clutch 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 195 of 1954
From pag e 14-4
Chec k Torqu e Converte r Clutc h
Solenoi d Valv e A fo r a Shor t
Circuit :
1 . Disconnec t th e 2 P connecto r
from th e torqu e converte rclutch solenoi d valve s A an d B .2. Chec k fo r continuit y betwee n
th e E1 3 an d A2 6 terminals .
Is ther e continuity ?
NO
Repai r shor t t o groun d in th e wir ebetwee n th e E1 3 termina l an d th etorqu e converte r clutc h solenoi dvalve A .
Measur e Torqu e Converte r Clutc h
Solenoi d Valv e A Resistanc e a t
th e Solenoi d Connector :
Measur e th e resistanc e betwee n
the No . 2 termina l o f th e torqu econverte r clutc h solenoi d connec -tor an d bod y ground .
Is th e resistanc e 12-25
NO
Chec k fo r ope n i n th e wir e
betwee n th e E1 3 termina l an d th e
torqu e converte r clutc h solenoi d
valv e A .
I s ther e voltage ?
YES
Chec k fo r ope n i n th e wir e
betwee n th e E 1 termina l an d th e
under-hoo d fuse/rela y box .
Replac e th e torqu e converte r
clutc h solenoi d valve s A an d B .
Chec
k th e V B SO L Voltage :
1. Tur n th e ignitio n switc h O N (II) .2. Measur e th e voltag e betwee n
th e E 1 an d A2 6 terminals .
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Page 197 of 1954
From pag e 14-6
Chec k Torqu e Converte r Clutc h
Solenoi d Valv e B fo r a Shor t
Circuit :
1 . Disconnec t th e 2 P connecto r
fro m th e torqu e converte r
clutch solenoi d valve s A an d B .2. Chec k fo r continuit y betwee n
th e E2 6 an d A2 6 terminals .
I s ther e continuity ?
NO
Repai r shor t t o groun d in th e wir e
betwee n th e E2 6 termina l an d th e
torqu e converte r clutc h solenoi d
valv e B .
Measur e Torqu e Converte r Clutc h
Solenoi d Valv e B Resistanc e a t th e
Solenoi d Connector :
Measure th e resistanc e betweenthe No . 1 termina l o f th e torqu e
converte r clutc h solenoi d connec -
tor an d bod y ground .
Is th e resistanc e 12-25
NO
Chec k fo r ope n i n th e wir e
betwee n th e E2 6 termina l an d th e
torqu e converte r clutc h solenoi d
valve B .
Is ther e voltage ? Chec
k fo r ope n i n th e wir e
betwee n th e E 1 termina l an d th e
under-hoo d fuse/rela y box .
Chec
k th e V B SO L Voltage :
1. Tur n th e ignitio n switc h O N (II) .2. Measur e th e voltag e betwee nthe E 1 an d A2 6 terminals .
Replace th e torqu e converte r
clutc h solenoi d valve s A an d B .
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Page 204 of 1954
Electrical Troubleshooting
Troubleshooting Flowchart — A/T Clutch Pressure Control Solenoid Valve
• OBD II Scan Tool indicates Code
P0748.
• Self-diagnosis indicator light
indicates Code 16.
Measure A/T clutch pressure con-
trol solenoid valve Resistance at
Solenoid Connector:
1. Disconnect the shift solenoid
valve/A/T clutch pressure con-
trol solenoid valve harness 4P
connector.
2. Measure the resistance of the
A/T clutch pressure control
solenoid valve.
Is the resistance approx. 5 ?
YES
Check A/T Clutch Pressure
Control Solenoid Valve for a
Short Circuit:
1. Disconnect the E (26P) con-
nector from the PCM.
2. Check for continuity between
body ground and the E16 termi-
nal and E3 terminal individually.
Is there continuity?
NO
Measure A/T Clutch Pressure
Control Solenoid Valve Resistance:
1. Connect the shift solenoid
valve/A/T clutch pressure con-
trol solenoid valve harness 4P
connector.
2. Measure the resistance
between the E16 and E3 ter-
minals.
