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Page 1

Introduction
The TF60-SN is a front wheel drive 6 speed fully automatic electronically controlled
transmission that is used in the BMW Mini Cooper, Volkswagen and Audi vehicles. This
transmission is referred to as the TF60-SN, 09G, 09M and in some overseas vehicles an 09K. As
a result there are a variety of different case and part configurations. Some of these units have the
heat exchanger attached to the transmission while others use a remote heat exchanger. This
alters the case and valve body and if incorrect parts are used, severe planetary failure will occur.
This manual covers these differences so that this mistake will not happen to you. This manual
also reveals how easy it is to cross connect solenoids causing multiple shift complaints. But it
also shows you how to get it right the first time saving you time and money and a headache you
really do not need to have. You will also find detailed information on the valve body, sprag
rotation, clutch pack stack ups, diagnostic OBD II and VAG codes, solenoid amp charts and a
couple of informative Transmission Digest articles. Data Block information is also provided
for those of you who use factory scan tools or the VAG-COM by Ross-Tech. These Data Blocks
provide data stream information and these tools also allow for resetting shift adapts.

AUTOMATIC TRANSMISSION SERVICE GROUP
18635 SW 107TH AVENUE

CUTLER BAY, FLORIDA 33157
(305) 670-4161

No part of any ATSG publication may be reproduced, stored in any retrieval system or transmitted in any form or
by any means, including but not limited to electronic, mechanical, photocopying, recording or otherwise,
without written permission of Automatic Transmission Service Group. This includes all text illustrations,
tables and charts.

JIM DIAL
SENIOR CONSULTANT

ED KRUSE
TECHNICAL CONSULTANT

WAYNE COLONNA
PRESIDENT

GERALD CAMPBELL
TECHNICAL CONSULTANT

DALE ENGLAND
TECHNICAL CONSULTANT

GREGORY LIPNICK
TECHNICAL CONSULTANT

RICHARD GRAHAM
TECHNICAL CONSULTANT

JON GLATSTEIN
TECHNICAL CONSULTANT

DAVID CHALKER
TECHNICAL CONSULTANT

GREG CATANZARO
TECHNICAL CONSULTANT

GABE DE LOS REYES
TECHNICAL CONSULTANT

ROLAND ALVAREZ
TECHNICAL CONSULTANT

The information and part numbers contained in this booklet have
been carefully compiled from industry sources known for their

reliability, but ATSG does not guarantee its accuracy.

Copyright © ATSG 2009

PETER LUBAN
TECHNICAL SUPERVISOR

1st Printing
January 2009

Page 36

B2 Clutch Brake Assembly

TF60-SN
PRELIMINAR Y INFORMA TION

B2 Clutch Brake Assembly

2
3.6mm (0.142”)

3.1mm (0.122”)

Piston sits in the bottom
of the case

Figure 30

Automatic Transmission Service Group

36 Te c h n i c a l S e r v i c e I n f o r m a t i o n

Copyright © 2009 ATSG

Page 37

F1 Low One-Way Clutch

Outer race held
stationary by case

Inner race should rotate in a clockwise direction
(The front planetary is integral to the sprag’s inner race.

Using the carrier’s pockets as shown, the inner
race rotation can be easily checked by hand )

TF60-SN
PRELIMINAR Y INFORMA TION

Sprag Rotation

Figure 31

Automatic Transmission Service Group

37Te c h n i c a l S e r v i c e I n f o r m a t i o n

Copyright © 2009 ATSG

Page 71

10

November 2008 5

noid N92 is off, applying the K1 clutch for
a first-gear engagement.

Figure 10 is a solenoid amp chart show-
ing what the VAG-COM revealed
throughout all the ranges. When you see
the letter H next to the gear it means the
converter clutch is off. When you see the
letter M it means the converter clutch is
applied. Be sure to read the notes provid-
ed for Figure 10.

