2006 ACURA CSX check transmission fluid

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General Operation
Torque Converter, Gears, and Clutches
Electronic Control
Hydraulic Control
Shift Control Mechanism
Lock-up Mechanism
14-28Automatic Transmission
System Description
The automatic transmission is a combination of a three-element torque converter and triple-shaft electronically
controlled unit which provides five speeds forward and one in reverse. The entire unit is positioned in line with the
engine.
The torque converter consists of a pump, turbine, and stator assembly in a single unit. The converter housing (pump)
is connected to the engine crankshaft and turns as the engine turns. Around the outside of the torque converter is a
ring gear which meshes with the starter drive gear 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 three
parallel shafts; the mainshaft, the countershaft, and the secondary shaft. The mainshaft is in line with the engine
crankshaft, and includes the 4th and 5th clutches, and gears for 5th, 4th, reverse, and idler. The mainshaft reverse gear
is integral with the mainshaft 4th gear. The countershaft includes the gears for 1st, 2nd, 3rd, 4th, 5th, reverse, park,
and the final drive. The final drive gear is integral with the countershaft. The countershaft 4th gear and the
countershaft r
everse gear can be locked to the countershaft providing 4th or r everse gear, depending on which way
the selector is moved. The secondary shaft includes the 1st, 2nd, and 3rd clutches, and gears for 1st, 2nd, 3rd, and
idler. The idler gear shaft is located between the mainshaft and the secondary shaft, and the idler gear transmits
power between the mainshaft and the secondary shaft. The gears on the mainshaft and the secondary shaft are in
constant mesh with those on the countershaft. When certain combinations of gears in the transmission are engaged
by the clutches, power is transmitted through the mainshaft, then to the secondary shaft to the countershaft, or
through the mainshaft to the countershaft to provide drive.
The electronic control system consists of the powertrain control module (PCM), sensors, and shift solenoid valves.
Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located in
the engine compartment.
The valve bodies include the main valve body, the regulator valve body, and the servo body. They are bolted to the
torque converter housing. The main valve body contains the manual valve, shift valves A, B, C, and E, the relief valve,
the lock-up control valve, the cooler check valve, the servo control valve, and the ATF pump gears. The regulator valve
body contains the regulator valve, the torque converter check valve, the lock-up shift valve, and the 1st and 3rd
accumulators. The servo body contains the servo valve, shift valve D, the accumulators for 2nd, 4th, and 5th, and shift
solenoid valves A, B, C, D, and E. Fluid from the regulator passes through the manual valve to the various control
valves. The 1st, 3rd, and 5th clutches receive fluid from their respective feed pipes, and the 2nd and 4th clutches
receive fluid from the internal hydraulic circuit.
To shift gears, the PCM controls shift solenoid valves A, B, C, D, and E, and A/T clutch pressure control solenoid valves
A, B, and C, while receiving input signals from various sensors and switches located throughout the vehicle. The shift
solenoid valves shift the positions of the shift valves to switch the port leading hydraulic pressure to the clutch. A/T
clutch pressure control solenoid valves A, B, and C regulate their respective pressure, and pressurize the clutches to
engage them and their corresponding gears. The pressure of the A/T clutch pressure control solenoid valves also
applies to the shift valves to switch the port.
The lock-up mechanism operates in D (2nd, 3rd, 4th, and 5th gears). The pressurized fluid is drained from the back of
the torque converter through a fluid passage, causing the torque converter clutch 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
the hydraulic control, the PCM optimizes the timing and volume of the lock-up mechanism. When shift solenoid valve
E is turned on by the PCM, shift solenoid valve E pressure switches the lock-up shift valve on and off. A/T clutch
pressure control solenoid valve A and the lock-up control valve control the degree of lock-up.
08/08/21 14:37:16 61SNR030_140_0030
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DYNOMITE -2009-

