OT - Anyone have any experience with Aisin-Warner Trans

[DuckRyder]

OT - Anyone have any experience with Aisin-Warner.

I think it is an AW70 AW40 (I'll check to be sure) and need some help with a P0740 (TCC Circuit).

[Mancar1]

No not with that, but I have replaced the TCC in a couple cars. They kept dying when slowing down to stop and they would start right back up. The TCC was the problem on both. A 90 Pontiac, and a 91 Buick. Just thought I would throw that out in case you have a simalar problem.

[goldies67]

duckrider,what year make and model is the vehicle? i have access to alldata,maybe i can look it up for you?

[DuckRyder]

It is a 97 Volvo S90, I have AlldataDIY which is no real help, but perhaps the professional would be helpful.

A part number and replacement procedure for the TCC Solenoid would be nice.

On advice of someone on the Volvo boards I changed the Transmission Control Unit. No change in conditions.

[Donnie]

can you supply year, make, model, engine size , symptoms, codes & mileage?
I will try to help.........Donnie

[DuckRyder]

It is a 2.9 has about 205,000.

[Donnie]

You are getting a TCC code ?----what is the car doing or not doing (symptom)
just trying to qualify your diag............TCC, no apply, shudder, stalls engine????????
Somethng seems amiss in your info???/ Can you give me the 8th & 10th digits of the serial #? & the symptoms ...Donnie

[Donnie]

Have to leave now, will return later today........Donnie

[DuckRyder]

No symptoms except that the up-shift arrow flashes and mode switch flashes (transmission fault indicator) which then sets the check engine light and accompanying Po740 code.

I can get the 8th and 10th digits, but the car is a 97 and there is only one engine available.

More later.

[Donnie]

In for lunch, quick note: the AW70 threw me off as it is a RWD that came out around 1979 or '80... & was used in a lot of Volvo's thru 1989. The AW50 is FWD &was used in a lot of diff. car lines, it came out in 1989---thru 99 with a lot of variants along the way..big changes in 93, more in 99.......AW60 came out in 93/up it is also a FWD.. I'm not sure right now what you are dealing with.. I'll have more time to shuffle thru my files tonite..
Are you scanning with a European or domestic scanner as your TCC codes should be in the 300-400 range.....Until I can be sure of what trans we have , I'm only guessing?????,,,Donnie

[goldies67]

is the fluid level ok? clean? ive seen other makes throe odd convertor codes with low fluid and dirty/contaminated fluid

[goldies67]

or a bad torque converter clutch solenoid,are there any 4 th gear associated codes? like p0734? sometimes they go hand in hand,good luck!

[DuckRyder]

Ah you are right, what I get for going on memory. It is an AW40 specifically:

960 93-97 4 SPEED RWD L6 2.9L AW 40 (A341E) AW 30-40LE

The Car as I said is a 1997 S90 (AKA 960) build 02/97.

Vin: YV1KS9602V111xxxx

Engine is a B6304S (2.9 I6)

Fluid is clean, level is perfect.

Reading codes with an Auto XRAY Code Scout 2500 reports no codes although it reports the MIL on.
(this scanner reports to read Volvo and Acura specific codes- my experience has not been good)

VCDS in generic OBDII mode reports:

Thursday,29,September,2011,15:57:04:17292
VCDS Version: Release 10.6.4 (x64)
Data version: 20110418



--------------------------------------------------------------------------------
--------------------------------------------------------------------------------


Mode 03: Emission related fault codes

Address 17 (Engine): No fault code found.

Address 1F (Auto Trans): 1 Fault Found:
P0740 - Torque Converter Clutch: Mechanical Malfunction

clearing the codes with the scanner results in nearly immediate resetting of the code, clearing the codes by either disconnecting the battery or the transmission control module itself will allow the car to go about 8 miles from cold before resetting the code.

The transmission shifts fine until the upshift light begins to flash.

The sequence of events is for the upshift (up arrow in cluster) to flash along with the mode indicator (W+E or W+S depending on which mode it is in to start) then the check engine light in 3-5 seconds.

My understanding is that when it sets a transmission fault it goes into a "limp home" mode and it does shift differently AFTER the light comes on.

If you clear the codes while driving it it above about 45mph the TCC will engage momentarily.

The PNP switch is a common failure, but the car passes the test outlined here:

http://www.brickboard.com/FAQ/700-900/T ... eplacement

I've replaced the TCM with a known good (at least reported good) with no change in behavior.

[Donnie]

Ducky, as you know the 740 code only tells you that a malfunction exists in the Converter circuit, any where between the processor & the converter..you said you can feel the conv. try to lock up, but it does not hold, it sets a fault code & shifts diff..........that tells me that the processor is issuing the command, but the TCC is not holding..It could be the lock up sol., or the lockup relay sleeve, which is located in the bore behind the solenoid. These sleeves are known to wear on hi mile units, to the effect that a repair sleeve is available in the aftermkt.
The converter clutch is also a suspect in this car...If you take the pan down, look carefully for a small amount of aluminum, the factory put magnets in these pans to catch any metal, but the converter has some aluminum parts & if the front bearing in the conv is starting to sieze, it will wear the mating part of the stator where it rides and generate metal (aluminum), which leaves the converter in the oel on it's way to the cooler, then back to the trans as LUBE oel..It is already past the filter.Remember after the oel is sucked up thru the filter it is sent to the valvebody for distribution to the needed circuits & to the converter, then to the cooler and back eventually to the pan..Picking up anything along the was , mostly worn friction material.
That is why I asked you to look for alum. in the fluid. Enough ..........onward
The lockup solenoid is on top of the valve body, you must remove the valve body to access it..
There are 4 accumulator pistons & springs in the case that will fall out if you try this in the car.......This unit should be an easy pull, If I were to work on this car, I would confirm the problem, maybe look in the pan without stirring it around too much..then pull the unit and work on the bench..The converter, the TCC lockup solenoid & the Lock up relay sleeve are all suspect....sorry for the long post, but a little theory may help in your troubleshooting.
.............................Good luck, Donnie

[DuckRyder]

I was sort of afraid of something like that.

My understanding of the 740 code is that it is set when the computer commands lock up and fails to see the accompaning drop in RPM.

I'm not having much luck finding parts for this trans at the usual places online and I'm not really into pulling it again on the ground (Had it out to do a rear main seal, but it had started this prior).

I changed the fluid about 175,000 and didn't see signs of bright metal in the pan, there was a significant amount of of the usual stuff stuck to the magnant but not what I would consider abnormal for the mileage.

I'll take a look at the fluid again with a particular eye to shiny metal but I'm seriously considering just bailing on it.

I think I would rather give somebody a 1500.00 discount and let them fool with it.