wheel ACURA TL 1995 Service Repair Manual

Floor Jack

1. Set the parking brake, and block the wheels that are

not being lifted.

2. When lifting the rear of the vehicle, put the shift

lever in position.

3. Raise the vehicle high enough to insert the safety

stands.

4. Adjust and place the safety stands so the vehicle

will be approximately level, then lower the vehicle

onto them.
Always use safety stands when working on or under

any vehicle that is supported by only a jack.

Never attempt to use a bumper jack for lifting or

supporting the vehicle.

Front

Center the jack

bracket in the middle

of the jack lift platform.
JACK LIFT PLATFORM

Rear

Center the jack

bracket in the middle

of the jack lift platform.

JACK LIFT PLATFORMProCarManuals.com

Towing

If the vehicle needs to be towed, call a professional tow-

ing service. Never tow the vehicle behind another vehi-

cle with just a rope or chain. It is very dangerous.

Emergency Towing

There are three popular methods of towing a vehicle:

Flat-bed Equipment — The operator loads the vehicle on

the back of a truck. This is the best way of transporting the

vehicle.

Wheel Lift Equipment — The tow truck uses two pivoting

arms that go under the tires (front or rear) and lifts them

off the ground. The other two wheels remain on the

ground.

Sling-type Equipment — The tow truck uses metal cables

with hooks on the ends. These hooks go around parts of

the frame or suspension and the cables lift that end of

the vehicle off the ground. The vehicle's suspension and

body can be seriously damaged if this method of towing

is attempted.

If the vehicle cannot be transported by flat-bed, it should

be towed with the front wheels off the ground. If due to

damage, the vehicle must be towed with the front

wheels on the ground, do the following:

Release the parking brake.

Start the engine.

Shift to position, then position.

Turn off the engine.

CAUTION:

Improper towing preparation will damage the trans-

mission. Follow the above procedure exactly. If you

cannot shift the transmission or start the engine, the

vehicle must be transported on a flat-bed.

It is best to tow the vehicle no farther than 50 miles

(80 km), and keep the speed below 35 mph (55 km/h).

Trying to lift or tow the vehicle by the bumpers will

cause serious damage. The bumpers are not designed

to support the vehicle's weight.
Front:

TOWING HOOKS and

TIE DOWN BRACKETS

Rear:

TIE DOWN BRACKETSProCarManuals.com

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
LUBRICATION POINTS

Engine

Transmission

Brake Line (Includes Anti-lock brake 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

Trunk hinges

Door hinges upper and lower

Door opening detents

Hood hinges and hood latch

Brake pipe joint (Front and rear wheel house)

Caliper Piston seal, Dust seal,

Caliper pin, Piston

Power steering system

Differential

A/C compressor
LUBRICANT

API Service Grade: Use SH "Energy Conserving II" or SJ

"Energy Conserving" grade oil.

The oil container may also display the API Certification

mark shown below. Make sure it says "For Gasoline

Engines."

SAE Viscosity: See chart below.

Genuine Honda Premium Formula Automatic

Transmission Fluid (ATF)*1

Genuine Honda DOT3 Brake Fluid*2

Steering grease P/N 08733 - B070E

Multi-purpose grease

Honda White Lithium Grease

Rust preventives

Silicone grease

Genuine Honda Power Steering Fluid-V or S*3

Hypoid gear Oil API service GL4 or GL5

Viscosity:

at above -18°C (0°F): SAE 90

at less than -18°C (0°F): SAE 80 W-90

Compressor oil:

DENSO: ND-OIL8 (P/N 38897 - PR7 - A01 AH or 38899 -

PR7-A01)

(For Refrigerant: HFC-134a (R-134a))

API SERVICE LABEL
API CERTIFICATION MARK
Recommended Engine Oil

Engine oil viscosity for ambient temperature ranges

NOTE: The following information as marked *1, *2 and *3 on above chart details for 1997 model:

