ACURA TL 1995 Service Repair Manual

'95 - 96 models:

VARIOUS

SENSORS

From

No. 4 ECU
(ECM)

(20A) FUSE

(in the under-dash

fuse/relay box)

VARIOUS

SENSORS

EVAP

TWO WAY

VALVE
EVAP

BYPASS

SOLENOID

VALVE
EVAP

THREE

WAY

VALVE
EVAP CONTROL

CANISTER

VENT SHUT VALVE
EVAP PURGE

CONTROL

SOLENOID VALVE
ECM
ECM
From

No. 4 ECU
(ECM) (15A)

FUSE (in the under-dash

fuse/relay box)

EVAP CONTROL

CANISTER
FUEL

TANK

PRESSURE

SENSOR
FUEL TANK
FUEL FILL

CAP

FUEL TANK

EVAP VALVE
FUEL TANK

'97 - 98 models:
FUEL TANK

EVAP VALVE
EVAP TWO WAY VALVE

FRESH

AIR

FUEL FILL CAP
EVAP PURGE

FLOW SWITCH
EVAP PURGE

CONTROL

SOLENOID VALVEProCarManuals.com

Emission Contro l Syste m
Evaporativ e Emissio n (EVAP ) Control s (cont'd )
Evaporativ e Emissio n (EVAP ) Contro l Caniste r an d EVA P
Contro l Caniste r Ven t Shu t Valv e Replacemen t
1 . Remov e th e fron t bumpe r (se e sectio n 20 ).
2 . Disconnec t th e hose s fro m th e EVA P contro l canis -
ter , an d disconnec t th e 2 P connecto r fro m th e EVA P
contro l caniste r ven t shu t valve .
3 . Remov e th e EVA P contro l canister .
4 . Remov e th e EVA P contro l caniste r ven t shu t valve .
EVAPCONTRO L
CANISTE R
VEN T
SHU TVALV E
O-RIN G
Replace .
Evaporativ e Emissio n (EVAP ) Tw o Wa y Valv e an d EVA P
Bypas s Solenoi d Valv e Replacemen t
O-RINGReplace .
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Evaporative Emissio n (EVAP ) Tw o Wa y Valv e Testin g
'95 - 9 6 models :
1. Remov e the fue l fill cap .
2.
3 .
4 .
Remov e th e vapo r lin e fro m th e EVA P tw o wa y valv e
o n th e fue l tank , an d connec t i t t o a T-fittin g fro m
vacuu m gaug e an d vacuu m pum p a s shown .
VACUUM/PRESSUR E GAUG E0-4 in.H g07JAZ-001000 B
VACUUM PUMP /GAUGE , 0-3 0 in.H g
A973 X -
041 -XXXX X
T-FITTING
Apply vacuu m slowl y an d continuousl y whil e watch -
in g th e gauge .
The vacuu m shoul d stabiliz e momentaril y a t 0. 7 -
2. 0 kP a (5-1 5 mmHg , 0. 2 - 0. 6 in.Hg) .
I f th e vacuu m stabilize s (valv e opens ) belo w
0. 7 kP a ( 5 mmHg , 0. 2 in.Hg ) o r abov e 2. 0 kP a
(1 5 mmHg , 0. 6 in.Hg) , instal l a ne w valv e an d retest .
Mov e th e vacuu m pum p hos e fro m th e vacuu m fit -
ting to th e pressur e fitting , an d mov e th e vacuu m
gauge hos e fro m th e vacuu m sid e t o th e pressur e
sid e a s shown .
PRESSUR ESIDE
5. Slowl y pressuriz e th e vapo r lin e whil e watchin g th e
gauge .
The pressur e shoul d stabiliz e a t 1. 3 - 4. 7 kP a
(1 0 - 3 5 mmHg , 0. 4 - 1. 4 in.Hg) .
• I f th e pressur e momentaril y stabilize s (valv e
opens ) a t 1. 3 - 4. 7 kP a (1 0 - 3 5 mmHg , 0. 4 - 1. 4
in.Hg) , th e valv e is OK .
• I f th e pressur e stabilize s belo w 1. 3 kP a (1 0 mmHg ,
0. 4 in.Hg ) o r abov e 4. 7 kP a (3 5 mmHg , 1. 4 in.Hg) ,
instal l a ne w valv e an d retest .
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Emission Contro l Syste m
Evaporativ e Emissio n (EVAP ) Control s (cont'd )
