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 inspection
techniques.
Cost. A vacuum test-stand has a very low initial cost and requires minimal
maintenance.
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 set
pass/fail standards you can use to determine if there is too much wear for proper
functioning.
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 not
found lead to customer complaints and come-backs. Vacuum testing can quickly
check 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 the
valve spool and the bore. As air flow is intentionally restricted by tight clearances, we are
able to create, hold and read vacuum. Since we are rating a vacuum, the measurement
will 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. As
wear occurs, this clearance increases. A perfect vacuum (no leakage points) will measure
29.9 of mercury, although that does change with elevation. As wear occurs and leakage
points are introduced, vacuum reading levels will decrease. So in checking valve
clearance, 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 either
of 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.
Sonnax 2010
General Testing:
If you do not know where to start or if you want to evaluate the valve body or pump
body more completely, begin by checking different circuits based on their level of valve
activity:
Active valves. The ones that are doing the most cycling in the bore are more than
likely the ones that will wear first.
Modulated valves. Valves that are reacted on by low resistance, modulated
solenoids tend to wear quickly. These valves oscillate in the bore in a relatively
narrow, 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. Regulating
valves also typically operate in a relatively narrow section of the bore, creating
wear 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 great
locations to perform vacuum tests for this reason. Dense foam or rubber padding can be
used to help seal off circuits that are open to the opposite side of the casting. Sonnax
Wet/Air Test Plates make great tools for sealing off circuits for testing. Make sure that
while sealing a circuit/port for testing you do not seal off the neighboring port that would
supply 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 of
the 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 its
operating 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 youd
like. With a trip to the hardware store, a couple of on-line purchases, and about an hour
of 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.
Sonnax 2010
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 the
air 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.
3
Sonnax 2010
Purchased Vacuum Test Stands and Source
ATS Automatic Transmission Service
http://atsdiagnostic.com
Model V100
Model V100C
Sonnax 2010
What should my test results be?
While a properly calibrated and maintained test stand will give consistent vacuum
reading results for a given circuit and amount of wear, evaluating those results will
require you to establish your own pass/fail criteria.
The pump, gauge and any calibration orifices used in specific equipment configurations
will greatly influence vacuum readings. Test results will vary depending upon how you
set-up your particular vacuum stand. Pass fail standards are specific to your set up and
process and they must also be based on your experience, quality sensitivity, warranty
concerns and cost/pricing structure.
We recommend that you keep a record of vacuum results for each valve body, at each
tested circuit/port location, so that youll be able to compare those results over time to
help determine for your own shop what is an acceptable vacuum reading for each
location. Pass/fail parameters are altered by the number of spools tested in a captive
circuit, spool diameter size, and contact length of the spool within its bore.
Sonnax 2010
Rebuild or Replace the Valve Body?
Valve bodies are getting more sophisticated in function, and by default more expensive to
diagnose and repair or replace. If you find the root cause of the transmission complaint to be in
the valve body, how do you make the decision on repairing it yourself, buying a new OEM valve
body, 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 body
replacement 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, and
what 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 labor
hours be better put to a different job? How familiar are you with this valve body application, or
is the learning curve going to be too steep and expensive for the relatively few of these you
expect 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 day
it 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 warranty
is the right choice.
Some of the more financially based decisions can seem tricky to navigate. The following charts
show some basic return-on-investment calculation examples which can make this easier. These
can be adapted to fit your particular situation as well, and help you decide what valve body repair
or 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
Valve Body
Valve Kit
Labor
Amortized Tool Kit
New
$900
$0
$0
$0
Remanufactured
$450
$0
$40
$0
In-House
$0
$45
$80
$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 a
remanufactured valve body, and $772 compared to a new valve body! Use the templates on the
following pages to financially evaluate your next decisions on valve bodies. The results may
surprise you, and will hopefully lead to a better bottom line for your shop.
6
Sonnax 2010
Rebuild or Replace Valve Body Worksheet
Tool Cost Analysis Over Time
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)
Valve Body Rebuild or Replace Options
New
Valve Body
Valve Kit(s)
Labor
Amortized Tool Kit(s)
Total Cost Per Valve Body
$
$
$
$
$
Remanufactured
$
$
$
$
$
In-House
$
$
$
$
$
Tool Cost Analysis Over Time
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)
Valve Body Rebuild or Replace Options
New
Valve Body
Valve Kit(s)
Labor
Amortized Tool Kit(s)
Total Cost Per Valve Body
$
$
$
$
$
Remanufactured
$
$
$
$
$
In-House
$
$
$
$
$
Sonnax 2010
Critical Wear Areas
& Vacuum Test Locations
for
6R60 / ZF6HP Series,
TF-81SC and TR-60SN
Valve 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 only
one 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.
