ACURA CSX 2006 Service Repair Manual

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ECM/PCM Inputs and Outputs at Connector B ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-28Fuel and Emissions Systems
System Description (cont’d)
NOTE: Standard battery voltage is about 12 V.




1BLK/RED
(BLK) PG2 (POWER GROUND) Ground circuit for ECM/
PCMLess than 1.0 V at all times
2 BLU/RED EGR (EXHAUST GAS RECIRCULATION (EGR)
VALVE) Drives EGR valve With EGR operating: duty controlled
With EGR not operating: about 0 V
3 YEL/BLU PCS (EVAPORATIVE EMISSION (EVAP)
CANISTER PURGE VALVE) Drives EVAP canister purge
valve
With engine running, engine coolant below 60 °C
(140 °F): battery voltage
With engine running, engine coolant above 60 °C
(140 °F): duty controlled
4 BLK/WHT SO2SHTC (SECONDARY HEATED OXYGEN SENSOR
(SECONDARY HO2S)
HEATER (SENSOR 2)) Drives secondary HO2S
heater (sensor 2)
With ignition switch ON (II): battery voltage
With warmed up engine running: duty controlled
7 YEL/RED OPSW (OIL PRESSURE SWITCH) Detects engine oil pressure
signalWith ignition switch OFF: about 0 V
With engine running: battery voltage
8 BLU/RED OP2SW (2ND CLUTCH TRANSMISSION FLUID
PRESSURE SWITCH) Detects 2nd clutch
transmission fluid pressure
switch inputWith ignition switch ON (II):
Without 2nd clutch pressure: about 5.0 V
With 2nd clutch pressure: about 0 V
9 BLU/WHT OP3SW (3RD CLUTCH TRANSMISSION FLUID
PRESSURE SWITCH) Detects 3rd clutch
transmission fluid pressure
switch inputWith ignition switch ON (II):
Without 3rd clutch pressure: about 5.0 V
With 3rd clutch pressure: about 0 V
10 BLU/BLK SHA (SHIFT SOLENOID VALVE A) Drives shift solenoid
valve AWith engine running in R, D, and S (in 1st, 4th, or
5th gears): battery voltage
With engine running in P, N, D, and S (in 2nd and
3rd gears): about 0 V
11 GRN/WHT SHB (SHIFT SOLENOID VALVE B) Drives shift solenoid
valve BWith engine running in P, R, N, D, and S (in 1st and
2nd gears): battery voltage
With engine running in D and S (in 3rd, 4th, 5th
gears): about 0 V
12 RED/BLK ATPN (TRANSMISSION RANGE SWITCH N) Detects transmission range
switch N position signal
inputIn N: about 0 V
In any position other than N: about 5.0 V
13 BLU/BLK ATPP (TRANSMISSION RANGE SWITCH P) Detects transmission range
switch P position signal
inputIn P: about 0 V
In any position other than P: about 5.0 V
14 WHT ATPR (TRANSMISSION RANGE SWITCH R) Detects transmission range
switch R position signal
inputIn R: about 0 V
In any position other than R: about 5.0 V
15 RED ATPS (TRANSMISSION RANGE SWITCH S) Detects transmission range
switch S position signal
inputIn S: about 0 V
In any position other than S: battery voltage
1: A/T
4: K20Z2 engine
5: ’07-09 models
5
4
1
1
1
1
1
1
1
1
Terminal side of female terminals
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ECM/PCM Inputs and Outputs at Connector B ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-29
NOTE: Standard battery voltage is about 12 V.


