Sonnax 55-50SN

AW 55 50 SN
AF-23/33
The 9th Seminar

6 June 2009
AW55 50 SN
AW 55 50 SN
AF-23/33
• DRIVE-ABILITY
• ON-CAR SERVICE
• VALVE BODY INSPECTION
ACE Session II Sonnax Industries

AW55 50 SN
The 55 50/51 SN is installed into a multitude of vehicles and there will be variations to the unit
and this data. A similar valve body will bolt to a GM, Volvo, Saturn, Nissan, Saab, Opel or Ren-
ault. Failure to test and recognize can create hours of additional effort.
Pressure and fill:

All the pressure plugs have a 12mm head. Do not mistake the 27mm band anchor (see Fig-
ures 1 and 2)for a fill plug or pressure tap. If that anchor is removed, the band will have to be
recaptured. Positioning the band requires removal of the servo, at best and possibly the com-
plete transmission.
The turbine sensor hole can be use to improve the fill speed. Low fluid or excessive overfill,
can create erratic pressure and poor linear solenoid control, eventually forcing a TCM high
pressure strategy.
SLT
B-5
C-1
Main shaft Lube
C-3
C-2
C-1
C-3
ACE Session II 2 Sonnax Industries

AW55 50 SN
Output
speed sensor
B-4 servo
B-4 tap
27mm band anchor
Input speed sensor
Transaxle in Park (P)

Line Pressure Approximate Line Pressure
Control Solenoid
Current (Amps) kPa psi
0.43 1144-1241 166-180

0.49 1062-1138 154-165
0.55 993-1055 144-153
0.60 917-986 133-143
0.64 834-910 121-132
0.68 758-827 110-120
0.72 683-752 99-109
0.78 600-676 87-98
0.84 524-593 76-86
0.90 448-517 65-75
0.98 379-441 55-64

AW55 50 SN
Complaint:
• TCC RPM fluctuation and overheated fluid
Causes & Identification:

• Check lube pressure. The lube pressure tap is between the secondary regulator valve and the main
shaft bushings. Lube pressure will be affected by the fluid viscosity (flow rate) and the bushing to
shaft clearance. Sufficient pressure at operating temperature indicates the filter, pump and both pri-
mary and secondary regulators are functioning. Normal lube pressure at the port indicated;
-10 f ( -23 C) lube pressure can be as high as 30 psi.(2 bar) At 150 f (33 C), normal lube will be 5
psi.(.3 bar) in Drive and 8 psi.(.5 bar) in Reverse. This indicates the bushings are in place and can
retain some of the source pressure. Lube pressure that starts low and stays at zero psi, would indi-
cate your pump output is low, the regulator valve bore is worn or your bushings are bad.
• If you are diagnosing a TCC complaint perform a cooler flow test. Normal flow in Drive with TCC re
leased is 1.3gpm and during TCC apply it drops to .7gpm. The Saab, cooler element will require an
adapter, but most units are easily accessible.
• Lube pressure and flow on the 55 50SN, is low in comparison to other units. This converter requires
multiple valves, along with the rear pump bushing, to control modulated TCC apply. The converter
clutch may remain fully applied at very low speed and high load, which taxes the fluid and lining,
creating a break-away slip or RPM fluctuation.

55 50 SN &/or AF23/33 Volvo ‘02 (130,000 m)
ACE Session II
AW55 50 SN
5
Park Rev. Drive Idle Drive TCC off TCC Applied TCC cancel
Normal conditions
Cooler flow 8°F Cooler flow 150°F
Lube pressure: 8° F (-13 C) 12 psi P 150° F (33 C) 9.0 psi P Bar = psi x .06895
OEM: 8° F (-18 C) 34 psi Revs. 150° F (33 C 9.2 psi Revs. Flow in liters per sec.=GPM x 6.308 x 10²
Cooler lines: 8° F (-18 C) 24 psi Drive 150° F (33 C) 6.0 psi Drive Centigrade/C= F –32° x 55
Notes:
Volvo: Return to the transmission comes into top of side cover.
AF 23/33 cooler return line is furthest from bell housing.
Sonnax Industries
G.M. states: Minimum of .75 gpm at 60 psi and 2.6 gpm at 140 psi and 200° F. It is equally important to tap the lube circuit on this
unit. Lube is on end cover at 9:00 position.
AW55 50 SN
Complaint:
• Delayed engagement and poor/flare shifts
Cause & Identification:

