Six-speed automatic transmission A6LF1 Developed in 2009 for use in front-wheel drive vehicles with engines up to 3.8 liters. This modification of transmissions was installed on a car brand Hyundai Sonata and Kia Optima. One of the features of this model is its compact size, which makes it easy to repair and maintain.
This modification of the automatic transmission was very popular on Opel cars. The transmission can be seen on modifications of the Opel Tigra, Astra and Corsa. automatic transmissionA6LF1 has established itself as a fairly reliable and durable gearbox. In 2011, a new modification was developed, which was intended for engines with a volume of 1.8-2.5 liters. This transmission got rid of childhood diseases, and is characterized by improved maintainability. Subsequently, the so-called light modifications A6GF1 and A6MF1 / 2 were made. These gearboxes were offered for installation on vehicles with an engine capacity of not more than 2.2 liters. Compact dimensions are achieved through the use of reduced clutches, which allows the gearbox to be installed on cars with a longitudinal and transverse engine.
From service work with A6LF1, A6GF1, A6MF1 should be carried out, which must be carried out through one inspection. After a run of 30,000 kilometers, it is recommended to change 4 liters of oil, and at a run of 60,000 kilometers, a complete change is already required, which requires 7.5 liters of oil. It should also be noted that initially the gearbox manufacturer declared the gear oil as irreplaceable. However, during operation, it becomes contaminated with metal and friction dust and significantly impairs the operation of the valve body. Overheating appears, which leads to problems in the operation of the solenoids and the entire gearbox as a whole. Of the breakdowns, we can single out problems with solenoids, which after 50 - 60 thousand kilometers begin to become unusable and require replacement. It is recommended to make a complete replacement of the whole set. In rare cases, there are problems with the clutches and internal movable shafts of the gearbox. In this case, it is necessary to overhaul the transmission, which is characterized by increased complexity and has a rather high cost.
The review contains the most popular automatic transmissions. We will tell you which machines to avoid, which problems are most common and which boxes are the most reliable.
The most reliable automatic transmissions
ZF 5HP 24/30.
- about 500,000 km.
The family of 5-speed automatics is designed for cars with a longitudinally mounted engine. The 5HP30 version appeared in 1992. It has found its application primarily in 8 and 12-cylinder BMW models. In addition, automatic transmission has found its wide application in Aston Martin, Bentley and Rolls-Royce. The box copes well with torque up to 560 Nm.
In 1996, the 5HP24 version was released, which was used in Jaguar and Range Rover. In 1997, a modification 5НР24А appeared, designed for vehicles with all-wheel drive. It was used in the Audi A6 and A8 with Quattro all-wheel drive and the Volkswagen Phaeton. The remaining boxes 5НР24/30 are designed only for vehicles with rear wheel drive.
The 5-speed ZF debunks the myth that a powerful engine drastically shortens the life of an automatic transmission. In the case of the 5HP series family, especially modifications 24 and 30, the boxes surely reach the milestone of 500,000 km, even in intensively used cars.
Application example :
Aston Martin DB7
BMW 5 E39, 7 E38, Z8
Jaguar XJ8
range rover
Rolls-Royce Silver Seraph
GM5L40-E.
Mileage to overhaul- about 450,000 km.
Since 1998, a 5-speed automatic transmission manufactured by GM has been installed in BMW cars - the first models of the 323i and 328i e46 series. Initially, it was intended for cars with a longitudinally mounted engine and rear-wheel drive. In 2000, a version for all-wheel drive modifications appeared, which immediately got into the BMW X5. In addition, since 2004, automatic transmission has been used in various rear-wheel drive GM models. The 5L40 is capable of handling up to 340 Nm of torque and is designed for vehicles weighing less than 1800 kg. The production of the machine ended in 2007. It was replaced by a 6-speed 6L50.
Durability is the main advantage of this transmission. The need for repairs usually arises no earlier than after 400-450 thousand km. The advantages include soft work.
