Volkswagen 01M Transmission. Manual - part 55

TCC "2 PORT" HYDRAULIC OPERATION

   The "2 Port" Torque Converter functions like the
traditional lock-up converter and has a single floating
clutch plate.
   Figure 143 below illustrates how the clutch and
damper are riveted to the converter turbine.   Converter
fill fluid is fed into the release circuit from the TCC
valve in the valve body through the center of the turbine
shaft where it is routed between the converter cover and
pressure plate.   This fluid pressure keeps the converter
clutch released and fills the converter. When the clutch
is commanded on, fill fluid (release oil) is exhausted at
the TCC apply valve and converter pressure applies the
clutch against the converter cover.

Converter Clutch

Apply Pressure

enters through

the center of the

Turbine Shaft

Converter “Out” fluid

returns to the TCC

control valve in the VB

between the Turbine

Shaft and Stator Shaft

Converter “Out” fluid

returns to the TCC

control valve in the VB

between the Turbine

Shaft and Stator Shaft

Converter “In” fluid

enters the converter

between the Stator Shaft

and Converter Hub

Converter “In” fluid

enters the converter

through the center of

the Turbine Shaft

   The "3 Port" Torque Converter is uniquely constructed
in that the converter clutch apply circuit is independent
to the   converter in and out fluid.   The converter may
also contain either 1 or 2 friction plates depending on
engine size.
   Figure 144 below, illustrates how the converter clutch
apply piston contours to the flywheel side of the torque
converter cover. The friction plates lug to a hub splined
to the turbine shaft while the steel plates lug to the
converter cover. When the clutch is commanded on,
apply fluid is fed through the center of the turbine shaft
and fills the area between the converter cover and
piston. The piston applies the friction plates to the steel
plates locking the turbine shaft to the cover.
   Converter fill is fed into the converter   between the
converter hub that drives the pump gears and the stator
shaft. The fluid’s return path is between the stator shaft
and turbine shaft.

TCC "3 PORT" HYDRAULIC OPERATION

TORQUE CONVERTER DIFFERENCES

"3 PORT" DESIGN

"2 PORT" DESIGN

Note: The Oil Pump, Turbine Shaft and Spacer
Plate are unique to the 2 Port Converter. Refer to
Figure 145 & 146 for dimensional differences.
Refer to Page 124 for spacer plate differences and
identification.

Note: The Oil Pump, Turbine Shaft and Spacer
Plate are unique to the 3 Port Converter. Refer to
Figure 145 & 146 for dimensional differences.
Refer to Page 124 for spacer plate differences and
identification.

Figure 143

Figure 144

AUTOMATIC TRANSMISSION SERVICE GROUP

Technical Service Information

There are two different types of torque converters used
in the "09D" transmission that changes some of the
internal parts. One is a "2 Port" design and the other is a
"3 Port" design, and refers to the number of fluid
passages needed to function properly.

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142

OUTSIDE DIAMETER

48.34 MM (1.903")

OUTSIDE DIAMETER

52.0 MM (2.047")

"INA" BEARING
NO. F-238394

OUTSIDE DIAMETER

OF SPLINE AREA

34.85 MM (1.372")

STATOR SHAFT LENGTH

100.30 MM (3.949")

STATOR SHAFT LENGTH

84.47 MM (3.325")

OUTSIDE DIAMETER

OF SPLINE AREA

31.04 MM (1.222")

FOR "2 PORT" CONVERTER

FOR "3 PORT" CONVERTER

Figure 145

AUTOMATIC TRANSMISSION SERVICE GROUP

Technical Service Information

OIL PUMP ASSEMBLY AND

TURBINE SHAFT DIFFERENCES

Oil Pump Body

Oil Pump Cover (Stator)

   The oil pump body for the 2-port converter is
equipped with a caged needle bearing to support the
torque converter and retained with a snap ring, as
shown in Figure 145. The 3-port design is equipped
with the traditional bushing, and is also shown in
Figure 145.   Notice also that the bore diameters are
different between the two.
   The easiest means of visual identification is caged
needle bearing, or bushing.

