automatic transmission ACURA RL KA9 1996 Service Repair Manual
[x] Cancel search | Manufacturer: ACURA, Model Year: 1996, Model line: RL KA9, Model: ACURA RL KA9 1996Pages: 1954, PDF Size: 61.44 MB
Page 286 of 1954
Identification Number Locations
Vehicle Identification Number
Vehicle Identification Number
Transmission Number
(Automatic)
Engine NumberProCarManuals.com
Page 309 of 1954
Lubrication Points
For the details of lubrication points and types of lubricants to be applied, refer to the Illustrated Index and various work
procedures (such as Assembly/Reassembly, Replacement, Overhaul, Installation, etc.) contained in each section.
No.
1
2
3
4
5
6
7
8
9
10
11
12
13
14
15
16
17
18
19
20
21
22
LUBRICATION POINTS
Engine
Transmission
Brake line (Includes ABS line)
Power steering gearbox
Steering boots
Throttle cable end
Steering ball joints
Shift lever (Automatic transmission)
Pedal linkage
Intermediate shaft
Brake master cylinder pushrod
Fuel
fill
lid
Battery terminals
Trunk hinges and latch
Door hinges upper and lower
Door opening detents
Hood hinges and hood latch
Brake line joints (Front and rear wheelhouse)
Caliper Piston boot, caliper
Pins and boots
Power steering system
Differential
A/C compressor
API SERVICE LABEL API CERTIFICATION SEAL
LUBRICANT
API Service Grade: Use SJ "Energy Conserving" grade oil.
The oil container may also display the API Certification
seal shown below. Make sure it says "For Gasoline
Engines."
SAE Viscosity: See chart below.
Honda ATF-Z1 (ATF)*1
Genuine Honda DOT3 brake fluid*2
Steering grease P/N 08733 - B070E
Multi-purpose grease
Honda White Lithium Grease
Rust preventive
Silicone grease
Genuine Honda power steering fluid*3
Hypoid gear Oil API GL4 or GL5
Viscosity:
at above -18°C (0°F): SAE 90
at less than -18°C (0°F): SAE 80W-90
Compressor oil:
DENSO: ND-OIL8 (P/N) 38897 - PR7 - A01 AH or 38899 -
PR7-A01)
(For Refrigerant: HFC-134a (R-134a))
Recommended engine oil
viscosity for ambient
temperature ranges
*1: Always use Honda ATF-Z1 (ATF). Using a non-Honda ATF can affect shift quality.
*2: Always use Genuine Honda DOT3 Brake Fluid. Using a non-Honda brake fluid can cause corrosion and decrease the
life of the system.
*3: Always use Genuine Honda Power Steering Fluid. Using any other type of power steering fluid or automatic transmis-
sion fluid can cause increased wear and poor steering in cold weather.ProCarManuals.com
Page 712 of 1954
Description
The automatic transmission is a combination of a 3-element torque converter and a dual-shaft electronically controlled
automatic transmission which provides 4 speeds forward and 1 reverse. The entire unit is positioned in line with the engine.
Torque Converter, Gears and Clutches
The torque converter consists of a pump, turbine and stator, assembled in a single unit. They are connected to the engine
crankshaft so they turn together as a unit as the engine turns. Around the outside of the drive plate is a ring gear which
meshes with the starter pinion when the engine is being started.
The entire torque converter assembly serves as a flywheel while transmitting power to the transmission mainshaft.
The transmission has two parallel shafts: the mainshaft and the countershaft. The mainshaft is in line with the engine
crankshaft. The mainshaft includes the 1st, 4th and 2nd clutches and gears for 4th, 1st, 2nd and reverse (3rd gear is integral
with the mainshaft). The countershaft includes the 3rd, 1st-hold and reverse clutches, and gears for 3rd, 4th, 1st, 2nd,
reverse and park. The secondary drive gear is integrated with the countershaft. The gears on the mainshaft are in constant
mesh with those on the countershaft. When certain combinations of gears in the transmission are engaged by clutches,
power is transmitted from the mainshaft to the countershaft to provide , , , and positions.
Electronic Control
The electronic control system consists of a Powertrain Control Module (PCM), sensors, a A/T clutch pressure control solenoid
and four solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions.
The PCM is located below the dashboard, under the front lower panel on the passenger's side.
Hydraulic Control
The lower valve body assembly includes the main valve body, the secondary valve body, the throttle valve body, the
solenoid, the shift solenoid valves and the ATF passage body. They are bolted on the lower part of the transmission hous-
ing. Other valve bodies, the regulator valve body, the ATF pump body and the accumulator body, are bolted to the torque
converter housing.