'97-98 models :
1. Remov e th e fue l fil l cap .
2. Remov e th e vapo r lin e fro m th e EVA P tw o wa y
valv e (locate d a t lef t sid e o f engin e compartment) ,
an d connec t i t t o a T-fittin g fro m a vacuu m gaug e
an d a vacuu m pum p a s shown .
VACUUM/PRESSUR EGAUGE0-4 in.H g07JAZ-001000 B
3.
4 .
VACUU M T-FITTIN G
PUMP/GAUGE ,
0-3 0 in.H g
A973X-041 -XXXXX
Apply vacuu m slowl y an d continuousl y whil e
watchin g th e gauge . Th e vacuu m shoul d stabiliz e
momentaril y a t 0. 8 - 2. 1 kP a ( 6 - 1 6 mmHg , 0. 2 - 0. 6
in.Hg) .
I f th e vacuu m stabilize s (valv e opens ) belo w
0. 8 kP a ( 6 mmHg , 0. 2 in.Hg ) o r abov e 2. 1 kP a
(1 6 mmHg , 0. 6 in.Hg) , instal l a ne w valv e an d retest .
Mov e th e vacuu m pum p hos e fro m th e vacuu m fit -
ting t o th e pressur e fitting , an d mov e th e vacuu m
gauge hos e fro m th e vacuu m sid e t o th e pressur e
sid e a s shown .
PRESSUR ESIDE
5. Slowl y pressuriz e th e vapo r lin e whil e watchin g th e
gauge . Th e pressur e shoul d b e stabiliz e momentari -
l y abov e 1. 0 kP a ( 8 mmHg , 0. 3 in.Hg) .
• I f th e pressur e momentaril y stabilize s (valv e
opens ) abov e 1. 0 kP a ( 8 mmHg , 0. 3 in.Hg) , th e
valv e is OK .
• I f th e pressur e stabilize s belo w 1. 0 kP a ( 8 mmHg ,
0. 3 in.Hg) , instal l a ne w valv e an d retest .
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Special Tool s
Ref. No.Too l Numbe rDescriptio nQtyPag e Referenc e
07GAB-PF50100 o r
07GAB-PF50101
07GAD-SD4010 1
07GAE-PG4020 0
07HAC-PK4010A
07LAC-PW5010 1
07LAD-PW5050 0
07LAD-PW5060 1
07LAE-PX4010 0
07MAJ-PY4011 A
07MAJ-PY4012 0
07PAZ-001010 0
07SAZ-001000A
07406-0020400
07406-0070300
07736-A01000 A
07746-0010300
07746-0010500
07746-0010600
07746-0030100
07749-0010000
07947-6340500
Mainshaf t Holde r
Bearin g Drive r Attachmen t
Clutc h Sprin g Compresso r Bol t Assembl y
Housin g Pulle r
Extensio n Shaf t Pulle r
Pinio n Cove r Drive r Attachmen t
Attachment , 4 0 x 5 0 mm , I.D .
Clutc h Sprin g Compresso r Attachmen t
A/ T Pressur e Hose , 221 0 m m
A/ T Pressur e Hos e 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
Adjustabl e Bearin g Puller , 2 5 - 4 0 m m
Attachment , 4 2 x 2 7 m m
Attachment , 6 2 x 68 m m
Attachment , 7 2 x 7 5 m m
Drive r 4 0 mm , I.D .
Drive r
Driver Attachmen t 14-131
, 14-18 3
14-16 7
14-158 , 14-16 1
14-13 3
14-11 7
14-17 0
14-166 , 14-17 0
14-158 , 14-16 1
14-10 6
14-10 6
14-53
14-55 , 14-10 2
14-10 6
14-10 6
14-171 , 14-17 2
14-16 5
14-171 , 14-17 2
14-167 , 14-17 1
14-16 4
14-165 , 14-167 , 14-170
14-171 , 14-17 2
14-17 1
* Mus t b e use d wit h commerciall y availabl e 3/8 " - 1 6 slid e hammer .
®
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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, 2nd and 4th clutches, and gears for 4th, 2nd, 1st and reverse (3rd gear is integral with the

mainshaft, while the reverse gear is integral with 4th gear).