Application example:
BMW 3 E46, 5 E39, X5 E53, Z3
Cadillac CTS, STS
Jeep 545R.F.E.
Mileage to overhaul- about 400,000 km.
The 5-speed automatic 545 RFE appeared in 2001. It was the next step in the evolution of the 45 RFE 4-speed automatic transmission, produced since 1999. The 545 was first used in the Jeep Grand Cherokee WJ, and later in other cars of this brand. For example, in Dodge pickups and even in London taxis.
Despite the fact that the box is used in cars that are subjected to heavy loads, it creates few problems. This is a typical representative of the American school: the shifts are very slow, but it is almost impossible to “drive in” the automatic transmission. Repair after 400,000 km is not very difficult.
Application example:
Jeep Grand Cherokee, Commander Wrangler
Dodge Dakota, Durango
ToyotaA340.
Mileage to overhaul- about 700,000 km.
The box is designed for cars with a front engine and rear or all-wheel drive. The transmission has 4 steps. A350 series - 5-speed. Automatic transmission has been offered since 1986.
The box is famous for its reliability and durability. At 300-400 thousand km, it may be necessary to replace worn clutches and oil seals. After a small repair, the box will last the same amount. The first overhaul may be needed only after 700,000 kilometers.
Application example:
Toyota 4Runner Supra
Lexus GS, LS
ToyotaA750.
Mileage to overhaul- about 500,000 km.
The 5-speed transmission was mainly used in large SUVs and SUVs of the Lexus and Toyota brands. It is still in production since 2003. The machine does not have a fast operating speed, but in terms of reliability it is one of the best. And this is despite the fact that the A750 is constantly working with heavy loads.
It is difficult to find an instance that would require a box repair up to 400,000 km. This is one of the few machines that you can rely on, even without knowing the car's past. It works equally well both on the first day after purchase, and after several hundred thousand kilometers.
Application example:
Toyota Land Cruiser
Lexus LX
Mercedes 722.4.
Mileage to overhaul- 700,000 km.
Today, no one produces such machines. The wear resistance of 722.4 has become legendary. The 4-speed gearbox has been used since the 1980s in Mercedes cars, including the 190 and W124. Regardless of the bundle - with a 4, 5 or 6-cylinder engine - it has always demonstrated high reliability.
The design of the machine 722.4 is practically indestructible. Problems can only arise in individual copies that have undergone extremely ruthless exploitation.
Application example:
Mercedes 190, 200-300 W124, C-class
JeepA904.
Mileage to overhaul- 600,000 km.
It must be admitted that the design of this transmission is archaic. The machine has only three gears, and it appeared in 1960. A904 is a modified version of the box from the 50s of the last century. Its production ended only in the 21st century. Agree, for 40 years they have not produced boxes that cause problems.
The endurance and durability of the automatic transmission is evidenced by the fact that it was used even in American trucks. Repair, thanks to a simple design, is not very complicated and may be needed only after 600,000 km.
Application example:
Jeep Cherokee XJ, Wrangler YJ, TJ
Mazda / Ford FN4A-EL / 4F27E.
Mileage to overhaul- 500,000 km.
The box was developed jointly by Mazda and Ford. In the cars of each of the companies, the machine received its own designation. Although the box was created relatively recently (in 2000), it has only 4 gears. But this is her only drawback. Gear changes are soft and smooth, and the torque converter can lock up over a wide rev range, helping to reduce fuel consumption. The most important advantage is that the box very rarely causes problems.
For both Ford and Mazda, 500,000 km before the 1st major automatic transmission repair is standard. Up to this point, there are practically no cases that require the intervention of service specialists.
Application example :
Ford Focus, Transit Connect
Mazda 3, Mazda 6
The most problematic automatic transmissions
aisinTF-80SC.
Repair cost- about 1500 $.
The classic six-speed automatic transmission is used in dozens of models from Alfa Romeo to Volvo. The engineers managed to create a compact box, in size, not exceeding the dimensions of a manual transmission. The design of the machine turned out to be light and modern. Time has shown that serious malfunctions do not happen with the box.
