Issue Summary:
- VW and Audi vehicles equipped with 01M, 01N or 01P transaxles may exhibit a partial or full engine stall during engagement into Drive or Reverse.
- VW/Audi vehicles equipped with 01M/01N/01P transaxles may exhibit an intermittent torque-converter-slip code after overhaul.
- Volkswagens equipped with the JF506E may experience repeated planetary failures from lack of lubrication. The problem normally occurs after rebuild.
- Any VW model equipped with the JF506E, after rebuild, may exhibit a buzzing noise that sounds as if the unit is low on fluid.
VW and Audi vehicles equipped with 01M, 01N or 01P transaxles may exhibit a partial or full engine stall during engagement into Drive or Reverse. Note: This condition has many times been confused with an engine-performance problem.
One cause may be a mechanically stuck-closed EV4 solenoid. This solenoid is normally open and must drain the regulated solenoid pressure through the exhaust port on the side of the solenoid (Figure 1).
The converter-clutch control valve and sleeve and the converter-clutch apply valve (Figure 2) also may cause the same complaint because of bore wear in the valve-body casting, or the valve and sleeve below EV4 may be worn out.
Figure 3 is a partial hydraulic schematic showing how EV4, when partially stuck closed, will stroke the TCC control valve and cause the converter clutch to be partially or fully applied.
Replace EV4 solenoid, and check the TCC control valve and the small valve and sleeve for wear; repair or replace as necessary.
VW/Audi vehicles equipped with 01M/01N/01P transaxles may exhibit an intermittent P0740 or VAG 01192 torque-converter-slip diagnostic trouble code after overhaul. This condition may set only under certain throttle conditions and can be very difficult to diagnose.
The cause may be that during pump assembly the inner pump gear was installed backward, causing a restriction in the TCC apply circuit, which may cause the TCC apply to be delayed for a split second and produce the slip code. Refer to Figure 4 for the identification of the TCC release circuit and the TCC apply circuit.
Refer to Figure 5 for a view of the inner pump gear installed on the stator and how TCC apply pressure is fed to the two open lugs that the torque-converter drive lugs are not possessing.
Refer to Figure 6 for a cross-sectional view of the stator and the inner pump gear showing its correct installation.
To correct this condition, refer to Figure 6 and install the inner pump gear with the deeper cut toward the pump stator.
Repeated planetary failures from lack of lubrication on any Volkswagen equipped with the JF506E transaxle. The problem normally occurs after rebuild.
The cause may be not installing the “beaded” lube gasket between the case and the converter housing, or installing an incorrect beaded gasket (Figure 7).
Jatco changed this gasket during the 2003 model year because of a change in the case pocket depth. This gasket is in only the Volkswagen aftermarket kits, as VW is the only manufacturer that uses the cooler mounted externally on the transaxle case (Figure 8). Tubes run from the back side of the converter housing internally to the cooler.
Overhaul kits now include gaskets of two different thicknesses, and this will require you to measure the thickness of the metal core (Figure 9) of the original gasket before discarding it.
The first-design gasket (1999-some 2003) has a 0.203mm (0.008-inch) metal-core thickness. The second-design gasket (some 2003-up) has a metal-core thickness of 0.610mm (0.024 inch). Install the correct beaded gasket between the case and the converter housing (Figure 7).
Any make or model of vehicle equipped with the JF506E transaxle, after rebuild, may exhibit a buzzing noise that sounds as if the unit is low on fluid. After many fluid checks, the technician has to add two to three quarts (overfill) to make the noise disappear.
The cause may be a less-than-desirable gasket between the oil pump and case. The pump-to-case gasket is stamped steel with a dark rubber coating that a closer look reveals is actually machined. This type of gasket normally would be ribbed around all oil-passage holes; however, the gasket is ribbed only around the pump suction port (Figure 10).
The sure way to fix it is to install an OEM oil-pump gasket. If you are doing an all-wheel-drive Jaguar, I am sure you don’t want to experiment. The only car company that services the oil-pump gasket is Mazda, and the pump gasket is available under OEM part number FP01-19-221. Install the OEM pump gasket to ensure that you do not see this vehicle again. Torque the pump bolts, starting closest to the ribbed area.
The oil-pump assembly has the gerotor-style pump gears, without a pump crescent (Figure 11).
The converter-hub bushing in the oil pump also has a step that faces the pump gears when the bushing is installed, as shown in Figure 12, which also shows the oil-pump specifications.
- Torque cover-to-body bolts to 62-70 lb.-in. (7-8 Nm).
November 2009 Issue
Volume 26, No. 11
- VW/Audi 01M/01N/01P: Partial or full engine stall in drive or reverse
- VW/Audi 01M/01N/01P: Intermittent P0740 or VAG 01192
- Volkswagen JF506E: Repeated planetary failures from lack of lubrication
- JF506E, all models: Valve buzz after rebuild