16 BLU/YEL SUPP (PADDLE SHIFTER
(UPSHIFT SWITCH)) Detects paddle shifter
(upshift switch)In S:
With paddle shifter (upshift switch) pressed:
about 0 V
With paddle shifter (upshift switch) released:
battery voltage
17 WHT/RED NM (INPUT SHAFT (MAINSHAFT) SPEED
SENSOR) Detects input shaft
(mainshaft) speed sensor
signalWith ignition switch ON (II): about 0 V
With engine idling in N: about 2.5 V
18 YEL/BLU (YEL)VCC2 (SENSOR VOLTAGE) Provides sensor reference
voltageWith ignition switch ON (II): about 5.0 V
20 GRN SHC (SHIFT SOLENOID VALVE C) Drives shift solenoid
valve CWith engine running in N and S (in 1st, 3rd, and 5th
gears): battery voltage
With engine running in P, R, D, and S (in 2nd and
4th gears): about 0 V
21 YEL/GRN ATPD (TRANSMISSION RANGE SWITCH D) Detects transmission range
switch D position signal
inputIn D: about 0 V
In any position other than D: battery voltage
22 RED/WHT ATPRVS (TRANSMISSION RANGE SWITCH RVS) Detects transmission range
switch RVS position signal
inputIn R: about 0 V
In any position other than R: battery voltage
23 RED/WHT ECT1 (ENGINE COOLANT TEMPERATURE (ECT)
SENSOR 1) Detects ECT sensor 1 signal With ignition switch ON (II): about 0.1 4.8 V
(depending on engine coolant temperature)
24 YEL SHE (SHIFT SOLENOID VALVE E) Drives shift solenoid
valve EWith engine running in P and R: battery voltage
With engine running in N, D, and S (in 1st gear):
about 0 V
25 BLU/YEL LSC (A/T CLUTCH PRESSURE CONTROL
SOLENOID VALVE C) Drives A/T clutch pressure
control solenoid valve C
With ignition switch ON (II): current controlled
26 GRN/RED SHD (SHIFT SOLENOID VALVE D) Drives shift solenoid
valve DWith engine running in D and S (in 2nd and 5th
gears): battery voltage
With engine running in P, R, N, D, and S (in 1st, 3rd,
and 4th gears): about 0 V
27 RED/YEL TATF (ATF TEMPERATURE SENSOR) Detects ATF temperature
signalWith ignition switch ON (II): about 0.2 4.0 V
(about 1.8 V at operating temperature)
(depending on ATF temperature)
28 BLU/YEL ATPFWD (TRANSMISSION RANGE SWITCH FWD) Detects transmission range
switch D and S positions
signalIn D and S: about 0 V
In any other position D and S: battery voltage
29 WHT/BLK EGRP (EXHAUST GAS RECIRCULATION (EGR)
VALVE POSITION SENSOR) Detects EGR valve position
sensor signal
With engine running: about 1.2 3.0 V
(depending on EGR valve lift)
1: A/T
3: K20Z3 engine
4: K20Z2 engine
(cont’d)
1
1
3
1
1
1
1
1
1
1
1
4
Terminal side of female terminals
08/08/21 14:12:44 61SNR030_110_0029
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ECM/PCM Inputs and Outputs at Connector B ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-30Fuel and Emissions Systems
System Description (cont’d)
NOTE: Standard battery voltage is about 12 V.