*1: Always use Genuine Honda Premium Formula Automatic Transmission Fluid (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-V or S. Using any other type of power steering fluid or automatic

transmission fluid can cause increase wear and poor steering in cold weather.ProCarManuals.com

Engine Removal/Installatio n
Removal (cont'd )
30. Remov e th e radiato r cap .
Us e car e whe n removin g th e radiato r
ca p to avoi d scaldin g b y ho t coolan t o r steam .
31 . Rais e th e hois t t o ful l height .
32 . Remov e th e fron t tires/wheel s an d splas h shield .
SPLAS H
SHIEL D
6 x 1. 0 m m9.8 N- m (1. 0 kgf-m , 7. 2 Ibf-ft )33. Drai n th e engin e coolan t (se e pag e 10-5 ).
• Loose n th e drai n plu g i n th e radiator .
34 . Drai n th e automati c transmissio n flui d (ATF) . Reinstal l
th e drai n plu g usin g a ne w washe r (se e sectio n 14 ).
35 . Drai n th e differentia l oil . Reinstal l th e drai n plu g
usin g a ne w washe r (se e sectio n 15 ).
36 . Drai n th e engin e oil . Reinstal l th e drai n bol t usin g a
ne w washe r (se e pag e 8-4 ).
37 . Remov e th e dampe r fork s (se e sectio n 18 ).
38 . Disconnec t th e suspensio n lowe r ar m bal l joint s wit h
th e specia l tool . Refe r t o sectio n 1 8 fo r th e prope r
procedure .
BALL JOIN T
REMOVER , 3 2 m m
07MA C - SL0010 0
CASTLE NU T14 x 2. 0 m m69 - 7 8 N- m(7. 0 - 8. 0 kgf-m ,
5 1 - 5 8 Ibf-ft ) COTTE
R PI N
Replace .
39. Remov e th e driveshaft s (se e sectio n 16 ).
NOTE : Coa t al l precisio n finishe d surface s wit h clea n
engin e oil . Ti e plasti c bag s ove r th e driveshaf t ends .
PLASTI CBAG
DRIVESHAF T
40. Disconnec t th e compresso r clutc h connector , the n
remov e th e A/ C compressor .
NOTE : D o no t disconnec t th e A/ C hoses .
COMPRESSO R CLUTC H
CONNECTO R
A/ C COMPRESSO R
8 x 1.2 5 mm22 N- m (2. 2 kgf-m ,
1 6 Ibf-ft )
ProCarManuals.com

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 parking. The secondary drive gear is integrated with the countershaft. The gears on the mainshaft are in con-

stant mesh with those on the countershaft. When certain combinations of gears in the transmission are engaged by clutch-

positions.

and
es, power is transmitted from the mainshaft to the countershaft to provide

Electronic Control

The electronic control system consists of a Powertrain Control Module (PCM), sensors, a linear 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 lin-

ear solenoid, the shift control solenoid valves and the ATF passage body. They are bolted on the lower part of the trans-

mission housing. The regulator valve body, the ATF pump body, and the accumulator body are bolted to the torque con-

verter housing.

The main valve body on '96 model 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 Clutch Pressure Control (CPC) valve. The main valve body on '97 model 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 on '96 model contains the 3-4 orifice control valve, the 4-3 shift timing valve, the modulator valve

and the accumulator pistons.The secondary valve body on '97 model contains the 3-4 orifice control valve, the 4-3 shift tim-

ing 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 linear 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 tim-

ing 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 accumulator 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 control solenoid valve the PCM 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 the clutch and its corresponding gear.

er 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 optimizes the tim-

ing 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, modulator pressure changes. The lock-

up control solenoid valves A and B are mounted on the torque converter housing, and are controlled by the PCM.