Sonnax 2010
6R60 / ZF6HP Series
Sonnax 2010
Solenoid 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
Critical Wear Areas and Vacuum Test Locations
6R60 / ZF6HP Series
Jaguar ZF6HP26M Illustrated
Lower Valve Body
Delay Accumulator Piston
Harsh 3-4 upshift
3-4 shuttle or gear
ratio code
Main Pressure Regulator Valve
Delayed or no reverse
Poor shift quality
Slip forward or reverse
Erratic or high/low line pressure
Bypass Clutch Control Regulator Valve
Converter overheat and low release
pressure
Excessive TCC slip or cycling RPM
Firm up/downshifts
TCC related codes
Converter Release Regulator Valve
Excessive TCC slip RPM and
related codes
Harsh lockup apply and release
Harsh downshifts
Converter overheat
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
Lubrication Control Valve
Excessive cooler pressure
(ruptured hoses or cooler)
Bushing and/or planet
overheat
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
10
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
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
11
Sonnax 2010
6R60 / ZF6HP Series
Jaguar ZF6HP26M Illustrated
Lower Valve Body
101
109
102
110
103
111
112
104
113
105
106
115
107
116
108
12
Sonnax 2010
6R60 / ZF6HP Series
Jaguar ZF6HP26M Illustrated
Upper Valve Body
201
204
202
205
203
13
Sonnax 2010
6R60 / ZF6HP Series Component Description and Location
Number
101
102
103
104
105
106
107
108
109
110
111
112
113
115
116
Location
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Lower Valve Body
Description
Manual Valve
Lubrication Control Valve
Converter Release Regulator Valve
Main Pressure Regulator Valve
Bypass Clutch Control Regulator Valve
Clutch E Latch Valve
Clutch E Control Pressure Regulator Valve
Clutch A Control Pressure Regulator Valve
Delay Accumulator Piston
Solenoid Multiplex Valve
Drive Enable Valve
Clutch D1 Latch Valve
Solenoid Pressure Regulator Valve
Clutch B Latch Valve
Clutch A Latch Valve
201
202
203
204
205
Upper Valve Body
Upper Valve Body
Upper Valve Body
Upper Valve Body
Upper Valve Body
Clutch B Regulator Valve
Clutch D2 Regulator Valve
Clutch D2 Latch Valve
Clutch C Regulator Valve
Clutch D1 Control Pressure Regulator Valve
14
Sonnax 2010
TF-81SC
15
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TF-81SC Front Cover, Front Side
B1 Band Accumulator Piston
Visual wear check, also
Burned band
Slipping gears
16
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TF-81SC Front Cover, Rear Side
C1 Clutch Control Valve
Flare upshifts
Downshifts bind up
Excessive clutch overlap
Clutch distress
Pressure control out of
range codes
Coast-down neutral or
harsh downshift
C3 Clutch Control Valve
Flare upshifts
Downshifts bind up
Excessive clutch overlap
Clutch distress
SSD
C2 Clutch Control Valve
Flare upshifts
Downshifts bind up
Excessive clutch overlap
Clutch distress
SSC
SSF
Pressure control out of
range codes
SSE
Pressure control out of
range codes
B1 Band Control Valve
Harsh downshifts
Flare on 1-2, 2-3, 5-6
upshift
B1 band distress
Firm 3-2, 2-1 and 6-5
coast downshift
Drivability changes with
operating temperature
Main Pressure Regulator Valve
and Boost Valve Assembly
Excessive pressure in
reverse
Fluid and converter lining
overheat
Bushing failure
Poor line rise in Drive or
Reverse
17
Sonnax 2010
18
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
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
19
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TF-81SC Rear Cover, Front Side
C3 Clutch Accumulator Piston
See next page
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
Solenoid Modulator Valves
DTCs P0734, P0735, P0729
Slippage or shock on kickdown
Slippage in steady driving 4th, 5th
or 6th gear
(1) feeds PCA, SSD/C1, and
TCC solenoids
Line Pressure Accumulator Piston
See next page
(2) feeds SSA, SSB, SSC/C3,
SSE/B1, SSF/C2 solenoids
C2 Clutch Accumulator Piston
See next page
20
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TF-81SC Rear Cover, Rear Side
C1 Accum
C3 Accum
Clutch/Line Pressure
Accumulator Pistons
Visual wear check, also
Delayed engagements
Slipping in forward gears
Burned clutches
Solenoid Modulator Accumulator Pistons
Visual wear check, also