30 RED/BLK VG (MASS AIR FLOW
(MAF) SENSOR SIDE) Detects MAF sensor signal At idle: about 1.1 1.6 V
(between VG terminal and VG terminal)
31 RED/YEL IAT (INTAKE AIR TEMPERATURE (IAT)
SENSOR) Detects IAT sensor signal With ignition switch ON (II): about 0.1 4.0 V
(about 1.8 V at normal operating temperature)
32 BLK/BLU VG (MASS AIR FLOW (MAF) SENSOR SIDE) Ground for MAF sensor
signal
33 GRN/BLK SG2 (SENSOR GROUND) Sensor ground Less than 1.0 V at all times
34 GRN/YEL VTS (ROCKER ARM OIL CONTROL SOLENOID) Drives rocker arm oil
control solenoidAt idle: about 0 V
35 BRN LSB (A/T CLUTCH PRESSURE CONTROL
SOLENOID VALVE B) Drives A/T clutch pressure
control solenoid valve B
With ignition switch ON (II): current controlled
36 BLK PG1 (POWER GROUND) Ground circuit for ECM/ PCMLess than 1.0 V at all times
40 BRN SDNP (PADDLE SHIFTER (DOWN SHIFT SWITCH)) Detects paddle shifter
(downshift switch) signalIn S:
With paddle shifter (downshift switch) pressed:
about 0 V
With paddle shifter (downshift switch) released:
about 5.0 V
41 WHT/GRN ALTC (ALTERNATOR CONTROL) Sends alternator control
signalWith warmed up engine running: about 5.0 V
(depending on electrical load)
42 WHT/BLU ALTL (ALTERNATOR L SIGNAL) Detects alternator L signal With ignition switch ON (II): about 0 V
With engine running: battery voltage
43 WHT/RED ALTF (ALTERNATOR FR SIGNAL) Detects alternator FR signal With engine running: about 2.6 3.4 V
(depending on electrical load)
44 RED/BLK LSA (A/T CLUTCH PRESSURE CONTROL
SOLENOID VALVE A) Drives A/T clutch pressure
control solenoid valve A
With ignition switch ON (II): current controlled
1: A/T
1
1
1
Terminal side of female terminals
08/08/21 14:12:44 61SNR030_110_0030
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ECM/PCM Inputs and Outputs at Connector C ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-31
NOTE: Standard battery voltage is about 12 V.
1 WHT IG1ETCS (IGNITION SIGNAL ETCS) Detects ignition signal With ignition switch ON (II): battery voltage
2 BLK PGMETCS (POWER GROUND ETCS) Ground circuit for ECM/
PCMLess than 1.0 V at all times
3 GRN/YEL ETCSM (THROTTLE ACTUATOR SIDE) Ground for throttle actuator With ignition switch ON (II): about 0 V
4 BLU/RED ETCSM (THROTTLE ACTUATOR SIDE) Drives throttle actuator With ignition switch ON (II): about 0 V
5 BRN INJ1 (No. 1 INJECTOR) Drives No. 1 injector At idle: duty controlled With ignition switch ON (II): battery voltage
6 RED INJ2 (No. 2 INJECTOR) Drives No. 2 injector
7 BLU INJ3 (No. 3 INJECTOR) Drives No. 3 injector
8 YEL INJ4 (No. 4 INJECTOR) Drives No. 4 injector
9 WHT/GRN AFSHTC (AIR FUEL RATIO
(A/F) SENSOR HEATER
CONTROL (SENSOR 1)) Drives A/F sensor heater
(sensor 1)
With ignition switch ON (II): battery voltage
With fully warmed up engine running: about 0 V
11 GRN/RED MAP (MANIFOLD ABSOLUTE PRESSURE
(MAP) SENSOR) Detects MAP sensor signal With ignition switch ON (II): about 3.0 V
At idle: about 1.0 V (depending on engine speed)
12 BLU VCC3 (SENSOR VOLTAGE) Provides sensor reference voltageWith ignition switch ON (II): about 5.0 V
13 YEL/RED VCC1 (SENSOR VOLTAGE) Provides sensor reference voltageWith ignition switch ON (II): about 5.0 V
14 GRN/WHT SG1 (SENSOR GROUND) Sensor ground Less than 1.0 V at all times
15 YEL/GRN IGPLS1 (No. 1 IGNITION COIL PULSE) Drives No. 1 ignition coil With ignition switch ON (II): about 0 V
With engine running: pulses
16 BLU/RED IGPLS2 (No. 2 IGNITION COIL PULSE) Drives No. 2 ignition coil
17 WHT/BLU IGPLS3 (No. 3 IGNITION COIL PULSE) Drives No. 3 ignition coil
18 BRN IGPLS4 (No. 4 IGNITION COIL PULSE) Drives No. 4 ignition coil
20 RED/BLK TPSA (THROTTLE POSITION (TP) SENSOR A) Detects TP sensor A signal With throttle fully open: about 3.9 V
With throttle fully closed: about 0.9 V
21 RED/BLU TPSB (THROTTLE POSITION (TP) SENSOR B) Detects TP sensor B signal With throttle fully open: about 4.1 V
With throttle fully closed: about 1.7 V
(cont’d)
Terminal side of female terminals
08/08/21 14:13:36 61SNR030_110_0031
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ECM/PCM Inputs and Outputs at Connector C ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-32Fuel and Emissions Systems
System Description (cont’d)
NOTE: Standard battery voltage is about 12 V.
