1995 ACURA TL ECO mode

Fuel Suppl y Syste m
Fuel Pressur e Regulato r
Descriptio n
Th e fue l pressur e regulato r maintain s a constan t fue l pres -
sur e to th e fue l injectors . Whe n th e differenc e betwee n th e
fue l pressur e an d manifol d pressur e exceed s 25 0 kP a
(2.5 5 kgf/cm
2, 36. 3 psi) , th e diaphrag m is pushe d
upward , an d th e exces s fue l i s fe d bac k int o th e fue l tan k
throug h th e retur n line .
CLOSED :
INTAKE MANIFOL DVACUUM
DIAPHRAG M
FUELINLE T
OPEN :INTAK E MANIFOL DVACUUM
FUEL RETUR N DIAPHRAG
M
FUE L
INLE T
Testin g
Do no t smok e durin g th e test . Kee p ope n
flame s awa y fro m you r wor k area .
1 . Attac h th e specia l too l t o th e servic e por t o n th e fue l
rai l ('9 7 - 9 8 models : fue l filter ) (se e pag e 11-120 ).
2 . Star t th e engine .
Pressur e shoul d be :
26 0 - 31 0 kP a (2.6 5 - 3.1 5 kgf/cm
2, 3 8 - 4 5 psi )
(wit h th e fue l pressur e regulato r vacuu m hos e dis -
connecte d an d pinched )
'9 6 model :
FUELPRESSUR EGAUGE07406 - 0040001
CLAMP FUE
LPRESSUR EREGULATO R
'97 - 9 8 models :
FUELPRESSUR EREGULATO R FUE
L
PRESSUR E
GAUG E
07406 - 004000 1
FUELFILTE R
3. Reconnec t th e vacuu m hos e t o th e fue l pressur e
regulator .
4 . Chec k tha t th e fue l pressur e rise s whe n th e vacuu m
hos e fro m th e fue l pressur e regulato r i s disconnecte d
again . I f th e fue l pressur e di d no t rise , replac e th e
fue l pressur e regulator .
CLAMP
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Fuel Filte r
Replacemen t
• D o no t smok e whil e workin g o n fue l system .
Kee p ope n flam e awa y fro m you r wor k area .
• Whil e replacin g th e fue l filter , b e carefu l t o kee p a saf e
distanc e betwee n batter y terminal s an d an y tools .
Th e fue l filte r shoul d b e replace d wheneve r th e fue l pres -
sur e drop s belo w th e specifie d valu e [26 0 - 31 0 kP a
(2.6 5 - 3.1 5 kgf/cm
2, 37. 7 - 44. 8 psi ) wit h th e fue l pressur e
regulato r vacuu m hos e disconnecte d an d pinched ] afte r
makin g sur e tha t th e fue l pum p an d th e fue l pressur e
regulato r ar e OK .
1 . Mak e sur e yo u hav e th e anti-thef t cod e fo r th e radio ,
the n writ e dow n th e frequencie s fo r th e radio' s pre -
set buttons .
2. Disconnec t th e batter y negativ e cabl e fro m th e bat -
ter y negativ e terminal .
3 . Plac e a sho p towe l unde r an d aroun d th e fue l filter .
4 . Reliev e fue l pressur e (se e pag e 11-119 ).
5 . Remov e th e banj o bol t an d th e fue l fee d pip e whil e
supportin g th e fue l filte r wit h anothe r wrench , a s
shown .
6 . Remov e th e fue l filte r clam p an d fue l filter .
7 . Whe n assembling , us e ne w washer s a s shown .
NOTE : Clea n th e flare d join t o f hig h pressur e hose s
thoroughl y befor e reconnectin g them .
'96 model :
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Emission Contro l Syste m
Evaporativ e Emissio n (EVAP ) Control s (cont'd )
'97 - 9 8 models :
INTAKE
MANIFOL DTHROTTL EBODY
FromNo. 4 EC U (PCM )(20 A ) FUS E
(i n th e under-das h
fuse/rela y box )
EVAP CONTROL CANISTERVENT SHUT VALVE
EVAP TWO WAY VALVE
EVAPCONTROLCANISTER
VARIOU SSENSOR S
EVAP BYPAS SSOLENOI D VALV E
FUEL TAN K
FUE L TAN K
PRESSUR E
SENSO RFUE
L TAN K
EVA P VALV E FUE
L FIL L CA P
PCM
EVA P PURG ECONTRO LSOLENOI D VALV E
EVAP THRE EWAY VALV E
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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, 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

ATF DIPSTICK

RING GEAR

TORQUE

CONVERTER

4TH CLUTCH

1ST CLUTCH

2ND CLUTCH

MAINSHAFT

COUNTERSHAFT
EXTENSION

SHAFT

SECONDARY

DRIVEN GEAR

3RD CLUTCH

REVERSE

CLUTCH
1ST-HOLD

CLUTCH
DIFFERENTIAL

ASSEMBLY

NOTE: The illustration shows '96 model; '97 - '98 models are similar.ProCarManuals.com