Regardless of the model, jerks are often observed when changing gears. The problem affects the 4th, 5th and 6th stages and is caused by improper operation of the solenoid valves in the valve body. Ignoring the problem may damage the box.
Application example:
Ford Mondeo
Peugeot 408
Opel Insignia
Volvo XC60
JatcoJF011E.
Repair cost- about 2500 $.
It is a continuously variable CVT transmission or CVT. The change in gear ratios occurs due to a smooth change in the position of the “belt” on the bevel wheels. Theoretically, such a box has many advantages. A virtually infinite number of gears allows you to keep the engine in the optimal operating range depending on current needs. This reduces fuel consumption. The change of gear ratios is imperceptible. There can be no talk of any pushes or jerks, which increases the level of comfort while driving. Due to its design, the variator has small dimensions and weight.
Unfortunately, often boxes of this type are criticized by drivers because of the unnatural mode of operation. They keep the engine rpm too high. During operation, the variator creates many problems.
The main element of the CVT is a steel belt, which wears out along with the cones. Repairs may cost about $2,500. Often the control module fails.
Application example:
Nissan Qashqai, X-Trail
Mitsubishi Outlander
AudiDL501.
Repair cost- up to 4000 $.
The commercial name of the S-Tronic box. It is an automated double clutch transmission (wet type) and is designed for models with engines mounted longitudinally with a maximum torque of 550 Nm. The box has 7 gears, and the range of gear ratios, depending on the engine, can reach 8:1.
Very often there are malfunctions in the mechatronics, which disables the clutch pack. Replacing the node does not solve the problem. Factory repair gives the best result, where they know how to correct design flaws.
Problems with the box occur regularly. Not all services are able to cope with its repair, the cost of which is very high.
Application example:
Audi A4, A5, Q5
ZF 6HP.
Repair cost- about 1500 $.
The first 6-speed automatic is used in many cars. It was first used in the 2001 BMW 7. Today it is installed in several dozen models. These are mainly premium cars or large SUVs. Automatic guarantees quick and smooth gear changes and practically does not increase fuel consumption.
There are several versions of the box, differing in size and ability to digest the maximum torque (up to 600 Nm). And this is where the problems begin. Such gigantic loads reduce the resource of any automatic transmission. And almost all cars with a ZF 6HP gearbox are equipped with high power engines.
Troubles arise, first of all, when paired with strong versions of engines. Often there are problems with 4th, 5th and 6th gears, which is caused by a rupture of the input shaft basket. In addition, malfunctions occur due to malfunctions in the electrical board of the box controller.
Application example:
BMW 3 E90, 5 E60, 7 E65, X5 E70
Jaguar XJ, XF
range rover
Volkswagen Phaeton
LUK 01J.
Repair cost– up to 5000 $.
The continuously variable automatic transmission developed jointly by LUK and Audi is commercially known as Multitronic. It is designed for cars with a longitudinally mounted engine and front-wheel drive. CVT is capable of digesting up to 400 Nm of torque. A chain is used instead of a steel belt.
Unfortunately, most owners have had a negative experience with the German CVT. A typical nuisance is that the car jerks at low speeds, even after choosing the neutral mode, and in the “D” position, the driving mode indicators flash.
Problems begin after 120-150 thousand km, and with an aggressive driving style - even earlier. The cost of repairs sometimes reaches $ 5,000, which is actually unprofitable. The most common cause of failure is wear on the drive chain and bevel gears. Often there are failures in the operation of the computer that controls the operation of the variator. The multitronic is also subject to mechanical damage. It can fail even as a result of a small collision.
Application example:
Audi A4, A5, A6.
aisinAW55-50.
Repair cost- about 1000 $.
This is one of the most common 5-speed automatic in stock cars. However, in different models, they have design differences, so they cannot be interchanged. One of the typical drawbacks is the constant twitching when switching from "N" to "D" and when starting off.