Is the resistance approx. 5 ?
YES
Check the VB SOL Voltage:
1. Disconnect the A (26P) and E
(26P) connectors from the
PCM.
2. Turn the ignition switch ON (II).
3. Measure the voltage between
the E1 and A26 terminals.
Is there voltage?
YES
Check for loose PCM connectors.
If necessary, substitute a known-
good PCM and recheck.
Possible Cause
• Disconnected A/T clutch pres-
sure control solenoid valve con-
nector
• Short or open in A/T clutch
pressure control solenoid valve
wire
• Faulty A/T clutch pressure con-
trol solenoid valve
• Open VB SOL line
Replace the A/T clutch pressure
control solenoid valve.
Repair short in the wires
between the E16 and E3 termi-
nals and the A/T clutch pressure
control solenoid valve.
Repair loose terminal or open in
the wires between the E16 and E3
terminals and the A/T clutch pres-
sure control solenoid valve.
Check for open in the wire
between the E1 terminal and the
under-hood fuse/relay box.ProCarManuals.com
Page 326 of 1954
Starting Syste m
Starte r Tes t (cont'd )
Check fo r Wea r an d Damag e
Th e starte r shoul d cran k th e engin e smoothl y an d steadily .
I f th e starte r engages , bu t crank s th e engin e erratically ,
remov e it , an d inspec t th e starte r driv e gea r an d driv e
plat e rin g gea r fo r damage .
Chec k th e driv e gea r overrunning clutch fo r bindin g o r
slippin g whe n th e armatur e is rotate d wit h th e driv e gea r
held . I f th e clutc h i s damaged , replac e th e clutc h assem -
bly.
Chec k Crankin g Voltag e an d Curren t Dra w
Crankin g voltag e shoul d b e n o les s tha n 8. 0 volts .
Curren t draw shoul d b e n o mor e tha n 40 0 amperes .
I f crankin g voltag e i s to o low , o r curren t draw too high ,
chec k for :
Dea d o r lo w batter y
Ope n circui t i n starte r armatur e commutato r segment s
Starte r armatur e draggin g
Shorte d armatur e windin g
Excessiv e dra g in engin e
Chec k Crankin g rp m
Engin e spee d durin g crankin g shoul d b e abov e 10 0 rpm .
I f spee d is to o low , chec k for :
Loos e batter y o r starte r terminal s
Excessivel y wor n starte r brushe s
Ope n circui t i n commutato r segment s
Dirt y o r damage d helica l splin e o r driv e gea r
Defectiv e driv e gea r overrunnin g clutc h
Chec k Starte r Disengagemen t
With th e shif t leve r i n tur n th e ignitio n switc h t o
"STAR T (III)" , an d releas e t o "O N (II)" . Th e starte r driv e
gea r shoul d disengag e fro m th e driv e plat e rin g gea r
whe n yo u releas e th e key .
I f th e driv e gea r hang s u p o n th e driv e plat e rin g gear ,
check for :
• Solenoi d plunge r an d switc h malfunctio n
• Dirt y driv e gea r assembl y o r damage d overrunnin g
clutc h
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Page 334 of 1954
Planetary Gear Inspection
Check if the planetary gears are worn or damaged. If they
are, also check the condition of the armature shaft gear
and ring gear.
ARMATURE
SHAFT GEAR
RING
GEAR
PLANETARY GEARS
Overrunning Clutch Inspection
Slide the overrunning clutch along the shaft.
Does it move freely? If not, replace it.
1.
2.
Rotate the overrunning clutch both ways.
Does it lock in one direction and rotate smoothly in
reverse? If it does not lock in either direction or it
locks in both directions, replace it.
SHAFT
3.
4.
DRIVE GEAR
If the starter drive gear is worn or damaged, replace
the overrunning clutch assembly; the gear is not avail-
able separately.
Check the condition of the torque converter ring gear
if the starter drive gear teeth are damaged.ProCarManuals.com
Page 371 of 1954
39. Disconnect the compressor clutch connector, then
remove the A/C compressor. Do not disconnect the
A/C hoses.