(cont'd)
Lock-up Mechanism

In
position, in 2nd, 3rd, and 4th, and
position in 3rd, pressurized fluid is drained from the back of the torque convert-ProCarManuals.com

Description
(cont'd)
Front wheel s locked ; parkin g brak e paw l engage d wit h parkin g gea r o n countershaft . Al l clutche s
released .
Reverse ; revers e clutc h engaged .
Al l clutche s released .
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 the c onsole .
position s throug h th e us e o f a slide-type , neutral-safet y switch .Starting i s possibl e onl y i nan d
Gea r Selectio n
Th e shif t leve r ha s seve n positions :
3r d gea r ranges . 1s
t gear .
2n d gea r an d
PARK ,REVERSE ,NEUTRAL,1st throug h 4t h gea r ranges .1st throug h
For 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 to
1st 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 .
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 -
u p mechanis m come s int o operatio n i n positio n in 2nd , 3r d an d 4t h gear .
ProCarManuals.com

Description

Clutches

The four-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears.

When the hydraulic pressure is introduced into the clutch drum, the clutch piston moves. This presses the friction discs

and steel plates together, locking them so they don't slip. Power is then transmitted through the engaged clutch pack to its

hub-mounted gear.

Likewise, when the hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates, and

they are free to slide past each. This allows the gear to spin independently of its shaft, transmitting no power.

1st Clutch

The 1st clutch, engages/disengages 1st gear, and is located at the middle of the mainshaft. The 1st clutch is joined back-to-

back to the 4th clutch. The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.

shaft. The 1st-hold clutch is supplied hydraulic pressure by its ATF feed pipe within the countershaft.
1st-hold Clutch

The 1st-hold clutch engages/disengages 1st-hold,
position or
position, and is located at the middle of the counter-

2nd Clutch

The 2nd clutch engages/disengages 2nd gear, and is located on the rear end of the mainshaft. The 2nd clutch is supplied

hydraulic pressure by its ATF feed pipe within the mainshaft.

3rd Clutch

The 3rd clutch engages/disengages 3rd gear, and is located at the end of the countershaft, opposite the rear cover. The

3rd clutch is supplied hydraulic pressure by a circuit connected to the internal hydraulic circuit.

4th Clutch

The 4th clutch engages/disengages 4th gear, and is located at the middle of the mainshaft. The 4th clutch is joined back-

to-back to the 1st clutch. The 4th clutch is supplied hydraulic pressure by a circuit connected to the internal hydraulic cir-

cuit.

Reverse Clutch

The reverse clutch engages/disengages reverse gear, and is located on the rear end of the countershaft. The reverse clutch is

supplied hydraulic pressure by its ATF feed pipe within the countershaft.

One-way Clutch

This transmission has two one-way clutches: the 1st gear one-way clutch and the 2nd gear one-way clutch. The 1st gear

one-way clutch is positioned between the countershaft 1st gear and the one-way clutch hub, with the one-way clutch hub

splined to the countershaft 2nd gear. The countershaft 1st gear provides the outer race surface, and the one-way clutch

hub provides the inner race surface. The 2nd gear one-way clutch is positioned between the countershaft 2nd gear and

the parking gear, with the parking gear splined to the countershaft. The countershaft 2nd gear provides the outer race sur-

face, and the parking gear provides the inner race surface. The one-way clutches lock up when power is transmitted from

the mainshaft 1st gear to the countershaft 1st gear. The 2nd gear one-way clutch locks up when power is transmitted from

the mainshaft 2nd gear to the countershaft 2nd gear.

The 1st clutch and gears remain engaged in the 1st, 2nd, 3rd, and 4th gear positions in the

the 1st gear one-way clutch disengages when the 2nd, 3rd, or 4th clutches/gears are applied in the

The sprags engage/

disengage outside

and inside of the

one-way clutch.
is because the increased rotational speed of the gears on the countershaft over-ride the locking "speed range" of the one-

way clutch. Thereafter, the one-way clutch freewheels with the 1st clutch still engaged.

INSIDE OF ONE-WAY

CLUTCH

Splined with counter-

shaft
OUTSIDE OF ONE-WAY

CLUTCH
position. However,
or

or

position. ThisProCarManuals.com

Position

The power flow when decelerating is as follows:

1. Rolling resistance from the road surface goes through the front wheels to the secondary drive gear, then to the counter-

shaft 1st gear via the 1st-hold clutch which is applied during deceleration.