22 BLU/BLK VTPSW (ROCKER ARM OIL PRESSURE SWITCH) Detects rocker arm oil
pressure switch signalWith engine at low speed: about 0 V
With engine at high speed: battery voltage
23 BLU/WHT VTC (VTC OIL CONTROL SOLENOID VALVE) Drives VTC oil control
solenoid valvewith ignition switch ON (II): about 0 V
27 WHT/RED SHO2S (SECONDARY HEATED OXYGEN SENSOR
(SECONDARY HO2S)
(SENSOR 2)) Detects secondary HO2S
(sensor 2) signal
With throttle fully opened from idle and warmed up
engine: about 0.6 V
With throttle quickly closed: below 0.4 V
29 RED AFS (AIR FUEL RATIO (A/F) SENSOR (SENSOR 1)SIDE) Detects A/F sensor
(sensor 1) signal
30 RED/YEL AFS (AIR FUEL RATIO (A/F) SENSOR (SENSOR 1)SIDE) Detects A/F sensor
(sensor 1) signal
31 GRN CMPB (CAMSHAFT POSITION (CMP) SENSOR
B) Detects CMP sensor B
signal
With engine running: pulses
32 BLU/YEL CKP (CRANKSHAFT POSITION (CKP) SENSOR) Detects CKP sensor signal With engine running: pulses
36 BLK/GRN IG1 (IGNITION SIGNAL) Detects ignition signal With ignition switch ON (II): battery voltage
39 GRN SG3 (SENSOR GROUND) Sensor ground Less than 1.0 V at all times
40 BRN/YEL LG1 (LOGIC GROUND) Ground circuit for ECM/ PCMLess than 1.0 V at all times
41 BLU/WHT CMPA (CAMSHAFT POSITION (CMP) SENSOR
A) Detects CMP sensor A
signal
With engine running: pulses
42 RED/BLU KS (KNOCK SENSOR) Detects knock sensor signal With engine knocking: pulses
43 BLK/WHT NC (OUTPUT SHAFT (COUNTERSHAFT) SPEED
SENSOR) Detects output shaft
(countershaft) speed sensor
signalsWith ignition switch ON (II): pulses
With vehicle moving: about 5.0 V (pulses)
44 BRN/YEL LG2 (LOGIC GROUND) Ground circuit for ECM/ PCMLess than 1.0 V at all times
Terminal side of female terminals
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PGM-FI System
Air Conditioning (A/C) Compressor Clutch Relay
Air Fuel Ratio (A/F) Sensor
Barometric Pressure (BARO) Sensor
Camshaft Position (CMP) Sensor BCrankshaft Position (CKP) Sensor
Engine Coolant Temperature (ECT) Sensor 1 and 2
Ignition Timing Control
Injector Timing and Duration
11-33
ZIRCONIA
ELEMENT
SENSOR
TERMINALS
HEATER
TERMINALS
O-RING
MAGNET
TERMINAL TERMINAL
O-RING
MAGNET
THERMISTOR O-RING TERMINAL
The programmed fuel injection (PGM-FI) system is a
sequential multiport fuel injection system.
When the ECM/PCM receives a demand for cooling
from the A/C system, it delays the compressor from
being energized, and enriches the mixture to assure
smooth transition to the A/C mode.
The A/F sensor operates over a wide air/fuel range. The
A/F sensor is installed upstream of the TWC, and sends
signals to the ECM/PCM which varies the duration of
fuel injection accordingly.
The BARO sensor is inside the ECM/PCM. It converts
atmospheric pressure into a voltage signal that
modifies the basic duration of the fuel injection
discharge.