COMPRESSOR CLUTCH
CONNECTOR
A/C COMPRESSOR
8 x
1.25
mm
22 N-m (2.2 kgf-m,
16 Ibf-ft)
40. Disconnect the vehicle speed sensor (VSS) connector,
then remove the VSS/power steering speed sensor.
Do not disconnect the fluid hoses.
6 x 1.0 mm
12 N-m (1.2 kgf-m,
8.7 Ibf-ft)
VSS CONNECTOR
VSS/POWER STEERING
SPEED SENSOR
41. Remove the transmission stop collars.
42. Remove exhaust pipe A.
GASKETS
Replace.
GASKET
Replace.
EXHAUST
PIPE A
SELF-LOCKING NUT
10 x
1.25
mm
54 N-m (5.5 kgf-m,
40 Ibf-ft)
Replace.
10 x
1.25
mm
38 N-m (3.9 kgf-m,
28 Ibf-ft)
SELF-LOCKING NUT
10 x
1.25
mm
54 N-m (5.5 kgf-m,
40 Ibf-ft)
Replace.
TRANSMISSION STOP
COLLAR
43. Remove the wire harness cover and grommet, then
remove the three way catalytic converter (TWC).
SELF-LOCKING NUT
10 x
1.25
mm
33 N-m (3.4 kgf-m,
25 Ibf-ft)
Replace.
GROMMET
WIRE HARNESS
COVER
GASKET
Replace.
TWC
6 x 1.0 mm
9.8 N-m (1.0 kgf-m,
7.2 Ibf-ft)
SELF-LOCKING NUT
8 x
1.25
mm
22 N-m (2.2 kgf-m, 16 Ibf-ft)
Replace.ProCarManuals.com
Page 616 of 1954
(From pag e 11-116 )
I s ther e a clickin g nois e fro m
th e A/ C compresso r clutch ?
NO
YE S
Chec k fo r a n ope n i n th e wir e(ACC line) :Momentaril y connec t th e A/ C
clutc h rela y connecto r termina l
No. 4 to bod y groun d wit h ajumpe r wir e severa l times .
A/C CLUTC H RELA Y CONNECTO R (C344 )
Wire sid e o f
femal e terminal s
I s ther e a clickin g nois e fro m
th e A/ C compresso r clutch ? Se
e ai r conditione r inspectio n
(se e sectio n 22 ).
YE S
Repai r ope n in th e wir e betwee n
th e PC M (A8 ) an d th e A/ C clutc h
relay.
PCM CONNECTOR S
Check th e A/ C operation :
1 . Star t th e engine .
2 . Tur n th e blowe r switc h ON .
3 . Tur n th e A/ C switc h ON .
Doe s th e A/ C operate ?
YES
Chec k fo r a n ope n i n th e wir e
(AC S line) :
Measur e voltag e betwee n PC M
connecto r terminal s A2 6 an d C2 .
Ai r conditionin g signa l i s OK . Wir
e sid e o f femal e terminal s
I s voltag e les s tha n 1. 0 V ?
YE S
Repai r ope n in th e wir e betwee n
th e PC M (C2 ) an d th e radiato r fa n
contro l unit .
— Substitut e a known-goo d PC M
an d rechec k (se e pag e 11-42
fo r immobilize r information) .
I f symptom/indicatio n goe s
away , replac e th e origina l PCM .
— Se e th e ai r conditione r inspec -
tio n (se e sectio n 22 ).N O
NO
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Page 711 of 1954
Special Tool s
07GA D - SD4010 1
07GA E - PG4020 0 o r
07GA E - PG4020 A
07HA C - PK4010 A
07LA C - PW5010 1
07LA D - SM4010 0
07LA E - PX4010 0
07MA C - PY4010 0
07MA D - PR9010 0
07MA F - PY4010 1
07MA J - PY4011 A
07MA J - PY4012 0
07PA Z - 001010 0
07SA Z - 001000 A
0740 6 - 002040 0
07406 - 007030 0
07736 - A01000 B o r
0773 6 - A01000 A
0774 6 - 001040 0
0774 6 - 001050 0
0774 6 - 001060 0
0774 6 - 003010 0
0774 9 - 001000 0
0792 4 - PJ4010 A
0794 7 - 634050 0
Bearing Drive r Attachmen t
Clutch Sprin g Compresso r Bol t Assembl y
Housing Pulle r
Extensio n Shaf t Pulle r
Sea l Drive r Attachmen t
Clutc h Sprin g Compresso r Attachmen t
Housin g Pulle r Extensio n Bolt s
Attachment , 4 5 x 5 5 m m I.D .