• Check SLT pressure and C-1 clutch. The C-1 clutch is engaged via pressure rise by SLT solenoid
and through a series of modulated valves. The SLT pressure should start at 5 psi. in Drive and in-
crease with throttle and load to 80 psi maximum. SLT will cutback and spike on various shifts, de-
pending on the TCM program.
• Typical C-1 pressure is -0- in Park. As Drive is selected, it quickly steps to 25 psi., then 50 psi, within
half second and remains, until accelerated. C-1 psi. will then follow load, with a maximum near 200
psi. If C-1 pressure upon selecting Drive is immediately 160 psi. and obtains 200 psi. during a shift,
the unit may be under a TCM code/ failsafe mode. Engagements at this time are abrupt. Some ve-
hicles ( Volvo specifically) may use a C-1 disengagement via brake signal creating a neutral at idle.
Check for a TCM flash to eliminate this condition.
C-1 CLUTCH PRESSURE
Bar Psi
13.8 200
12.4 180
11.0 160
9.6 140
8.2 120
PSI
6.8 100
5.5 80
4.1 60
2.8 40
1.3 20
0
P.R.N. Drive Stop to 15mph 2-3 shift 3-4 4-5 Stall Test
-0- Engagement light acceleration light
.5 second accel.
DRIVE CYCLE
Note: If C-1 pressure upon initial engagement is 160 instead of the 50-60 psi, the TCM has commanded
a pressure rise. Verify with SLT amperage, then check for codes and electrical issues.

AW55 50 SN
Complaint:
• 2-3 shift flare, neutral or harsh
Cause & Identification:

Compare the B-4, servo apply pressure, to the C-1 clutch. The B-4 tap is at the top of the case, in line
with the linkage bolts.
The B-4 circuit has extensive valve body control and includes a tube with o-ring ends that feed the
servo. Comparing C-1 to B-4 is an indication of control by the SLS and SLT linear solenoids, a failsafe
or leakage condition.
Proper B-4 pressure should follow C-1 and never be less than 10 psi.of C-1. (Refer to the C-1 pressure
testing.) If C-1 psi. is fixed at 160 psi. upon engagement, the 1-2 and 3-4 shift, may be acceptable, but
the 2-3 is generally too harsh. A TCM pressure management, code, aerated fluid or bad speed sensor,
will eliminate the SLT pressure curve and force B-4 to an immediate 200 psi. which results in the harsh
2-3 shift. If the pressure curve of both C-1 and B-4 are parallel, C-1 initial engagement is near 50 psi.
and the 2-3 harsh, the vehicle may require a flash update, but perform a key cycle and numerous drive
cycles first. Some manufactures ( Volvo) have servo’s and a reflash to improve 2-3, 3-2 drive-ability.
B4 servo apply tube.

Air test with servo in place.
Should be no leakage from vent
Vent
1. Insert servo piston and pin. Vent

2. Verify that the assembly doesn’t stick
in the bore.

AW55 50 SN
Nissan B4 servo with accumulator
Volvo B4 servo
Case bore I.D.

2.072” 2.095”
Piston to pin wear

Replace damper
Bore wear
Nissan uses accumulator

piston here.
Piston vents between

o rings into #54
Volvo pictured
Tube o rings
B4/ 46
Cover o rings are No leakage

the same, but during air test Air test
groove diameter is
smaller on the
inner.