CMP sensor B detects the position of the No. 1 cylinder
as a reference for sequential fuel injection to each
cylinder. The CKP sensor detects crankshaft speed and is used by
the ECM/PCM to determine the ignition timing, timing
for the fuel injection of each cylinder, and engine
misfire detection.
ECT sensors 1 and 2 are temperature dependent
resistors (thermistors). The resistance decreases as the
engine coolant temperature increases.
The ECM/PCM contains the memory for basic ignition
timing at various engine speeds and manifold absolute
pressures. It also adjusts the timing according to engine
coolant temperature and intake air temperature.
The ECM/PCM contains the memory for basic discharge
duration at various engine speeds and manifold
pressures. The basic discharge duration, after being
read out from the memory, is further modified by
signals sent from various sensors to obtain the final
discharge duration.
By monitoring long term fuel trim, the ECM/PCM
detects long term malfunctions in the fuel system and
sets diagnostic trouble codes (DTCs) if needed.
(cont’d)
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Knock Sensor
Manifold Absolute Pressure (MAP) Sensor
Malfunction Indicator Lamp (MIL) Indication (In relation
to Readiness Codes) Mass Air Flow (MAF) Sensor/Intake Air Temperature
(IAT) Sensor
Output Shaft (Countershaft) Speed Sensor
A/T
11-34
Fuel and Emissions Systems
System Description (cont’d)
TERMINAL
PIEZO
CERAMIC
ELEMENT
DIAPHRAGM
O-RING TERMINAL HOT WIRE
SENSOR
O-RING
COLD WIRE
SENSOR IAT SENSOR
(THERMISTOR)
MAGNET O-RING
TERMINAL
The knock control system adjusts the ignition timing to
minimize knock.
The MAP sensor converts manifold absolute pressure
into electrical signals to the ECM/PCM.
The vehicle has certain readiness codes that are part of
the on-board diagnostics for the emissions systems. If
the vehicle’s battery has been disconnected or gone
dead, if the DTCs have been cleared, or if the ECM/PCM
has been reset, these codes are reset. In some states,
part of the emissions testing is to make sure these
codes are set to complete. If all of them are not set to
complete, the vehicle may fail the test, or the test
cannot be finished.
To check if the readiness codes are set to complete,
turn the ignition switch to ON (II), but do not start the
engine. The MIL will come on for 15 20 seconds. If it
then goes off, the readiness codes are complete. If it
flashes five times, one or more readiness codes are not
complete. To set each code, drive the vehicle or run the
engine as described in the procedures (see page 11-69). The mass air flow (MAF) sensor/intake air temperature
(IAT) sensor contains a hot wire sensor, a cold wire
sensor, and a thermistor. It is located in the intake air
passage. The resistance of the hot wire sensor, the cold
wire sensor, and the thermistor change due to intake air
temperature and air flow. The control circuit in the MAF
sensor controls the current to keep the hot wire at a set
temperature. The current is converted to voltage in the
control circuit, then output to the ECM/PCM.
This sensor detects countershaft speed.
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M/T
Secondary Heated Oxygen Sensor (Secondary HO2S)
Accelerator Pedal Position (APP) Sensor
Electronic Throttle Control System
11-35
TERMINAL
MAGNET O-RING O-RING
ZIRCONIA
ELEMENT SENSOR
TERMINALS
HEATER
TERMINALS
HEATER
APP SENSOR A/B
ACCELERATOR
PEDAL MODULE
The secondary HO2S detects the oxygen content in the
exhaust gas downstream of the three way catalytic
converter (TWC), and sends signals to the ECM/PCM
which varies the duration of fuel injection accordingly.
To stabilize its output, the sensor has an internal heater.
The ECM/PCM compares the HO2S output with the A/F
sensor output to determine catalyst efficiency. The
secondary HO2S is on the TWC. The throttle is electronically controlled by the electronic
throttle control system. Refer to the system diagram to
see a functional layout of the system.
Idle control: When the engine is idling, the ECM/PCM
controls the throttle actuator to maintain the proper idle
speed according to engine loads.
