 Clutch Timing Valve
328 Rear Cover Solenoid Modulator Valve #2
329 Rear Cover Engine Brake Engagement Valve
330 Rear Cover Solenoid Modulator Accumulator Piston #2
331 Rear Cover C2 Clutch Accumulator Piston
332 Rear Cover Solenoid Modulator Accumulator Piston #1
333 Rear Cover Line Pressure Accumulator Piston
TF-81SC Component Description and Location
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TR-60SN
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Critical Wear Areas and Vacuum Test Locations
TR-60SN Top Casting
Solenoid Regulator Valve
(TCC, EPC, K1 Clutch)
DTC P0734, P0735, P0729
Slippage or shock on kickdown Slippage in steady driving in 4th,
5th or 6th gear
Lockup Clutch Control Valve
RPM surging on coast or
light acceleration
Harsh downshifts
Overheated fluid
Secondary Regulator Valve
Overheating fluid & converter
Bushing failure
Harsh reverse engagement
TCC slippage/surge
K1 Accumulator Piston
Visual wear check
Burned K1 clutch
Delayed engagement
Slipping in forward gears
Solenoid Regulator Valve
(K3/B1/K2 Clutches, N89, N88) DTC P0734, P0735, P0729
Slippage or shock on kickdown
Slippage in steady driving in 4th,
5th or 6th gear
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Critical Wear Areas and Vacuum Test Locations
TR-60SN Bottom Casting
K2 Accumulator Piston
Visual wear check Burned clutch
4th-6th gear slippage
B1 Accumulator Piston
Visual wear check
Burned clutch
Slipping gears
EPC Accumulator Piston
Low line pressure
Soft or slipping shifts
K3 Accumulator Piston
Burned clutch
Delayed reverse
Main Pressure Regulator Valve
Excessive reverse pressure
Fluid & converter lining
overheat
Bushing failure
Flare upshifts or
downshift bind-ups Excessive clutch
overlap and clutch
distress
Pressure control out
of range codes
K2 Clutch Control
Valve
B1 Clutch Control
Valve
K3 Clutch Control
Valve
K1 Clutch Control
Valve
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209
210
211
212
213
214
215
216
217
218
TR-60SN TOP CASTING32
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TR-60SN BOTTOM CASTING
107
106
105
104
103
102
N89
TCC/N91
N88
EPC/N
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