AW55 50 SN
Nissan Application Concerns
Complaint:
• 3-2 Neutral or bang on downshifts.
• Neutral bang during low speed maneuvers
Cause:
• Valve body mismatched to vehicle or TCM
• Valve body bore wear at B-4 release
• Misadjusted SLU and/or SLS solenoids
• B-4 servo travel and/or cushion spring incorrect
Identification:
Pre ‘04 Nissan Maxima:
• With B type or later cover
• With B-5 and 4A plate identification
• Does not use a B-5 control valve spring
• This valve body should be used with ‘04 TCM & calibration.
‘05 Nissan Maxima”

• With B-5 type or later cover
• With B-5 & 6A plate identification
• With B-5 control valve spring
• Requires ‘05 later TCM calibration
Isolating a 3-2 neutral or 2-3 flare:

• Install gauge at B-4 servo tap. This is on top of the case, 12mm head, just under the linkage cable.
• Proper operation identifies a slope or semi gradual servo release of B-4 pressure.
• Incorrect pressure drops from apply psi (dependant on SLT approx. 80-110) to an immediate 0 psi.
Plate codes by arrows.
B-5 1-2 reverse clutch control valve

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Volvo Adaption
This transmission relies on adaptive data to properly adjust the shift pressure. If the
adaption is not complete, it may result in one or more of the following:
• Harsh flare. Engine RPM will increase during a shift, usually occurs during 2-3
shift.
• Harsh down shift. Bumpy down shift.
• Harsh Garage shift. Severe bump when engaging forward or reverse from park or
neutral.
• Harsh engagement control. After coming to a complete stop in drive, with the foot
on the brake, the TCM waits for 2 seconds and then disengages drive to reduce
emissions. Vehicles prior to programming change number 43-27. This engage-
ment is not usually felt by the driver. If adaptation is not complete, then a “thud” will
be felt. A harsh re-engagement will also be felt.
Service. The TCM can sometimes take many miles to fully adapt. If you do not have
access to the factory tester or Volvo VADIS, then you might try the following:
1. Drive the car forward in the “D” range at about 5 mph (8kph) and bring to a gentle
stop. Repeat this procedure at least 10 times.
2. With the engine at idle and your foot on the brake, shift from “N” to “D”. Wait for
about 30 seconds. Release the brake. Repeat this procedure for 10 cycles.
If the above does not cure the fault, you will need to get access to a factory tester to
reset the adaptation. Remember though that the TCM is constantly updating so not
every shift will be the same.
• Insure latest software

• Initiate 150° F, not to exceed 230° F.
• Must not be in Geartronic or winter mode
• While adapting the dash orange triangle will flash “just after” a perfect shift or TCM
has reached adaption for a particular shift.
Neutral Control: Designed to reduce vibration & emissions.

All 2001 S60 & V70 to 2002 S60 & V70 before January ‘02

AW55 50 SN

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Complaints:
• TCC hunting or RPM cycling at 35-38mph
• Repeated converter, fluid or lining overheat
• Fluid metallic contamination
• TCC slip codes
• Harsh TCC apply, coasting TCC chuggle or harsh downshifts.
• Firm and late TCC apply
Causes:
• Excess heat build up due to loss of valve body control.
• Improper adjustment of SLU solenoid.
• Worn valve body (see illustrations)
• Metal contamination on turbine speed sensor
• Incorrect fluid type or level. This unit will work better with synthetic fluid.
• Rear pump bushing wear (illus. #1)
Converter Release oil
Lube oil
Critical pump stator

AW55 50 SN
Case wear accelerates turbine shaft

and sun gear bushing failure.
Bushing wear reduces lube oil
Pressure.

AW55 50 SN
AW 55 50 SN
VALVE BODY
&
SOLENOID SERVICE

AW55 50 SN
Cast #
Plate code
SLU
Vented/no vent
SLT
Up or
Down
Width SLS
Length
Thermal
No code=earliest
#1
#4
N.O #2
or
N.C
#3
#5
Insulator color 9165=early
Measurement:
End of solenoid manifold to shoulder on adjuster
SLT-SLS
Preliminary adjustments:
Record prior to removal.
Measurement taken with retainer removed. Shoulder of
adjuster to end of manifold.
Turning screw inward, raises SLT & SLS pressure
6 clicks = 1/2 turn.
Turning screw inward, reduces SLU

6 clicks = 1/2 turn.
Pintle
• Adjustment clicks are created by the increments on
exterior of threaded allen, 3mm
• With control valve removed, shaking the coil Control valve
should result in a free pintle movement.