The countershaft includes the 3rd, and 1st-hold clutches, and gears for 3rd, 4th, 1st, 2nd, reverse, and parking. The sec-

ondary 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 the Transmission Control Module (TCM), sensors, a linear solenoid and four

solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions.

The TCM is located below the dashboard, behind the glove box on the passenger's side.

Hydraulic Control

The lower valve body assembly includes the main valve body, the servo body and the shift control solenoid valves. They

are bolted on the lower part of the transmission housing.

Other valve bodies, the regulator valve body, the ATF pump body, the 2nd accumulator body, and the throttle valve 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 4th kick-

down valve, the 2 - 3 orifice control valve, the 3 - 4 orifice control valve, the 4th exhaust valve, the servo control valve,

and the main orifice control valve.

The servo body contains the servo valve, 3rd and 4th accumulator pistons.

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 throttle valve body includes the throttle valve which is bolted onto the 2nd accumulator body. The 2nd accumulator

piston is assembled in the 2nd accumulator body.

The linear solenoid is joined with the throttle valve body.

The ATF pump body contains the modulator valve, the lock-up control valve, the lock-up timing valve, and the relief valve.

The torque converter check valve is located in the torque converter housing under the ATF pump body.

The 1st and 1st-hold accumulator pistons are assembled in the rear cover.

The clutches receive fluid from their respective feed pipes or internal hydraulic circuit.

Shift Control Mechanism

Input from various sensors located throughout the vehicle determines which shift control solenoid valve the TCM will acti-

vate. Activating a shift control solenoid valve changes modulator pressure, causing a shift valve to move. This pressurizes

a line to one of the clutches, engaging that clutch and its corresponding gear.

Lock-up Mechanism

In position, in 2nd, 3rd and 4th, and in 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 TCM optimizes the

timing of the lock-up mechanism. The lock-up valves control the range of lock-up according to lock-up control solenoid

valves A and B, and throttle valve. When lock-up control solenoid valves A and B activate, the modulator pressure changes.

The lock-up control solenoid valves A and B are mounted on the torque converter housing, and are controlled by the TCM.ProCarManuals.com

Description
(cont'd)
Gear Selectio n
The shif t leve r ha s seve n positions : PARK , REVERSE, NEUTRAL , 1st 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 nDescriptio n
PARK
REVERS E
NEUTRAL
] DRIV E
(1st throug h 4th )
DRIV E
(1st throug h 3rd )
SECON D
FIRST
Front wheel s locked ; parkin g paw l engage d wit h parkin g gea r o n countershaft . Al l clutche s released .
Reverse ; revers e selecto r engage d wit h countershaf t revers e gea r an d 4t h clutc h locked .
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 . Downshif t throug h 3rd , 2n d an d 1s t o n deceleratio n t o stop . Th e lock-u p
mechanis m come s int o operatio n i n positio n i n 2nd , 3r d an d 4t h gear .
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 .
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 .
Fo r engin e braking ; stay s i n 1s t gear , doe s no t shif t up .
Startin g i s possibl e onl y 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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RING GEAR