MAINSHAFT 3RD
GEAR
MAINSHAFT 4TH
GEA R
4TH CLUTCH
1ST CLUTCH
MAINSHAFT 1STGEAR
MAINSHAFT 2NDGEAR
2ND CLUTCH
MAINSHAF T REVERS EGEAR
DIFFERENTIA L
EXTENSIO N SHAF T
SECONDAR Y DRIV E
GEAR
3RD CLUTC H
SECONDAR Y DRIVE N GEA R
COUNTERSHAF T 3R D
GEA R
COUNTERSHAF T 4T HGEA R
1ST-HOL D CLUTC H
1ST-GEA R ONE-WA Y
CLUTC H
COUNTERSHAF T 1S T GEA R
ONE-WA Y CLUTC H HU B
COUNTERSHAF T 2N D GEA R
2ND-GEA R ONE-WA Y
CLUTC H
PARKIN G GEA R
REVERS E CLUTC H
COUNTERSHAF T REVERS E
GEAR
MAINSHAF T COUNTERSHAF T
NOTE: Th e illustratio n show s '9 6 model ; '9 7 - '9 8 model s ar e similar .
FRONT
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Description
NOTE:
Shift schedule s betwee n 3r d an d 4t h gea r store d i n th e PC M enabl e th e PCM' s fuzz y logi c t o automaticall y selec t th e
mos t suitabl e gea r accordin g t o th e magnitud e o f a gradient .
Fuzz y logi c i s a for m o f artificia l intelligenc e tha t let s computer s respon d t o changin g condition s muc h lik e a huma n
mind would .
Descendin g Contro l
whe n th e throttl e is close d become s faste r tha n th e se t spee d fo r fla t roa d drivin g t o wide n th e 3r d gea r drivin g area .
This, i n combinatio n wit h engin e brakin g fro m th e deceleratio n lock-up , achieve s smoot h drivin g whe n th e vehicl e is
descending .
Ther e ar e tw o descendin g mode s wit h differen t 3r d gea r drivin g area s accordin g t o th e magnitud e o f a gradien t store d i n
th e PCM .
When th e vehicl e is in 4t h gear , an d yo u ar e deceleratin g o n a gradua l hill , o r whe n yo u ar e applyin g th e brake s o n a stee p
hill, the transmissio n will downshif t to 3r d gear . Whe n you accelerate , the transmissio n will the n retur n to 4t h gear .
Electroni c Contro l Syste m (cont'd )
Ascendin g Contro l
3r d gea r t o preven t th e transmissio n fro m frequentl y shiftin g betwee n 3r d an d 4t h gears , s o th e vehicl e ca n ru n smoot h
an d hav e mor e powe r whe n needed . position
, th e syste m extend s th e engagemen t are a o f
Whe n th e PC M determine s tha t th e vehicl e i s climbin g a hil l i n
ASCENDIN G MOD E DESCENDIN G MOD E
Deceleratio n Contro l
Whe n th e vehicl e goe s aroun d a corner , an d need s to decelerat e firs t an d the n accelerate , th e PC M set s th e dat a fo r deceleratio n
contro l t o reduc e th e numbe r o f time s th e transmissio n shifts . Whe n th e vehicl e i s deceleratin g fro m speed s abov e 3 0 mp h
(4 8 km/h) , th e PC M shift s th e transmissio n fro m 4t h to 2n d earlie r tha n norma l t o cop e wit h upcomin g acceleration .
Whe
n th e PC M determine s tha t th e vehicl e i s goin g dow n a hil l i n position , th e shift-u p spee d fro m 3r d t o 4t h gea r
3RD/4T H SHIFTIN GCHARACTERISTIC SCONTROL ARE A
Flat roa dmod e
. Stee p descendin gmode
Gradua l descendin gmode
Vehicl e spee dmph (km/h )Vehicle spee dmph (km/h )
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Description

The hydraulic control system is controlled by the ATF pump, valves, and accumulators in the valve bodies. The ATF pump

is driven by splines on the end of the torque converter which is attached to the engine.

Fluid from the ATF pump flows through the regulator valve to maintain specified pressure through the main valve body to

the manual valve, directing pressure to each of the clutches.

The valve body includes the main valve body, the secondary valve body, the ATF pump body, the regulator valve body,

the throttle valve body, and the accumulator body. The throttle valve body is joined with the linear solenoid.

The shift control solenoid valves A and B are bolted to the secondary valve body. The lock-up control solenoid valve assem-

bly is bolted to the outside of the torque converter housing.

ATF PUMP BODY

ACCUMULATOR BODY

SHIFT CONTROL

SOLENOID VALVE

A/B

REAR COVER

REGULATOR VALVE

BODY

THROTTLE VALVE BODY

SECONDARY VALVE BODY

MAIN VALVE BODY

ATF PASSAGE

NOTE: The illustration shows '96 model; '97 - '98 models are similar.
Hydraulic ControlProCarManuals.com