Fortunately, the box's great popularity and the limited range of recurring problems makes it quite easy for specialized services to troubleshoot. The cause of most ailments is the failure of the solenoid valves (comfortable switching, pressure lines, torque converter clutch) of the valve body. There are also leaks from the box radiator.
Application example :
Opel Vectra C
Renault Laguna
Volvo S40, V50, S60, V70
JatcoJF506E.
Repair cost- about 1500 $.
The classic 5-speed automatic transmission used in front-wheel drive models of many brands. The automatic machine in various models is distinguished by a torque converter and the selection of gear ratios.
Most often, malfunctions occur due to problems with the piston in one of the clutch packs. Another characteristic problem is the wear of solenoid valves. A typical repair will cost $1,500. The matter is complicated by the fact that the box requires a certain amount of experience from the mechanic. Otherwise, even changing the oil can damage the machine.
Application example :
Ford Mondeo
Land Rover Freelander
Mazda MPV
Volkswagen Golf Sharan
GM6T35/40/45.
Repair cost- about 2000 dollars.
The family of 6-speed automatics manufactured by GM is known as the Hydra-Matic. The box is designed for vehicles with a transverse engine. Different versions differ in their ability to transmit maximum torque.
There is only one main problem - the destruction of the wavy clamping spring. As a result, a large number of solid remains quickly disable the rest of the box. In this case, the cost of repairs reaches $ 2,000.
Application example:
Chevrolet Cruze, Malibu, Captiva.
Conclusion
The era of reliable and durable machines (with rare exceptions) ended at the turn of the century. Under the pretext of environmental concerns, the use of lead in electronic circuits was banned at that time. Lead-free solder joints are less strong, less reliable, and less resistant to corrosion. As a result, a large number of electronic malfunctions appeared, which in turn affected the durability of automatic transmissions. If the electronics fail, the elements of the box stop working under optimal conditions and are subject to accelerated wear.
The automatic transmission is gradually replacing the classic mechanical transmissions. More recently, there have been discussions about the reliability and durability of machines. In our time, the designers have managed to improve the units so much that even ardent opponents are forced to agree with the superiority of the automatic transmission.
In the promotion of automatic transmissions, Hyundai has been given a decisive role. Thanks to the efforts and funds made, a sufficient number of products equipped with new design solutions that are unique to Hyundai came off the assembly line of the enterprise. Wanting to equip luxury cars of its own production with an automatic machine capable of competing with eminent rivals, the corporation developed the A6MF1 transmission. An expensive and comfortable gearbox met the requirements. Automatic transmission A6MF1 compares favorably with products manufactured by competitors. Small size, simple and reliable, the ability to quickly service the unit, that's what they relied on when designing the product. Buyers liked the machine, related equipment manufacturers placed orders for the use of the transmission, strengthening the position of the box.
Box description A6MF1
Automatic variable transmission was first released by Hyundai in 2009. The transmission control is electronic, the box is equipped with a hydraulic transformer, there is a manual shift mode "Shiftronic". The six-speed A6MF1 unit replaced the five-speed automatic A5HF1 and immediately proved to be a comfortable and reliable mechanism. The margin of safety incorporated in the calculations made it possible to use the transmission on power plants with a volume of 1.4 - 3.8 liters. easy to maintain, A6MF1 manual available if desired.