2. The 1st gear one-way clutch disengages at this time because the application of torque is reversed.

3. The counterforce conveyed to the countershaft 1st gear turns the mainshaft 1st gear. At this time, since hydraulic pres-

sure is also applied to the 1st clutch, counterforce is also transmitted to the mainshaft. As a result, engine braking can

be obtained with 1st gear.

TORQUE CONVERTER

MAINSHAFT 1ST GEAR

MAINSHAFT

SECONDARY

DRIVER GEAR
COUNTERSHAFT

COUNTERSHAFT

1ST GEAR

SECONDARY DRIVEN GEAR

(cont'd)
1ST CLUTCH

1ST-HOLD

CLUTCHProCarManuals.com

Position

The power flow when decelerating is as follows:

1. Rolling resistance from the road surface goes through the front wheels to the secondary drive gear, then to the counter-

shaft 1st gear via the 1st-hold clutch which is applied during deceleration.

2. Power transmitted to the countershaft 1st gear is conveyed via the 1st gear one-way clutch on the inside of the counter-

shaft 1st gear to the countershaft 2nd gear. The 1st gear one-way clutch is used to drive the countershaft 2nd gear.

3. The 2nd gear one-way clutch disengages at this time because the application of torque is reversed.

4. The counter-force conveyed to the countershaft 1st gear turns the mainshaft 2nd gear. At this time, since hydraulic pres-

sure is applied to the 2nd clutch, counterforce is transmitted to the mainshaft. As a result, engine braking can be

obtained with 2nd gear.

TORQUE CONVERTER

MAINSHAFT

2ND GEAR
2ND CLUTCH

MAINSHAFT

COUNTERSHAFT
SECONDARY

DRIVE GEAR

1ST-HOLD

CLUTCH

COUNTERSHAFT

1ST GEAR
1ST GEAR

ONE-WAY CLUTCH
COUNTERSHAFT

2ND GEARProCarManuals.com

A/T Contro l Syste m
The PC M termina l voltag e an d measurin g condition s ar e show n fo r th e connecto r terminal s tha t ar e relate d t o th e A/ T con -
tro l system . Th e othe r PC M termina l voltag e an d measurin g condition s ar e describe d i n sectio n 11.
PC M CONNECTO R A (26P )
Termina l Numbe r
A1 to A11
A12
A13
A14 to A24
A2 5
A2 6
Signa l Descriptio n Measurin g Conditions/Termina l Voltag e
-see section 11 -
PG1
IGP 1
Groun d
Power suppl y syste m With ignitio n switc h O N (II) : Batter y
With ignitio n switc h OFF : 0 V
voltag e
- see section 11 -
PG2
LG1
Groun d
Groun d
PC M CONNECTO R B (16P )
Termina l Numbe r
B1
B 2 to B 8
B9
B10 to B12
B1 3
B14 to B16
Signa l
IGP2
Descriptio n
Power suppl y syste m
Measurin g Conditions/Termina l Voltag e
With ignitio n switc h O N (II) : Batter y voltag e
Wit h ignitio n switc h OFF : 0 V
- se e sectio n 1 1 -
LG 2Groun d
- se e sectio n 1 1 -
VS SVehicl e Spee d Senso r (VSS )
signa l Inpu tWith ignitio n switc h O N (II ) an d rotatin g fron t
wheels : 0V - 5V cycle
- see section 11 -
PCM CONNECTO R C (12P )
Termina l Numbe r
C1 t o C 4
C5
C6 to C12
Signa lDescriptio nMeasuring Conditions/Termina l Voltag e
-see sectio n 1 1 -
SC SServic e chec k signa l
With ignitio n switc h O N (II ) an d servic e chec k
connecto r open : 5 V
Wit h ignitio n switc h O N (II ) an d servic e chec k
connecto r connecte d wit h specia l tool : 0 V
- see section 11 -
PCM Termina l Voltage/Measurin g Condition s
ProCarManuals.com