Extensio n Shaf t Installe r
A/ T Pressur e Hose , 221 0 m m
A/ T Pressur e Hose , Adapte r
SC S Servic e Connecto r
Backprob e Se t
A/ T Oi l Pressur e Gaug e Se t w/pane l
A/ T Lo w Pressur e Gaug e w/pane l
Adjustable Bearing Puller , 2 5 - 4 0 m m
Attachment , 5 2 x 5 5 m m
Attachment , 6 2 x 6 8 m m
Attachment , 7 2 x 7 5 m m
Drive r I.D . 4 0 m m
Drive r
Mainshaf t Holde r
Driver Attachmen t
14-158, 14-17 3
14-164 , 14-16 7
14-13 3
14-11 8
14-17 6
14-164 , 14-16 7
14-13 3
14-151 , 14-152 , 14-17 1
14-19 1
14-10 9
14-10 9
14-53
14-54 , 14-10 4
14-10 9
14-10 9
14-177 , 14-17 8
14-158 , 14-17 0
14-177 , 14-17 8
14-172 , 14-176 , 14-17 7
14-185
14-170 , 172 , 17 3
14-176 , 177 , 17 8
14-131 , 14-18 6
14-177
*
1 07HA E - PL5010 0 ma y b e use d t o substitut e on e o f thes e tools .
*2 Must b e use d wit h commerciall y availabl e 3/8 " - 1 6 slid e hammer .
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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 713 of 1954
Description
(cont'd)
Gear Selectio n
The shif t leve r ha s seve n positions : PARK , REVERSE , NEUTRAL , 1s t throug h 4t h gea r ranges , 1s t throug h
3rd gea r ranges , 2n d gea r an d 1s t gear .
Positio n Description
PARK
REVERS E
NEUTRAL
DRIVE
(1st throug h 4th )
DRIV E
(1st throug h 3rd )
SECON D
FIRST
Front wheel s locked ; par k paw l engage d wit h par k gea r o n countershaft . Al l clutche s released .
Reverse ; revers e clutc h engaged .
Al l clutche s released .
Genera l driving ; start s of f i n 1st , shift s automaticall y t o 2nd , 3rd , the n 4th , dependin g o n vehicl e
spee d an d throttl e position . Downshift s throug h 3rd , 2n d an d 1s t o n deceleratio n t o stop . Th e lock -
up mechanis m come s int o operatio n i n positio n i n 2nd , 3r d an d 4t h gear .
Us e fo r rapi d acceleratio n a t highwa y speed s an d genera l driving ; up-hil l an d down-hil l driving ; start s
of f i n 1st , shift s automaticall y t o 2nd , the n 3rd , dependin g o n vehicl e spee d an d throttl e position .
Downshift s throug h 2n d t o 1s t o n deceleratio n t o stop . Th e lock-u p mechanis m come s int o operatio n
i n 3r d speed .
Us e fo r engin e brakin g o r bette r tractio n startin g of f o n loos e o r slipper y surfaces ; stay s i n 2n d
gear , doe s no t shif t u p o r down .
Us e fo r engin e braking ; stay s i n 1s t gear , doe s no t shif t up .
Startin g i s possible only i n an d position s throug h th e us e o f a slide-type , neutral-safet y switch .
Automati c Transaxl e (A/T ) Gea r Positio n Indicato r
Th e A/ T gea r positio n indicato r i n th e instrumen t pane l show s whic h gea r ha s bee n selecte d withou t havin g t o loo k dow n
a t th e console .
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