The main valve body contains the manual valve, the 1-2 shift valve, the 2-3 shift valve, the 3-4 shift valve, the 4-3 kick-down
valve and the main orifice control valve. The secondary valve body contains the 3-4 orifice control valve, the 4-3 shift timing
valve, the line pressure control valve, the modulator valve and the accumulator pistons. The throttle valve body includes
the throttle valve which is bolted onto the secondary valve body. The A/T clutch pressure control solenoid is joined to the
throttle valve body. The regulator valve body contains the regulator valve, the lock-up shift valve and the cooler relief valve.
Fluid from the regulator passes through the manual valve to the various control valves. The ATF pump body contains the
lock-up timing valve, the lock-up control valve and the relief valve. The torque converter check valve is located in the torque
converter housing under the ATF pump body. The accumulator body contains the accumulator pistons. The reverse accu-
mulator and the 1st-hold accumulator pistons are assembled in the rear cover.
The 1st, 1st-hold, 2nd and reverse clutches receive fluid from their respective feed pipes, and the 3rd and 4th clutches
receive fluid from the internal hydraulic circuit.
Shift Control Mechanism
Input from various sensors located throughout the vehicle determines which shift solenoid valve the PCM will activate.
Activating a shift solenoid valve changes modulator pressure, causing a shift valve to move. This pressurizes a line to one
of the clutches, engaging the clutch and its corresponding gear.
Lock-up Mechanism
In position, in 2nd, 3rd, and 4th, and position in 3rd, pressurized fluid is drained from the back of the torque con-
verter through a fluid passage, causing the lock-up piston to be held against the torque converter cover. As this takes
place, the mainshaft rotates at the same speed as the engine crankshaft. Together with hydraulic control, the PCM opti-
mizes the timing of the lock-up mechanism. The lock-up valves control the range of lock-up according to torque converter
clutch (lock-up control) solenoid valves A and B, and throttle valve. When torque converter clutch (lock-up control)
solenoid valves A and B activate, modulator pressure changes. The torque converter clutch (lock-up control) solenoid
valves A and B are mounted on the torque converter housing, and are controlled by the PCM.ProCarManuals.com
Page 731 of 1954
Description
Electronic Control System (cont'd)
Ascending Control
When the PCM determines that the vehicle is climbing a hill in position, the system extends the engagement area of
3rd gear to prevent the transmission from frequently shifting between 3rd and 4th gears, so the vehicle can run smooth
and have more power when needed.
NOTE:
• Shift schedules between 3rd and 4th gear stored in the PCM enable the PCM's fuzzy logic to automatically select the
most suitable gear according to the magnitude of a gradient.
• Fuzzy logic is a form of artificial intelligence that lets computers respond to changing conditions much like a human
mind would.
Descending Control
When the PCM determines that the vehicle is going down a hill in position, the shift-up speed from 3rd to 4th gear
when the throttle is closed becomes faster than the set speed for flat road driving to widen the 3rd gear driving area.
This, in combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is
descending. There are two descending modes with different downshift (4-3) schedules according to the magnitude of a
gradient stored in the PCM. When the vehicle is in 4th gear, and you are decelerating on a gradual hill, or when you are
applying the brakes on a steep hill, the transmission will downshift to 3rd gear. When you accelerate, the transmission will
then return to 4th gear.
ASCENDING MODE
DESCENDING MODE
3RD/4TH SHIFTING
CHARACTERISTICS
CONTROL AREA
Flat road
mode
Steep descending
mode
Gradual descending
modeProCarManuals.com
Page 738 of 1954
Position
As the engine turns, the ATF pump also starts to operate. Automatic transmission fluid (ATF) is drawn from (99) and dis-
charged into (1). Then, ATF flowing from the ATF pump becomes the line pressure (1). The line pressure (1) is regulated
by the regulator valve. The torque converter inlet pressure (92) enters (94) of the torque converter through the lock-up
shift valve and discharges into (90). The torque converter check valve prevents the torque converter pressure from rising.
Under this condition, the hydraulic pressure is not applied to the clutches as the manual valve stops line pressure (1).
NOTE:
• When used, "left" or "right" indicates direction on the hydraulic circuit.
• The hydraulic circuit is for '96 - '98 models. On '99 - 01 models, the 2nd accumulator is different.ProCarManuals.com