Appearance of automatic transmission A6MF1:
Automatic transmission A6MF1 is used on cars:
| Brand | Name | Release | Scheme boxes | Power point |
| Avante MD | 2010 | 6SP F-AWD | L4 2.0L | |
| Elantra | 2012 | 6SP F-AWD | L4 2.0L, 1.8L | |
| grandeur | 2009 | 6SP FWD | L4 2.2L V6 2.7L | |
| I30 | 2011 | 6SP F-AWD | L4 1.2L, 1.6L, 1.8L, 2.0L | |
| x35 | 2010 | 6SP F-AWD | L4 2.0L, 2.4L | |
| Santa Fe | 2009 | 6SP FWD-4×4 | L4 2.4L, 2.7L | |
| Sonata | 2009 | 6SP F-AWD | L4 2.0L, 2.4L | |
| Sonata | 2010 | 6SP FWD | L4 2.4L | |
| Tucson ix | 2009 | 6SP FWD-4×4 | L4 2.0L, 2.4L | |
| Verna | 2010 | 6SP F-AWD | L4 1.6L | |
| Kia | carens | 2011 | 6SP FWD | L4 1.7L, 2.0L |
| Forte | 2011 | 6SP FWD | L4 1.8L, 2.0L, 2.4L | |
| grand carnival | 2009 | 6SP FWD | L4 2.2L, 3.5L | |
| K5 | 2010 | 6SP FWD | L4 2.0L, 2.4L | |
| K7 | 2010 | 6SP FWD | L4 2.0L, 2.4L, 2.7L | |
| Lotze | 2010 | 6SP FWD | L4 2.0L | |
| Lotze | 2010 | 6SP FWD | L4 2.4L | |
| Opirus | 2009 | 6SP FWD | V6 2.7L | |
| Optima | 2010 | 6SP F-AWD | L4 2.0L, 2.4L | |
| Sorento | 2009 | 6SP FWD-4×4 | L4 2.4L, V6 2.7L, 3.5L | |
| Sedona | 2010 | 6SP F-AWD | L4 3.5L | |
| Sportage | 2010 | 6SP FWD-4×4 | L4 2.0L, 2.4L | |
| Soul | 2010 | 6SP F-AWD | L4 1.6L, 2.0L |
Classification and parameters of the box A6MF1
When purchasing a car, it is difficult to understand which gearbox is installed on the vehicle. This is inherent in used units when the documentation has not been preserved. The point is the individual labeling, developed and understandable by Hyundai.
- A - Automatic transmission (automatic transmission);
- 6 - The number of steps is equal to the value "6";
- M - Medium size gearbox, designed for engines:
- Gasoline engine, class "Theta 2" (θ-2): 2.0 and 2.4 l;
- Gasoline engine, class "MU" (μ): 2.7 l;
- Gasoline engine, class "NU" (v): 1.8, 2.0, 2.4 l;
- Gasoline engine, class "Gamma" (Y): 1.4, 1.6 l;
- Diesel engine, class (U2): 1.6, 1.7 l.
Compliance with the commercial model of the factory:
Marking on the box body:
Automatic transmission model:
- A6MF1: EA, EB, ED, EM, EJ
Year of issue:
- A - 2010;
- B - 2011;
- C - 2012 and so on.
Main gear type:
| A | N | R | V | H | T | U | P |
| 2.885 | 2.885 | 3.195 | 3.648 | 3.648 | 3.510 | 3.510 | 3.064 |
- Compliance with the power plant;
- Place of release;
- Series number 000001 to 999999
Parameters of automatic transmission A6 MF1:
| Transmission | automatic transmission | |
| Abbreviation | A6MF1 | |
| Year of issue | 2009 | |
| hydraulic transformer | 3 * 2 * 1 (element * phase * stage) | |
| Hydraulic transformer dimensions | Diameter 236 mm | |
| clutch | Clutch - 2 pcs. | |
| Brake - 3 pcs. | ||
| One-way rotation mechanism - 1 pc. | ||
| Numbers and Gears | 1 | 4.212 |
| 2 | 2.637 | |
| 3 | 1.800 | |
| 4 | 1.386 | |
| 5 | 1.000 | |
| 6 | 0.772 | |
| Reverse | 3.385 | |
| home | 3.510 | |
| solenoids boxes | switch: 2 pcs.; VFS: 6 pcs. | |
| Backstage, provisions | P-R-N-D | |
- VFS: Variable Force Solenoid solenoid)
A6MF1 box problems
Problems associated with the operation of the A6MF1 transmission occur when the transmission fluid is contaminated. If you keep the oil clean, then the box passes 200,000 km without problems. If the A6MF1 automatic transmission oil is contaminated, the maintenance of the unit is reduced to the dismantling of the transmission, cleaning and replacing the fluid with a new lubricant.