AW55 50 SN
Wiring & Solenoids
SLU
SLT
SLS
#1
#4
#2
#5 #3
Solenoid Connector Wire Color Flow Resistance

SLU Black Green/Brown N.C 5.0-5.6 ohms at 20°C/68°F
SLT Blue Green/Gray N.O 5.0-5.6 ohms at 20°C/68°F
SLS Green Blue/Red N.O 5.0-5.6 ohms at 20°C/68°F
S1 Black White N.O 11-15 ohms at 20°C/68°F
S2 Gray Black N.O-GM N.C-Volvo 11-15 ohms at 20°C/68°F
S3 Gray Yellow N.C 11-15 ohms at 20°C/68°F
S4 Blue Purple or Red N.O 11-15 ohms at 20°C/68°F
S5 Green or Gray Blue or Black N.C 11-15 ohms at 20°C/68°F
Note: Common error to mix S-1 & S-3 wiring! Remember: white up, yellow down.
On the latter B casting, the SLT connector is turned down. This requires a new S-1 and mating boss on
the cover casting.

AW55 50 SN
VOLVO
Solenoid and component application chart
RANGE GEAR REV, 1ST 2-3,3-4, 1-2,2-3, 3-4,4-5 REV C1 C2 C3 B1 B2 B3 B4 B5
SS 1 REV REV SS 4 SS 5
SS 2 SS 3
Park P OFF OFF OFF OFF OFF ON
Reverse R OFF OFF ON OFF ON ON ON ON
Reverse — ON OFF OFF OFF OFF

Inhibit
Neutral N OFF OFF OFF OFF OFF ON
1 ON ON ON OFF OFF ON ON
2 OFF OFF ON OFF OFF ON ON ON ON
Drive 3 OFF OFF ON ON OFF ON ON ON ON
4 OFF OFF OFF ON OFF ON ON ON ON
5 OFF ON OFF ON OFF ON ON ON ON
Limp OFF OFF OFF OFF OFF ON ON ON ON

Mode
The reverse, 1st; 2-3, 3-4; and 3-4, 4-5 shift solenoid valves are normally OPEN.
The 1-2, 2-3, reverse and reverse shift solenoid valves are normally CLOSED.
The reverse shift solenoid valve is also energized ON during 2-3 and 3-4 shifts.
Volvo-Nissan S-2 is normally CLOSED - G.M./OPEL/SAAB/PSA S-2 is normally OPEN
AW55 50 SN
Oil Circuitry from AF23/33 GM Technicians Guide

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Testing Linear Solenoids on Hydraulic stand
• The top cover is separated from the other castings and used as a test manifold.
• If you intend to test the on-off shift solenoids, use the separator plate for its orifice
controls.
• The solenoid modulator valve must be operational or machine inlet pressure set to
90 psi/56vbar
• Develop test to simulate graph. Suggest an overlap of linear flow min/max.
• Set one solenoid, using two other known new or good solenoids. Do not use 2 or 3
used & try to set all.
• Suggest Condat Test fluid or ATF, close to vehicle operating condition.
• Adjust to within 4 psi / 3 bar (high/low) of known good solenoid pressure curve.

AW55 50 SN

AW55 50 SN
SL Solenoid Access
The side cover can be drilled and plugged to adjust the linear solenoids.
Center of bolt to Hole size depends on

1.100 to 1.130”
center of SLU what plug you use. 1/4”
blind head rivets are an
.100” center of bolt to center of SLS
option. Seal with sili-
cone upon install.
2.40” case surface

2.660 case surface to center of SLS
to center of SLU
.550—.575”
Center of bolt to
center of SLT
2.730” case surface

to center of SLT

AW55 50 SN
Linear Lock-up Solenoid ( SLU)
This solenoid affects:
• 1-2 up-shift. ie; too firm or bumpy