When it all makes sense to you, Figure
11 is a recording showing all the activity
of each of the solenoids as we shift in
Tiptronic mode from first all the way to
sixth gear, including the converter clutch
being applied and released. The highlight-
ed areas provided in the movie point out
solenoid shift transitions as the transmis-

9

1. Solenoid valves 3, 5, 9 and 10 are normally applied;
when these solenoids are off, the components they
are in charge of are applied. They are energized
(turned on) to turn off the components they are in
charge of. These solenoids are also modulated to
control both apply and release rates. Consult the
clutch-application chart in Figure 4 and compare
the amperage to clutch/brake application.

Example:
Solenoid valve 10 (N283) is pulsed off during the
1H-2H transition, and the amperage will drop from
0.980 in 1H to 0.690 to 0.300 to 0.100 when the
shift is finally completed into 2H to control the
apply rate and shift feel of the B1 brake.

2. Solenoid valve 6 (N93) is modulated on
the basis of engine load. Low line pres-
sure will indicate amperages of 1.0 to
0.980. Amperage will drop to increase
line pressure.

3. Solenoid valve 4 (N91) is modulated to
control torque-converter apply rate but is
dependent on solenoid valve 2 (N89) to
apply the TCC. There will be situations
where during manual shifts in Tiptronic
mode, SV4 (N91) amperage will indicate
0.500 to 0.700 and the TCC will be off as
solenoid valve 2 (N89) is 0, which indi-
cates off.

Solenoid Amperage Chart

Solenoid

Range Gear

Park Reverse Neutral Drive
1H

Manual
1H

2H 3H
3M

4H
4M

5H
5M

6H
6M

SV5-N92 (K1) 0.100 0.980 0.980 0.100 0.100 0.100 0.100 0.100 0.980 0.980

SV9-N282 (K2) 0.100 0.980 0.980 0.980 0.980 0.980 0.980 0.100 0.100 0.100

SV3-N90 (K3) 0.980 0.100 0.980 0.980 0.980 0.980 0.100 0.980 0.100 0.980

SV10-N283 (B1) 0.980 0.980 0.980 0.980 0.980 0.100 0.980 0.980 0.980 0.100

SV6-N93 (LP) 0.980 0.980 0.980 0.980 0.740 0.860 0.980 0.980 0.740 0.740

SV4-N91
(TC-PWM)

0.200 0.200 0.200 0.200 0.200 0.200
0.200
0.990

0.200
0.990

0.200
0.990

0.200
0.990

SV2-N89 0 0 0 0 1 0
3H=0
3M=1

4H=0
4M=1

5H=0
5M=1

6H=0
6M=1

SV1-N88 0 0 0 0 1 0 0*-1 0*-1 0*-1 0*-1

Description of terms:

100A = very-low-amperage
solenoid off

0.980A = very-high-amperage
solenoid on

SV1 & 2 – N88 & 89
0 = off
1= on

0*-1= off or on during shift transitions

3H = 3rd gear TCC off
3M = 3rd gear TCC on

(This applies to gears 3-6)

Page 72

The Bottom Line:
Tell us your opinion of this article:

Circle the corresponding number on the free information card.

96 Useful information.
97 Not useful information.
98 We need more information.

Transmission Digest6

Technically Speaking

Group A: 004 Group B: 007 Group C: 008

Driving
Mode

TIME SV 5
(N92)

SV 9
(N282)

SV 3
(N90)

SV 10
(N283)

TIME SV 6
(N93)

SV 4
(N91)

SV 1
SV 2

1H 1H 0.53 0.1 0.98 0.99 0.99 0.01 0.74 0.2 11 N88-on N89-on
driving 1H 1.33 0.1 0.98 0.99 0.99 0.79 0.74 0.2 11
driving 1H 2.11 0.1 0.97 0.99 0.99 1.58 0.74 0.2 11
driving 1H 29.98 0.1 0.97 0.99 0.99 29.45 0.74 0.2 11

1H 1H 30.78 0.1 0.97 0.99 0.99 30.24 0.74 0.2 11
transition 1H 31.56 0.1 0.97 0.99 0.69 31.04 0.75 0.2 0 N88-off N89-off
transition 1H 32.36 0.1 0.98 0.99 0.3 31.83 0.65 0.2 0