Automatic transmission A6MF1: filter No. 367010 and pan gasket
Operation leaves an imprint on the state of the mechanism. Slippage, overheating of the box, this is fraught with the replacement of rings and gaskets of the hydraulic unit. According to the maintenance plan, after a run of 150,000 km, it will be necessary to change these components without fail. Otherwise, further operation will lead to fluid leakage and increase the load on the A6MF1.
In the event of problems with gear changes, there is a high probability of rapid wear of the transformer lock #367001. This failure indicates a strong contamination of the oil and, as a result, sticking of the spools of the product. To eliminate the defect, a complete disassembly and cleaning of the box is required.
Insufficient fluid pressure caused by leaks or valve body failure will wear out the solenoid valves. Further operation leads to combustion, which then have to be changed in a package (No. 367003).
Automatic transmission A6MF1: clutch package No. 367003
Often the transmission has problems with the hydraulic block and solenoids. The principle of operation of A6MF1 and the scheme of the valve body are similar to boxes. The operation and tuning of the solenoids is so delicate and whimsical that with a little wear or contamination, they begin to fail and disrupt the transmission.
Automatic transmission A6MF1: transformer blocking solenoid No. 367422
If the wheels of a vehicle often experience slippage, the A6MF1 breaks the teeth of the differential housing, this is a typical disease for Hyundai. When calculating, the box was designed for a quiet and economical ride, frequent sporty manner is fraught with early maintenance and replacement of differential No. 367717.
In order for the A6MF1 box to pass the prescribed resource, it is necessary to change the oil in the unit on time.
Automatic transmission A6MF1: Hyundai Genuine ATF SP-IV
Replacement parts, automatic transmission A6MF1:
And its principle of operation is not known to everyone. But this unit, like other auto components, tends to break down, and then the car owner faces the need to repair the automatic transmission. We will talk about troubleshooting and repairing automatic transmissions in Audi A6 and Audi C5 cars later.
[ Hide ]
What is automatic transmission and what is its principle of operation?
An automatic transmission is an automatic transmission designed to provide automated gear selection based on driving conditions. This type of checkpoint has long been trying to adapt to the automotive markets of the former CIS countries. Recently, "automatic machines" are becoming more and more popular, today they are installed even on domestic cars.
In principle, the operation and layout of an automatic transmission is not much different from the “mechanics” with constant clutch gears. In mechanical units, these gears are in constant mesh during the operation of the vehicle. When changing speed, the corresponding gear is automatically locked on the driven pulley.
In the "automatic", the gear pairs of gears are replaced by planetary gears, and the hydraulic and electronic control units of the unit are responsible for choosing the speed. Unlike "mechanics", when driving a car with automatic transmission, you will practically not feel jerks when switching gears, since the torque converter muffles them. It should also be noted that the automatic transmission uses an oil pump and an oil cooling radiator. Indeed, during operation, the temperature of the unit can be very high, like a motor, or even higher. Therefore, "machines" are equipped with additional cooling systems.
While driving an Audi, gear shifting is carried out thanks to moving clutches. This occurs as a result of the separation and connection of the elements of the automatic transmission, namely the input and output pulleys and planetary components.
The operation of the unit's clutch is to constantly compress the annular pulleys themselves with a piston located in the drum. The oil flows through the hoses located in the drum, pulleys and on the unit body to the cylinder. Direct transmission of torque occurs during an increase in engine speed after a gear change. Control over these and many other processes in the operation of the unit is carried out by the control unit.
