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 $ $ $


Tool Cost Analysis Over Time


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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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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TF-81SC Front Cover, Front Side

B1 Band Accumulator Piston

Visual wear check, also

Burned band

Slipping gears

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TF-81SC Front Cover, Rear Side

C1 Clutch Control Valve

Flare upshifts

Downshifts bind up

Excessive clutch overlap Clutch distress


range codes

Coast-down neutral or

harsh downshift

C2 Clutch Control Valve

Flare upshifts

Downshifts bind up

Excessive clutch overlap

Clutch distress


range codes

SSC

SSE

SSD

SSF

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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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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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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

25


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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



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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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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TR-60SN Bottom Casting


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


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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