Reduced throttle signal oil or solenoid
feed oil pressure
Shift complaints and codes
C2
Accum
Line
Accum
1
21
Sonnax 2010
104
TCC
105
SSD
SSC
106
103
SSF
SSE
102
107
101
PCA
TF-81SC FRONT COVER
FRONT SIDE
22
Sonnax 2010
104
TCC
SSD
103
SSC
SSF
102
105
SSE
101
107
PCA
TF-81SC FRONT COVER
REAR SIDE
23
Sonnax 2010
106
215
214
216
213
217
212
218
211
219
210
209
208
220
TF-81SC MIDDLE CASTING
FRONT COVER SIDE
24
Sonnax 2010
214
215
213
216
212
217
211
218
210
219
209
208
220
TF-81SC MIDDLE CASTING
REAR COVER SIDE
25
Sonnax 2010
324
325
323
326
322
327
321
328
329
TF-81SC REAR COVER
FRONT SIDE
26
Sonnax 2010
330
331
332
333
TF-81SC REAR COVER
REAR SIDE
27
Sonnax 2010
TF-81SC Component Description and Location
Number
101
102
103
104
105
106
107
Location
Front Cover
Front Cover
Front Cover
Front Cover
Front Cover
Front Cover
Front Cover
Description
Main Pressure Regulator Valve and Boost Valve Assembly
B1 Band Control Valve
C3 Clutch Control Valve
Manual Valve
C1 Clutch Control Valve
C2 Clutch Control Valve
B1 Band Accumulator Piston
208
209
210
211
212
213
214
215
216
217
218
219
220
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Middle Casting
Sequence Valve
Secondary Pressure Regulator Valve
B1 Signal Valve
C3 Signal Valve
C2 Relay Valve
B2/C2 Switch Valve
C1 Shift Valve
B1/C3 Control Valve
Lockup Relay Valve
B1/C3 Relay Valve
B1/C3 Shift Restrict Check Valve
B1/C3 Switch Valve
Cutback Valve
321
322
323
324
325
326
327
328
329
330
331
332
333
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Rear Cover
Solenoid Modulator Valve #1
Lockup Control Valve and Plunger Valve Assembly
C3 Clutch Accumulator Piston
C1 Clutch Accumulator Piston
Forward Accumulator Piston
C1 Relay Valve
C2 Clutch Timing Valve
Solenoid Modulator Valve #2
Engine Brake Engagement Valve
Solenoid Modulator Accumulator Piston #2
C2 Clutch Accumulator Piston
Solenoid Modulator Accumulator Piston #1
Line Pressure Accumulator Piston
28
Sonnax 2010
TR-60SN
29
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TR-60SN Top Casting
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
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
30
Sonnax 2010
Critical Wear Areas and Vacuum Test Locations
TR-60SN Bottom Casting
K2 Accumulator Piston
Visual wear check
Burned clutch
4th-6th gear slippage
B1 Accumulator Piston
Visual wear check
Burned clutch
Slipping gears
K2 Clutch Control
Valve
B1 Clutch Control
Valve
K3 Clutch Control
Valve
K1 Clutch Control
Valve
EPC Accumulator Piston
Low line pressure
Soft or slipping shifts
K3 Accumulator Piston
Burned clutch
Delayed reverse
Flare upshifts or
downshift bind-ups
Excessive clutch
overlap and clutch
distress
Pressure control out
of range codes
Main Pressure Regulator Valve
Excessive reverse pressure
Fluid & converter lining
overheat
Bushing failure
31
Sonnax 2010
209
208
210
211
207
206
212
213
205
214
204
215
203
216
202
217
218
201
TR-60SN TOP CASTING
32
Sonnax 2010
N88
N89
107
106
K2/N282
108
B1/N283
109
110
K3/N92
K1/N90
105
111
EPC/N93
104
112
TCC/N91
103
113
102
TR-60SN BOTTOM CASTING
33
Sonnax 2010
TR-60SN Component Description and Location
Number
102
103
104
105
106
107
108
109
110
111
112
113
201
202
203
204
205
206
207
208
209
210
211
212
213
214
215
216
217
218
Location
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Bottom Casting
Description
K3 Clutch Accumulator Piston
EPC Accumulator Piston
K1 Switch Valve
Forward Engagement Accumulator Piston
B1 Accumulator Piston
K2 Clutch Accumulator Piston
K2 Clutch Control Valve
B1 Clutch Control Valve
K3 Clutch Control Valve
K1 Clutch Control Valve
No. 1 Relay Valve
Main Pressure Regulator Valve Assembly
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
Top Casting
K1 Clutch Accumulator Piston
K3/B1 3-Way Check Valve
N283 (B1) Switch Valve
N90 (K1) Switch Valve
K3 Control Valve
B1 Control Valve
K2 Control Valve
B2 Control Valve
B2 Regulator Valve
Pressure Modifier Valve
No. 2 Relay Valve
B2 Port Control Valve
B1 Relay Valve
Solenoid Regulator Valve (K3, B1, K2, N89, N88)
K3 Relay Valve
Solenoid Regulator Valve (TCC, EPC, K1)
Lockup Clutch Control Valve and Plunger Valve Assembly
Secondary Regulator Valve and Plunger Valve Assembly