• 2-1 downshift. ie; harsh, bump
• 2-3, 3-2 shift quality
• Light throttle TCC modulation. ie; cycling rpm or cooler flow
• Full TCC lockup. Ie; late, bump on coast down release
• TCC release on coast; too early, loss of engine braking
Refer to the pressure chart for examples of operation.
Note: This solenoid is pulsed to interrupt oil flow to B-5 and B-2.
TCC apply is controlled by SLU.
SLU service and adjustment at the bench:
• Pre-measure the adjuster, remove the threaded adjuster, then the valve from the
solenoid.
• Verify the pintle (shaft passing through coil), is free floating by performing a shake
test.
• Re-assemble and turn the adjuster to the original position.
Drive-ability and VBT test stand verification:
• The SLU is pulsed during 1-2, 2-1, 2-3, 3-2 shift, also during engagement into
Drive or Reverse and TCC apply. Monitoring cooler flow with a Sonnaflow and
graphing multi-meter will indicate if the SLU is adjusted properly. A quick flow re-
duction of 50% and then a return, indicates the SLU is reacting to TCC valves. For
example, 1.0 gpm. in Park, then upon Drive engagement, a sharp drop to .06, and a
quick return, identifies the correct action.
• If you have harsh up/down shifts and you do not see a cooler flow toggle, the SLU
is not adjusted nor working properly.
• The correct adjustment on SLU will increase cooler flow. Improper adjustment will
reduce cooler flow, substantially.
SLU adjustment in the vehicle:
• The solenoid can be adjusted if a pass-through hole has been located in the cover
during bench rebuild. The SLU access will be at the top, left corner. A 3 mm Allen
wrench, will pass approximately 1.60” or 40.9 mm. through the cover, when it’s in-
serted into the adjuster. You should be able to feel the Allen engagement. As you
turn the Allen wrench you will feel the retainer click over the index.
Always count your rotations, in clockwise (CW) or counterclockwise (CCW), so you
know where you start /stop.
CW/ In : Reduces SLU output.
Resulting in: hard 1-2, 2-1 shifts and firmer/later TCC
CCW/ Out: Increases SLU output. Resulting in softer shifts and earlier TCC

AW55 50 SN
SLU Solenoid continued
Road test:
• If your TCC control, 1-2 and 2-1 are good, cooler flow drops properly as noted above,
leave the adjustment as is. If not, adjust accordingly.
• Slight bump on 2-1 down-shift… and/or TCC rpm fluctuates at 30-40 MPH during
modulated apply….and/or excess TCC slip at full lockup…and/or Sonnaflow sensor
indicates TCC control valve is continually toggling on-off.
If so… turn adjuster screw in/clockwise 1.0 turn.
• Harsh 2-1 downshift….and/or heavy TCC RPM fluctuation at 30-40 mph…and/or late
and firm full TCC apply. If so…turn adjuster in/clockwise 1.5 to 2.0 turns.
• TCC will apply not modulate slip RPM at 30-40 mph. Beyond 40 mph, TCC apply is
short and harsh…. and/or a harsh TCC release on coast and/or 1-2 shift is too harsh.
The adjuster is too far inward, back it out/ counter clockwise as required 1.5 to 2.5
turns.
• Low cooler flow when in lockup. No TCC flow drop upon engagement or shifting. Ad-
juster may be too far out/CCW.
Note:
The spring between the adjuster and the valve tends to have some memory or coil wrap
up. If you over-compensate in one direction, it may require more of an opposite direc-
tion to restore!
During road test, you will need a temporary plug in the access holes.
If you can feel the adjuster turn out against the retainer, STOP… or you can force the
retainer off. If you have adjusted to this point, you are beyond resolving a problem with
a solenoid adjustment. Generally 1-2 turns in/ out is all that is needed.

AW55 50 SN
SLU SOLENOID
1.1
1.0
0.9
0.8
0.7
AMPS
0.6
0.5
0.4
0.3
0.2
0.1
0.0
Reverse Drive 1-2 2-3 3-TCC Modulation TCC Full Apply
DRIVE CYCLE
High current causes high pressure

Solenoid is Normally closed (N.C.)
300 Hz operating frequency 15%-48% duty 1 AMP, TCC is off.
SLU controls 2nd clutch (B-2) and low reverse (B-3). Manual low for engine, braking
SLU– Has been know to create 1-2 slip, 2-1 harsh downshift if not adjusted or defective. It also can over
heat fluid and affect TCC apply.
SLU generally controls TCC right after 2-3, and will maintain TCC apply coasting or cruise at 25 mph.
Chart Example: ‘03 Volvo V70 XC