EXTENSION

SHAFT
TORQUE

CONVERTER

2ND CLUTCH

4TH CLUTCH

1ST CLUTCH

SECONDARY

DRIVEN GEAR
A/T GEAR

POSITION SWITCH
1ST-HOLD

CLUTCH
COUNTERSHAFT

SPEED SENSOR

3RD

CLUTCHProCarManuals.com

Description
Clutches
The four-spee d automati c transmissio n use s hydraulically-actuate d clutche s t o engag e o r disengag e th e transmissio n gears .
Whe n hydrauli c pressur e i s introduce d int o th e clutc h drum , th e clutc h pisto n moves . Thi s presse s th e frictio n disc s an d
stee l plate s together , lockin g the m s o the y don' t slip . Powe r i s the n transmitte d throug h th e engage d clutc h pac k t o it s
hub-mounte d gear .
Likewise , whe n th e hydrauli c pressur e is ble d fro m th e clutc h pack , th e pisto n release s th e frictio n disc s an d th e stee l plates ,
an d the y ar e fre e t o slid e pas t each . Thi s allow s th e gea r t o spi n independentl y o n it s shaft , transmittin g n o power .
1s t Clutc h
Th e 1s t clutc h engages/disengage s 1s t gear , an d is locate d a t th e en d o f th e mainshaft , jus t behin d th e rea r cover .
Th e 1s t clutc h i s supplie d hydrauli c pressur e b y it s AT F fee d pip e withi n th e mainshaft .
1st-hol d Clutc h
The 1st-hol d clutc h engages/disengages 1st-hold o r position , an d i s locate d a t th e en d o f th e countershaft , jus t behin d
th e rea r cover . Th e 1st-hol d clutc h is supplie d hydrauli c pressur e b y it s AT F fee d pip e withi n th e countershaft .
2n d Clutc h
Th e 2n d clutc h engages/disengage s 2n d gear , an d i s locate d a t th e cente r o f th e mainshaft . Th e 2n d clutc h i s joine d back -
to-bac k t o th e 4t h clutch . Th e 2n d clutc h i s supplie d hydrauli c pressur e throug h th e mainshaf t b y a circui t connecte d t o th e
interna l hydrauli c circuit .
3r d Clutc h
Th e 3r d clutc h engages/disengage s 3r d gear , an d i s locate d a t th e en d o f th e countershaft .
Th e 3r d clutc h i s supplie d hydrauli c pressur e b y it s AT F fee d pip e withi n th e countershaft .
4t h Clutc h
Th e 4t h clutc h engages/disengage s 4t h gear , a s wel l a s revers e gear , an d i s locate d a t th e cente r o f th e mainshaft . Th e 4t h
clutc h i s joine d back-to-bac k t o th e 2n d clutch . Th e 4t h clutc h i s supplie d hydrauli c pressur e b y it s AT F fee d pip e withi n th e
mainshaft .
One-wa y Clutc h
Th e one-wa y clutc h i s positione d betwee n th e countershaf t 1s t gea r an d th e parkin g gear , wit h th e parkin g gea r spline d t o th e
countershaft . Th e 1s t gea r provide s th e oute r rac e surface , an d th e parkin g gea r provide s th e inne r rac e surface . Th e one -
wa y clutc h lock s u p whe n powe r i s transmitte d fro m th e mainshaf t 1s t gea r t o th e countershaf t 1s t gear .
The 1s t clutc h an d gear s remai n engage d in th e 1st , 2nd , 3rd , an d 4t h gea r range s i n th e o r position .
However, th e one-wa y clutc h disengage s whe n th e 2nd , 3rd , o r 4t h clutches/gear s ar e applie d in th e o r position .
Thi s i s becaus e th e increase d rotational speed o f th e gear s o n th e countershaf t override s th e lockin g "spee d range " o f th e
one-wa y clutch . Thereafter , th e one-wa y clutc h free-wheel s wit h th e 1s t clutc h stil l engaged .
COUNTERSHAF T 1S T GEA R
LOCK S
SPRA G
LOCKSFREE
PARKIN G GEA RNOTE : Vie w fro m rea r cove r side .
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FRONT

EXTENSION

SHAFT

SECONDARY

DRIVE GEAR

SECONDARY

DRIVEN GEAR

3RD CLUTCH

COUNTERSHAFT

3RD GEAR
DRIVE PLATE/RING GEAR

TORQUE CONVERTER

COUNTERSHAFT

SPEED SENSOR

COUNTERSHAFT 2ND GEAR

COUNTERSHAFT 4TH GEAR

REVERSE SELECTOR

COUNTERSHAFT

REVERSE GEAR

PARKING GEAR

COUNTERSHAFT 1ST GEAR

ONE-WAY CLUTCH

1ST-HOLD CLUTCH
MAINSHAFT SPEED SENSOR

MAINSHAFT 3RD GEAR

MAINSHAFT 2ND GEAR

2ND CLUTCH

4TH CLUTCH

MAINSHAFT 4TH GEAR

MAINSHAFT REVERSE GEAR

MAINSHAFT 1ST GEAR

1ST CLUTCH

MAINSHAFT

COUNTERSHAFT
ATF PUMP GEARSProCarManuals.com