Adjusting Clutch Control Valves on Aisin FWD

6-Speeds
Have you ever installed a TF-80SC, TF-81SC or TF-60SN after overhaul and it
has had harsh shifts or engagements or maybe a flair/bump upshift or harsh
coast down clunks? Most times, clearing shift adapts and driving the vehicle to
relearn shifts will correct these problems, however, sometimes a
shift/engagement issue remains. Assuming 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.
First lets get a little background on these valve bodies and clutch control
valves. The TF-60SN is also known as a 09G used in Volkswagens and Mini
Coopers, the TF-80SC is used in Volvo and GM in the United States and the TF81SC (also known as AF21) is used in Ford and Mazda vehicles in the United
States. TF-60SN, TF-80SN and TF-81SN transmissions have the same solenoid
firing order, the same clutch and band application and all three use clutch
control valves and linear solenoids to control the shifts and engagements. They
are all adaptive learn transmissions that need to have shift adapts cleared, after
which the vehicle must be driven to relearn the shift adapts. Ford, Mazda and
Volvo seem to relearn shift adapts quickly, while Volkswagen vehicles seem to
take the longest to relearn.

As the clutch and band application chart shows, the four clutches (K1, K2, K3
and B1) control at least one of the shifts or engagements. They use clutch
control valves to regulate the engagement of the clutches. For example, the K3
controls the Reverse engagement, 2-3 shift and 4-5 shifts. The linear solenoids
that control the clutch control valves are pulsed off to apply the clutch. When
the solenoid is electrically off, the solenoid is flowing maximum oil to the clutch
control valve.
A clutch control valve line-up consists of a linear solenoid, clutch control valve,
spring and adjusters. The solenoid is pulsed off, and it 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 the bore and
regulates line pressure to the clutch and accumulator. If, during pulsing, the

valve does not move far enough down the bore, the result will be not enough
pressure regulated to the clutch and a flared shift. If the flare is long enough,
the TCM will raise line pressure to get the clutch applied and the result will be a
flare/bump shift. 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 flare 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. For example, say
that you have a delay into Reverse and 2-3 flare. You would turn the K3 or C3
adjuster counterclockwise. There are several reasons why you many need to
adjust a clutch control valve.

Clutch pack clearance may be different than OE. Always check thickness of
replacement steels and frictions.

Bonded pistons may be worn, allowing clutch pressure to leak.

Sealing rings may not be sealing correctly.

Slight wear in the valve body.

The most common shift/engagement complaints are:

Delay/bump into Reverse

2-3 Flare/bump and 4-5 flare

3-4 Flare bump or 3-4 Neutral

Harsh 1-2 and sometimes 5-6.

The adjustment depends

nds on how severe the problem is:

Delay into Reverse with a small flare on the 22-33 = K3/C3 turn adjuster counter
clockwise 3/4 turn.

Delay/bump into Reverse, 22-3 flare & 4-55 flare = K3/C3 turn adjuster counter
clockwise 1 1/2 turns.

3-4 Slight flare = K2/C2

C2 counterclockwise 1 turn.

3-44 Flare/bump = K2/C2 counterclockwise 1 1/4 - 1 1/2 turns.

3-44 Neutral = K2/C2 counterclockwise 22-2 1/4 turns.

Firm 1-22 with no flare = B1 clockwise 3/4 - 1 turn.

TF-60SN/09G

TF-80SC

TF-81SC