AW55 50 SN
Line Pressure Solenoid ( SLT)

• Reverse engagement. ie; too firm, or delay
• Forward engagement. Ie; delay forward
• Upshift/downshift quality. ie: harsh upshifts, coast down clunk
• 2-3 upshift. ie: long flare, or tail bump
• SLT pressure tap. Pressure too low, and slow response.
Refer to the pressure chart for examples
Solenoid service and adjustment at the bench:

The service procedure is the same as the SLU and SLS. Measure before and return the
adjustment after cleaning.

The SLT is the line rise control solenoid. It sets the position of the C-1 clutch control for for-
ward engagement. It positions the B1 valve for second clutch feed on 1-2, 2-1 shifts. It boosts
secondary regulator valve, converter and lube pressure and controls 2-3 shift at the B-4 control
valve. It is a very critical adjustment!
Insure the end plugs at these valves are sealed and secondary regulator bore is not worn or
this pressure is either lower, or too high. High SLT and harsh Reverse can be caused by bore
wear at the secondary regulator bore, near the spring spool.
This solenoid operates at 300 Hz, and has control between 15 to 45 % duty.
Refer to charts and review SLU.
SLT adjustments in the vehicle:

This access hole is on the right side of the cover, easiest to adjust of all three. You must
monitor this pressure with a 0-100 psi gauge, to set accurately. OE correct SLT, is approxi-
mately 5-6 psi. in Drive range. Maximum obtained SLT is 78 psi.
Turning the SLT screw inward/clockwise, increases the SLT pressure.
High SLT pressure causes: ( CCW / out, reduces SLT)

Example; 20 psi. of SLT in Drive
Results in long 2-3 shift, or an overlap / bind up on 2-3. Also a 3-2 coast down bump. For-
ward engagements become harsh. TCC apply ramp becomes short and there can be a loss of
TCC modulation slip at lower speed. Lube pressure and cooler flow become less at excessive
SLT pressure.
Low SLT pressure causes: ( CW / in, increases SLT)

Example: -0- SLT in drive.
Causes a Neutral to Drive delay, often with a bang engagement. Long shifts and lower than
desired cooler flow.
Note: Increasing SLT , generally will not eliminate a 2-3 flare. Check servo design and travel.
Then test B4 pressure tap, It should be parallel to C-1.

AW55 50 SN
SLT SOLENOID
Bar Psi
5.8 80
4.8 70
4.1 60
3.4 50
PSI
2.8 40
2.1 30
1.4 20
.68 10
0
P.R.N. Drive Stop to 15 mph 2-3 shift 3-4 shift Stall
150° F Engagement 1-2 shift test
.5 second
DRIVE CYCLE
300 Hz operating frequency 15%-48% duty
SLT is normally open solenoid (N.O.)
Low current causes higher pressure (inverse proportional)
Chart Example: ‘03 Volvo XC 70 Vehicle data
80
70
60
SL T PSI
50
40
30
20
10
0
0.0 0.1 0.2 0.3 0.4 0.5 0.6 0.7 0.8 0.9 1.0 1.1
Amps

AW55 50 SN
Shift Pressure Control Solenoid (SLS)

• Reverse engagement.
• Upshift and downshifts.
• Does not affect forward engagement.
This solenoid pressure only reacts on the shift pressure control plunger to adjust clutch pres-
sure. It is pulsed to control the feed rate of the clutch dependant on engine load.
Refer to the application chart.
The service procedure is the same as the SLU, and SLT above.