2H 2H 33.14 0.1 0.97 0.99 0.1 32.62 0.8 0.2 0
driving 2H 36.29 0.1 0.97 0.99 0.1 35.76 0.86 0.2 0
driving 2H 37.09 0.1 0.97 0.99 0.1 36.55 0.86 0.2 0
driving 2H 37.88 0.1 0.97 0.99 0.1 37.36 0.86 0.2 0
driving 2H 38.66 0.1 0.97 0.99 0.1 38.14 0.86 0.2 0

2H 2H 39.46 0.1 0.97 0.99 0.1 38.92 0.85 0.2 0
transition 2H 40.25 0.1 0.98 0.69 0.69 39.72 0.85 0.19 0
transition 2H 41.06 0.1 0.97 0.55 0.99 40.52 0.8 0.46 0

3H 3H 41.84 0.1 0.97 0.1 0.99 41.31 0.83 0.51 0
3M 3M 42.64 0.1 0.97 0.1 0.99 42.1 0.82 0.98 10 N89-on-tc

driving 3M 43.42 0.1 0.98 0.1 0.99 42.89 0.82 1 10 N88-off
driving 3M 44.23 0.1 0.98 0.1 0.99 43.69 0.81 1 10
driving 3M 48.21 0.1 0.98 0.1 0.99 47.69 0.8 0.99 10

3M 3M 49 0.1 0.72 0.72 0.99 48.46 0.8 1 10
transition 3M 49.79 0.1 0.56 0.99 0.99 49.26 0.65 0.33 1 N88-on N89-off

4M 4M 50.58 0.1 0.1 0.99 0.99 50.06 0.79 0.48 0 N88-off
driving 4M 51.36 0.1 0.1 0.99 0.99 50.84 0.85 0.52 0
driving 4M 52.14 0.1 0.1 0.99 0.99 51.61 0.78 1 10 N89-on-tc

4M 4M 52.93 0.1 0.1 0.99 0.99 52.4 0.78 0.99 10 N88-off
transition 4M 60.07 0.65 0.1 0.67 0.99 59.54 0.81 0.99 10
transition 4M 60.88 0.97 0.1 0.67 0.99 60.33 0.56 0.45 1 N88-on N89-off

5M 5M 61.68 0.97 0.1 0.1 0.98 61.15 0.6 0.49 0 N88-off
5M 62.48 0.97 0.1 0.1 0.99 61.95 0.67 1 10 N89-on-tc

driving 5M 63.26 0.97 0.1 0.1 0.99 62.74 0.68 0.99 10 N88-off
5M 5M 67.98 0.97 0.1 0.1 0.99 67.46 0.73 0.99 10

transition 5M 68.78 0.98 0.09 0.34 0.99 68.25 0.74 0.99 10
transition 5M 69.58 0.97 0.1 0.99 0.72 69.04 0.81 0.2 1 N88-on N89-off
transition 5M 70.38 0.98 0.1 0.99 0.1 69.85 0.81 0.2 1 N88-on N89-off

6M 6M 71.17 0.97 0.1 0.99 0.1 70.65 0.92 0.51 0 N88-off N89-off
driving 6M 71.97 0.97 0.1 0.99 0.1 71.43 0.94 0.54 0
driving 6M 72.77 0.98 0.1 0.99 0.1 72.22 0.94 0.58 0
driving 6M 73.58 0.97 0.1 0.99 0.1 73.04 0.94 0.61 0
driving 6M 74.37 0.98 0.1 0.99 0.1 73.85 0.94 0.65 0
driving 6M 75.17 0.97 0.1 0.99 0.1 74.63 0.9 0.67 0
driving 6M 75.97 0.98 0.1 0.99 0.1 75.44 0.86 0.69 0
driving 6M 76.78 0.97 0.1 0.99 0.1 76.24 0.86 0.72 0
driving 6M 77.59 0.98 0.1 0.99 0.1 77.05 0.84 0.74 0
driving 6M 78.37 0.98 0.1 0.99 0.1 77.84 0.73 1 10 N89-on-tc

sion is shifting through each of the
gears. Compare this with the
“time” column so you can see how
quickly the computer can control
these solenoids. Considering this
along with the drive-clutch drums
being equipped with balance pis-
tons, the clutch apply and release
can respond more rapidly to these

commands than they could with-
out them. TD

11

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