Unit malfunctions
Audi A6 and C5 cars with automatic transmission, like other cars, are prone to breakdowns. Domestic roads do their own, and over time, malfunctions appear in each unit. Below are the most common automatic transmission failures of Audi A5 and C5 cars:
- Breakage of the support washer of the torque converter turbine unit. As a result of working out its service life, wear products in the form of metal dust appear in the system. During the operation of the Audi A6 or C5, this shavings enters an electric regulator designed to control the pressure level in the block. As a result, the hydraulic unit may jam. Thus, the pressure level of the transmission fluid in the system decreases, and the level of consumables is not enough to turn on the first or second speed.
In this case, the motorist will not be able to include any gear other than third or fourth. As a result, with regular use of a car with such a problem, the automatic transmission completely fails. - Failure of the sensor designed to control the position of the lever. If the sensor breaks, it will be impossible to fix some speed in the activated position. Occasionally, only a neutral speed remains at the disposal of the motorist, and as you understand, normal driving in this case will be impossible. In this case, there is only one thing left - to dismantle and replace the sensor itself.
- ECU failure. The control unit is one of the main elements of the transmission. As a rule, its failure occurs as a result of regular intensive operation of the unit and its overheating. If you do not take the time to diagnose the automatic transmission of the Audi A6 or C5 in time, then this is fraught first with a break in the CVT circuit, and subsequently with the mechanical components of the unit. In this case, the transmission repair will not only be large-scale, but also expensive, since a complete one may be needed. It should also be noted that the diagnosis of such a breakdown is a very complex process, which only a professional can handle.
More complete information about breakdowns in the operation of the unit can be obtained with a complete computer diagnostics of the automatic transmission.
Automatic transmission dismantling and troubleshooting
Tools
For self-repair of an automatic transmission Audi A6 or C5, you will need:
- spanners;
- flat and Phillips screwdrivers;
- pliers.
The components to be replaced are not taken into account.
Step by step instructions
Below we will consider the procedure for dismantling and disassembling the automatic transmission of Audi A6 and C5 cars for further do-it-yourself repairs. We will not talk about the repair and replacement of elements, since this procedure is individual for each unit. If you know what specifically failed, then when disassembling the unit, the necessary part must be replaced with a new one, after which the disassembly procedure can be considered completed.
- Climb under the bottom of the car and dismantle the crankcase protection, unscrew the cross member and the lambda probe and other connectors from the unit of your Audi A6 or C5. Using a 12-point wrench, unscrew the drives and dismantle the starter. Unscrew the torque converter through the starter connector.
- Next, the automatic transmission of your Audi A6 or C5 must be unscrewed from the rear pillows, for which you will need to unfasten the lever cable. After that, the unit must be unscrewed from the motor using a 16 key. This way you get access to the lower screws. The screws must be set aside separately and not mixed up, otherwise there will be a problem with their further installation. Having unscrewed all the screws, the unit can be disconnected from the motor for subsequent repair.
- The next step is to remove the torque converter. It must be pulled out of the automatic transmission of your Audi A6 or C5 immediately after it has been disconnected from the engine.
- Then, through the hole to check the level of transmission fluid, you need to drain the oil as much as possible. When the automatic transmission is removed, the crankshaft oil seal can be replaced. It is not necessary to do this, but the oil seal is inexpensive and its replacement will not be superfluous.
- Next, we proceed to dismantle the mechanical part of the unit. The first step is to remove the oil pump. Remember the location of the retaining rings - they must be installed on the sides of the ledge. Lock the automatic transmission lever in the "P" position and unscrew the screw located under the plug.
- Piston assembly B1 and coupling can now be removed from the unit. Note the position of the clutch tongue. After that, you get access to the clutches, damper package, piston and other elements. If any of these components is out of order or its condition is deplorable, then it is necessary to carry out their repair or replacement. Most often, friction clutches fail, so it is recommended to replace them, even if they are in working condition. All seals should also be replaced.
- The only thing left to remove and what could be the reason for the repair is the oil pump and valve body. According to statistics, these components also break down quite often, so it is necessary to repair or replace them if necessary. All further assembly takes place in the reverse order. Do not forget to fill in new oil or the one that was already in the box if its condition is satisfactory.