The valve body has an SLS access on the back-side, with a 10mm hex nut. It is not acces-
sible in the vehicle. On the VBT the solenoid is operated at 300 Hz. To duplicate the correct
on-car operation, this solenoid would have the duty % lowered during each up/ down shift.
Pressure ranges from –0- to 78 psi.
Insure the end plate on the rear control body is flat and the bore of the outer sleeve is not
worn. Generally these do not wear in excess.
SLS adjustments in the vehicle:

The access hole will be located on the left side of the cover, lower than the SLU and in the
bolt radius of the cover. Turning the SLS screw inward/clockwise, increases the SLS pressure.
High SLS pressure causes: ( CCW/ out, reduces SLS pressure)

Harsh reverse.
1-2 shift harsh.
2-3 harsh with an end bump.
Loss of TCC apply.
Elevated C-1 clutch pressure.
3-2 maneuver flare/ bang . Note: Some of the 3-2 bang complaints are caused by a non-
compatible valve body. Some of these 3-2 flare, can be reduced with SLS adjustments.
Low SLS pressure causes: ( CW/ in, increases SLS)

Soft upshifts.
Low speed 2-3 flare
Slight RPM flare on 3-4, 4-5 shifts.
Note: SLS does not affect forward engagements.

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SLS SOLENOID
1.1
1.0
0.9
0.8
0.7
AMPS
0.6
0.5
0.4
0.3
0.2
0.1
0.0
Park Reverse Drive 1-2 2-3 3-4 4-5
Engage- Idle
ment
DRIVE CYCLE
300 Hz operating frequency @ 15-40% duty

SLS is normally open solenoid (N.O.)
Low current causes higher pressure (inverse proportional)
This solenoid is spiked to increase clutch feed, then modulated between shifts.
Coast down shifts are modulated also with a pressure rise after each shift.
SLS controls: 2nd, 3rd, 4th, B-1 brake, 5th, Reverse, C-2 clutch
Chart Example: ‘03 Volvo V70 XC

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AW 55 50 - AF23/33
Valve Body Inspection

&
Service

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FRONT CONTROL BODY
Fig. 1 T-1 to T-6 Exhaust check

Fig. 2 9165 to 9168 valve is identifica-
tion key.
It can be on any of
No exhaust the casting num-
check valve bers.
No code
A code
This casting does not match the GM AF-23
oil circuits in Blue Technicians guide. Casting Code: No = Early C = Late
B-Code may not have B-5 control spring.
B-5 control spring is separator plate dependant.
Typical of the updated Volvo, Fig. 1 Exhaust Casting Fig. 2

C valve body matches GM AF-23
Technicians guide oil
circuits.
No exhaust

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Vacuum test locations
Solenoid
modulator
Hole in valve Inspect:

must be outboard Common
for bore
wear.
C-1 control This feeds
all Linear
solenoids.
Neutral
relay
B-1
control
All end plugs

must seal.
#2 rear spacer plate.
Plates are Codes vary

Middle to case similar in
spacer plate all units.
Identify
Must match front

control and middle
casting
Rear control
spacer plate
Codes

AW55 50 SN MID-CASTING:
Cover Side
• Inspect for visible wear
& scoring.
End plugs can be vacuum

tested through the retainers.
The 3 long shift valve end
plugs do not have to seal
This casting (two flags):
Must go with exhaust type
plate and front control.
*One flag on right only:

Assembles with a non-exhaust
plate & front control.
Boost
SLT
MID CASTING:
Case & Rear Body Side
Key: Cooler bypass.

Vacuum test at
TCC check valve
Visual inspect at circles

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Main pressure
regulator &
boost
U-2 shift
M-1 shift
U-1 shift
B-4 release
#6 reverse shift check valve. WAT or Vacuum testfor cross leaks, when assembled
Solenoid relay
Inspect for wear inside sleeve.

AW55 50 SN
Rear Control Body
Lockup relay valve

Relay control sleeve
& valve
Inspect
B4 Control valve
for wear B5 Control
valve
Shift pressure relay
valve
Some applications use
a spring inboard. M2 shift valve
Shift pressure
control sleeve,
valve &
plunger
Secondary converter &

lube regulator
SLT pressure
accumulator
Vacuum Tests
Lube for output
gear bearing
SLS Pressure

AW55 50 SN
#2 Rear Control Valve Body
Lockup control valve
Vacuum Tests Plunger sleeve

Vacuum test
Inspect
Inspect bore
TCC check valve
#9 Reverse shift restrict
WAT for cross leaks. Should have

one way flow.
Middle step
most common Very important to B4 servo and 2-3
shift!
B2 Control valve Vacuum test