Note: The oil pump bodies will not interchange.

   The passages in the oil pump cover (stator) are
different between the 2-Port version and the 3-Port
version.   The oil pump cover for the 2-port converter
is equipped with a much shorter stator shaft than the 3-
port design and has a smaller diameter spline area on
the stator shaft splines, as shown in Figure 145.
Notice also the holes below the spline area on the 3-
port design stator shaft, which is the easiest means of
visual identification.

Note: The oil pump covers will not interchange.

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BUSHING SURFACE

25.86 MM (1.018")

DIAMETER

BUSHING SURFACE

21.97 MM (.865")

DIAMETER

4 SEAL RING

GROOVES

THIS TURBINE SHAFT IS 25.40 MM (1.000") LONGER

3 SEAL RING

GROOVES

OUTSIDE DIAMETER

OF SPLINE AREA

21.47 MM (.845")

(20 SPLINE)

OUTSIDE DIAMETER

OF SPLINE AREA

25.46 MM (1.002")

(24 SPLINE)

"O" RING

NO "O" RING

FOR "2 PORT" CONVERTER

FOR "3 PORT" CONVERTER

Figure 146

AUTOMATIC TRANSMISSION SERVICE GROUP

Technical Service Information

OIL PUMP ASSEMBLY AND

TURBINE SHAFT DIFFERENCES

Turbine Shaft
There are many dimensional differences in length
and diameters between the two turbine shafts, as
shown in Figure 146. The easiest means of visual
identification is the "2-port" design turbine shaft is
equipped with 3 sealing rings with no "O" ring on
pilot, and the "3-port" design turbine shaft is equipped
with 4 sealing rings and an "O" ring on the pilot, as
shown in Figure 146.

Note: Turbine shafts will not interchange.

Now you know the differences between the two
different design "2-Port" and "3-Port" torque
converters and related parts.

Component Rebuild

Continued on Page 82

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221 FRONT PL ANETARY RING GEAR.
223 3 RING TURBINE SHAFT (2 PORT MO DELS ONLY).
224 4 RING TURBINE SHAFT (3 PORT MO DELS ONLY).
225 TURBINE SHAFT "O" RING (3 PO RT MODELS ONLY).
226 FRONT PL ANETARY RING GEAR RETAINING SNAP RING.
227 TURBINE SHAFT REAR SEA L RINGS (ALL MODELS).
228 NUMBER 6 THRUST BEARING.
229 NUMBER 6 THRUST BEARING RACE.

FRONT PLANETARY AND ASSOCIATED PARTS, EXPLODED VIEW

3 PORT CONVERTER MODELS ONLY

2 PORT CONVERTER MODELS ONLY

Refer To Figure 146 For Dimensional Differences

213

214

215

216

217

218

219

220

221

223

226

227

228

229

225

224

220

213 NUMBER 3 THRUST WASHER (PL ASTIC).
214 FRONT PL ANETARY SUN GEAR.
215 FRONT PL ANETARY CARRIER ASSEMBLY.
216 NUMBER 4 THRUST WASHER (PL ASTIC).
217 NUMBER 5 THRUST BEARING FRONT RACE.
218 NUMBER 5 THRUST BEARING.
219 NUMBER 5 THRUST BEARING REAR RACE.
220 TURBINE SHAFT FRONT SEAL RINGS.

FRONT PLANETARY ASSEMBLY

COMPONENT REBUILD (CONT'D)

Continued on Page 83

1. Disassemble front planetary assembly using
Figure 147 as a guide.
Note: It is necessary to remove the ring gear
and inspect for damaged splines.
2. Clean all front planetary parts thoroughly and
dry with compressed air.

     3. Inspect all front planetary parts thoroughly for
             any wear and/or damage, replace as necessary.
Caution: At the time of this printing, there are
             not any new "hard parts" available from the
manufacturer for this unit.

Figure 147

AUTOMATIC TRANSMISSION SERVICE GROUP

Technical Service Information

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