Acceleration control: When the accelerator pedal is
pressed, the ECM/PCM opens the throttle valve,
depending on the accelerator pedal position (APP)
sensor signal.
Cruise control: The ECM/PCM controls the throttle
actuator to maintain the set speed when the cruise
control is operating. The throttle actuator takes the
place of the cruise control actuator.
As the accelerator pedal position changes, the sensor
varies the signal voltage to the ECM/PCM.
(cont’d)
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Throttle Body
Brake Pedal Position Switch
Electrical Power Steering (EPS) Signal
Fuel Cutoff Control
Fuel Pump Control
PGM-FI Main Relay 1 and 2
Idle Control System
Fuel Supply System
11-36Fuel and Emissions Systems
System Description (cont’d)
THROTTLE VALVE
THROTTLE POSITION
(TP) SENSOR and
THROTTLE ACTUATOR
The throttle body is a single-barrel side draft type. The
lower portion of the throttle valve is heated by engine
coolant from the cylinder head to prevent icing of the
throttle plate. When the engine is cold, the A/C compressor is on, the
transmission is in gear, the brake pedal is pressed, the
power steering load is high, or the alternator is
charging, the ECM/PCM sends signal to the throttle
position to maintain the correct idle speed.
The brake pedal position switch signals the ECM/PCM
when the brake pedal is pressed.
The EPS signals the ECM/PCM when the power steering
load is high.
During deceleration with the throttle valve closed,
current to the injectors is cut off to improve fuel
economy at engine speeds over 1,000 rpm. Fuel cutoff
control also occurs when the engine speed exceeds
6,900 rpm (K20Z3: 8,200 rpm), regardless of the
position of the throttle valve, to protect the engine from
over-revving. When the vehicle is st
opped, the ECM/
PCM cuts the fuel at engine speeds over 5,000 rpm
(K20Z3: 7,700 rpm). On a cold engine, fuel cut occurs at
a lower engine speed.
When the ignition switch is turned to ON (II), the ECM/
PCM grounds PGM-FI main relay 2 (FUEL PUMP) which
feeds current to the fuel pump for 2 seconds to
pressurize the fuel system. With the engine running, the
ECM/PCM grounds PGM-FI main relay 2 (FUEL PUMP)
and feeds current to the fuel pump. When the engine is
not running and the ignition is turned to ON (II), the
ECM/PCM cuts ground to PGM-FI main relay 2 (FUEL
PUMP) which cuts current to the fuel pump.
PGM-FI main relay 1 is energized whenever the ignition
switch is ON (II), to supply battery voltage to the ECM/
PCM, power to the injectors, and power for PGM-FI
main relay 2 (FUEL PUMP). PGM-FI main relay 2 (FUEL
PUMP) is energized to supply power to the fuel pump
for 2 seconds when the ignition switch is turned to
ON (II), and when the engine is cranking or running.
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i-VTEC
11-37
LOW SPEED CAMHIGH SPEED CAM
HIGH
ENGINE SPEED HIGH
LOW
LOW
ENGINE
LOAD
TORQUE CURVE
 The i-VTEC system has a variable valve timing control (VTC) mechanism on the intake camshaft in addition to the
usual VTEC.
This system improves fuel efficiency and reduces exhaust emissions at all levels of engine speed, vehicle speed,
and engine load.
 The VTEC system changes the valve lift and timing by using more than one cam profile.
 The VTC system changes the phase of the intake camshaft via oil pressure. It changes the intake valve timing continuously.
Driving Condition VTC Control Description
Light-load Base Position For stable combustion, the cam angle is retarded, and reduces the entry of exhaust gas into the cylinder.
Medium/high-load Advance Control Cam phase angle is controlled to optimize valve timing, improving fuel efficiency and reducing
emissions.
High speed Advance-Base Position To reduce pumping loss, the intake valve is closed quickly. This gives the air/fuel mixture a charging
effect that helps to maximize engine power.
(cont’d)
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