AW55 50 SN
Separator Plates
Identification:
Plates must match the top & middle casting
A separator plate modification can be performed, if the secondary regulator bore has
minimal wear. This modification will increase lube and converter feed oil flow. Enlarg-
ing the plate feed holes is not suggested if the valve body casting has excessive wear
at the secondary regulator bore, in the area of the spring to spool surface.
Identifies plate
Line to lube
Center lube. with 3-2 exhaust
orifice. OE .045”
OE .038” to check valve.
Open to
maximum .052”
maximum .062”

AW55 50 SN
B4 servo apply/3rd gear band Caution:
• Passes through pump Anytime the valve body is lifted off the case the two
seals tend to fall out of place. Use assembly gel to
• Into the B4 transfer tube w/o-ring hold in place and double check prior to assembly.
• On to B4 servo piston
TCC apply oil

or return from
SLT Tap
converter
1-2 reverse
clutch/B5
Converter
release oil. Forward clutch
Second coast
Low reverse clutch
clutch
Main shaft
lube, can be
Second clutch accessed on
cover
Output gears
Pump line Direct clutch
& bearing
out C2
4-5 clutch
C3
Pump
suction Lube path to
transfer shaft,
includes oil deliv-
ery tube with
seals. Can be
Controlled by accessed exter-
cooler by-pass nally at 27mm
valve bolt in front of B4
servo. Lube test
on rear cover
does not check
this circuit.
Volvo pictured AF 23/33

Converter out line to cooler. Cooler Left side is converter out, right is
returns into valve body cover. return to sump.

Sonnax 55-50SN

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AW 55 50 SN

The 9th Seminar

• VALVE BODY INSPECTION

ACE Session II Sonnax Industries

Pressure and fill:

Main shaft Lube

ACE Session II 2 Sonnax Industries

27mm band anchor

Input speed sensor

Transaxle in Park (P)

0.43 1144-1241 166-180

ACE Session II 3 Sonnax Industries

Causes & Identification:

ACE Session II 4 Sonnax Industries

Cause & Identification:

C-1 CLUTCH PRESSURE

ACE Session II 6 Sonnax Industries

Cause & Identification:

B4 servo apply tube.

1. Insert servo piston and pin. Vent

ACE Session II 7 Sonnax Industries

Nissan B4 servo with accumulator

Case bore I.D.

Piston to pin wear

Nissan uses accumulator

Piston vents between

Cover o rings are No leakage

ACE Session II 8 Sonnax Industries

‘05 Nissan Maxima”

Isolating a 3-2 neutral or 2-3 flare:

Plate codes by arrows.

B-5 1-2 reverse clutch control valve

ACE Session II 9 Sonnax Industries

ACE Session II 10 Sonnax Industries

ACE Session II 11 Sonnax Industries

ACE Session II 12 Sonnax Industries

ACE Session II 13 Sonnax Industries

• Insure latest software

Neutral Control: Designed to reduce vibration & emissions.

ACE Session II 14 Sonnax Industries

ACE Session II 15 Sonnax Industries

ACE Session II 16 Sonnax Industries

ACE Session II 17 Sonnax Industries

ACE Session II 18 Sonnax Industries

ACE Session II 19 Sonnax Industries

ACE Session II 20 Sonnax Industries

Converter Release oil

Critical pump stator

ACE Session II 21 Sonnax Industries

Case wear accelerates turbine shaft

ACE Session II 22 Sonnax Industries

ACE Session II 23 Sonnax Industries

Insulator color 9165=early

Turning screw inward, reduces SLU

ACE Session II 24 Sonnax Industries

Solenoid Connector Wire Color Flow Resistance

SLT Blue Green/Gray N.O 5.0-5.6 ohms at 20°C/68°F

SLS Green Blue/Red N.O 5.0-5.6 ohms at 20°C/68°F

S1 Black White N.O 11-15 ohms at 20°C/68°F

S2 Gray Black N.O-GM N.C-Volvo 11-15 ohms at 20°C/68°F