1996 ACURA RL KA9 check transmission fluid

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

Position

As the engine turns, the ATF pump also starts to operate. Automatic transmission fluid (ATF) is drawn from (99) and dis-

charged into (1). Then, ATF flowing from the ATF pump becomes the line pressure (1). The line pressure (1) is regulated

by the regulator valve. The torque converter inlet pressure (92) enters (94) of the torque converter through the lock-up

shift valve and discharges into (90). The torque converter check valve prevents the torque converter pressure from rising.

Under this condition, the hydraulic pressure is not applied to the clutches as the manual valve stops line pressure (1).

NOTE:

• When used, "left" or "right" indicates direction on the hydraulic circuit.

• The hydraulic circuit is for '96 - '98 models. On '99 - 01 models, the 2nd accumulator is different.ProCarManuals.com

Fluid Leve l
Checking/Changin g
Checking
NOTE: Chec k th e flui d leve l wit h th e engin e a t norma l
operatin g temperatur e (th e radiato r fa n come s on) .
1 . Par k th e vehicl e o n leve l ground . Tur n of f th e engine .
2 . Remov e th e dipstic k (yello w loop ) fro m th e trans -
mission , an d wip e it wit h a clea n cloth .
DIPSTIC K (YELLO W LOOP )
3. Inser t th e dipstic k int o th e transmission . Mak e sur e
th e notc h i n th e rubbe r ca p fit s i n th e dipstic k guide ,
an d pus h th e dipstic k i n al l th e way .
4 . Remov e th e dipstic k an d chec k th e flui d level . I t
shoul d b e betwee n th e uppe r an d lowe r marks .
UPPER MAR K
5. I f th e leve l i s belo w th e lowe r mark , pou r th e recom -
mende d fluid * int o th e dipstic k tub e t o brin g i t t o th e
uppe r mark .
6 . Inser t th e dipstic k bac k i n th e transmission . Mak e
sur e th e notc h fit s i n th e dipstic k guide , an d th e dip -
stic k i s dow n al l th e way .
Changin g
1. Brin g th e transmissio n u p t o norma l operatin g tem -
peratur e (th e radiato r fa n come s on ) b y drivin g th e
vehicle . Par k th e vehicl e o n leve l ground , tur n th e
engin e off , an d remov e drai n plug .
NOTE : I f a coole r flushe r i s to b e used , se e pag e
14-19 5 an d 14-196 .
SEALIN G WASHE RReplace.
ATP PA N
DRAI N PLU G18 x 1. 5 m m49 N- m (5. 0 kgf-m , 3 6 Ibf-ft )
2. Reinstal l th e drai n plu g wit h a ne w washer , the n
refill th e transmissio n wit h th e recommende d fluid *
to th e uppe r mar k o n th e dipstick .
Automati c Transmissio n Flui d Capacity :
3.0 (3. 2 U S qt. , 2. 6 Imp . qt. ) a t chang e
8.6 (9. 1 U S qt. , 7. 6 Imp . qt. ) afte r overhau l
Recommende d Automati c Transmissio n Fluid :
Hond a AT F Z- 1 Automati c Transmissio n Flui d
(ATF) *
* Alway s us e Hond a AT F Z- 1 Automati c Transmissio n
Flui d (ATF) . Usin g a non-Hond a AT F ca n affec t shif t
quality .
LOWE R MAR K
ProCarManuals.com

Cooler Flushing

To prevent injury to face and eyes, always

wear safety glasses or a face shield when using the

transmission flusher.

NOTE: This procedure should be performed before rein-

stalling the transmission.

1. Check tool and hoses for wear or cracks before using.

Replace parts that are worn or cracked.

2. Using the measuring cup, fill the tank with 21 ounces

(approximately 2/3 full) of biodegradable flushing

fluid (J35944 - 20). Do not substitute with any other

fluid. Follow the handling procedure on the fluid

container.

3. Secure the flusher filler cap, and pressurize the tank

with compressed air to between 550 - 829 kpa (5.6 -

8.45 kgf/cm2, 80-120psi).

NOTE: The air line should be equipped with a water

trap to ensure a dry air system.

4. Hang the tool under the vehicle.

5. Attach the tank's discharge hose to the return line

of the transmission cooler using a clamp.

6. Connect the drain hose to the inlet line on the trans-

mission cooler using a clamp.

IMPORTANT:

Securely clamp the opposite end of the drain hose to a

bucket or floor drain.

TRANSMISSION

DISCHARGE

HOSE

BUCKET
TRANSMISSION COOLER

FLUSHER

Commercially Available

Kent-Moore J38405-A

or equivalent
7. With the water and air valves off, attach the water and

air supplies to the flusher. (Use hot water if available.)

OFF

VALVE

8. Turn on the flusher water valve so water will flow

through the cooler for 10 seconds.

NOTE: If water does not flow through the cooler, it

is completely plugged, cannot be flushed, and must

be replaced.

9. Depress the trigger to mix the flushing fluid into the

water flow. Use the wire clip to hold the trigger down.

10. While flushing with the water and flushing fluid for

2 minutes, turn the air valve on for 5 seconds every

15-20 seconds to create a surging action.

AIR PRESSURE: MAX 845 kpa (8.45 kgf/cm2, 120 psi)

11. Turn the water valve off. Release the trigger, then

reverse the hoses to the cooler so you can flush in

the opposite direction. Repeat steps 8 through 10.

12. Release the trigger, and rinse the cooler with water

only for 1 minute.

13. Turn the water valve off, and turn off the water supply.

14. Turn the air valve on to dry the system out with air

for two full minutes or until no moisture is visible

leaving the drain hose.

CAUTION: Residual moisture in the cooler or lines

can damage the transmission.

15. Remove the flusher from the cooler line. Attach the

drain hose to a container.

16. Install the transmission, and leave the drain hose

attached to the cooler line.
WaterProCarManuals.com