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Electronic Control System
Functional Diagram
14-39
*1: ’06-07 models
*2: ’08-09 models Engine RPM Signal
Accelerator Pedal
Position Sensor Signal
Barometric Pressure
Sensor Signal
Manifold Absolute
Pressure Sensor Signal
ATF Temperature
Sensor Signal
Service Check SignalTransmission
Range
Switch
Signal
Brake Pedal Position
Switch Signal PGM-FI Control
System
PCM
A/T Control System Shift Control
 Ascending Control
 Descending
Control
 D-paddle Shift
Control

Clutch Pressure
Control
Lock-up Control
Shift Lock Control Shift Lock Solenoid
Vehicle Speed Signal
Data Link Connector Shift Solenoid Valve E
Shift Solenoid Valve D Shift Solenoid Valve C Shift Solenoid Valve B
Shift Solenoid Valve A
F-CAN Line
Automatic
Five-speed and
ReverseLock-up
ON/OFF
Lock-up
Conditions
Sequential
Sportshift
Control Gauge Control Module
(Tach) A/T Gear
Position Indicator
Engine Coolant
Temperature Sensor Signal
2ndClutchTransmission
Fluid Pressure Switch Signal ABS Modulator-Control
Unit Signal (via F-CAN line)*
Output Shaft (Countershaft)
Speed Sensor Signal
Paddle Shifter /
(Upshift/Downshift Switch) 3rdClutchTransmission
Fluid Pressure Switch Signal
1
VSA Modulator-Control
Unit Signal (via F-CAN line)*2
Input Shaft (Mainshaft)
Speed Sensor Signal
Grade Logic Control
Self-diagnosis/
Fail-safe Function
Communication and
Output Function
A/TClutchPressure
Control Solenoid Valve C A/TClutchPressure
Control Solenoid Valve B A/TClutchPressure
Control Solenoid Valve A
The electronic control system consists of the powertrain control module (PCM), sensors, and solenoid valves.
Shifting and lock-up are electronically controlled for comfortable driving under all conditions.
The PCM receives input signals from sensors, switches, and other control units, processes data, and outputs signals
for the engine control system and the A/T control system. The A/T control system includes shift control, grade logic
control, clutch pressure control, and lock-up control.
The PCM switches the shift solenoid valves and the A/T clutch pressure control solenoid valves ON and OFF to control
gear selection and torque converter clutch lock-up.
(cont’d)
08/08/21 14:38:21 61SNR030_140_0041
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DYNOMITE -2009-

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PCM A/T Control System Inputs and Outputs
PCM CONNECTOR A (44P) Wire Color Terminal Name Description Signal
PCM CONNECTOR B (44P) Wire Color Terminal Name Description SignalTerminalNumber
Terminal Number
14-49
A (44P) B (44P) C (44P)
PCM Connector Terminal Locations
A27 PNK SLS (SHIFT LOCK
SOLENOID) Drives shift lock solenoid With ignition switch ON (II), in P, brake pedal
pressed, and accelerator released: about battery
voltage
A31 BRN SCS (SERVICE CHECK SIGNAL) Detects service check signal With service check signal shorted using HDS: about
0V
With service check signal opened: about 5.0 V
A36 WHT CANH (CAN COMMUNICATION SIGNAL
HIGH) Sends and receives
communication signal
With ignition switch ON (II): about 2.5 V (pulses)
A37 RED CANL (CAN COMMUNICATION SIGNAL
LOW) Sends and receives
communication signal
With ignition switch ON (II): about 2.5 V (pulses)
A40 LT GRN BKSW (BRAKE PEDAL POSITION SWITCH) Detects brake pedal
position switch signalWith brake pedal pressed: about battery voltage
With Brake pedal released: about 0 V
NOTE: Standard battery voltage is about 12 V.


B1 BLK/RED
BLKPG2 (POWER GROUND) Ground circuit for PCM
circuitLess than 1.0 V at all times
B8 BLU/RED OP2SW (2ND CLUTCH TRANSMISSION FLUID
PRESSURE SWITCH) Detects 2nd clutch
transmission fluid pressure
switch signalWith ignition switch ON (II):
Without 2nd clutch pressure: about 5.0 V
With 2nd clutch pressure: about 0 V
NOTE: Standard battery voltage is about 12 V.
*1: ’06 model
*2: ’07-09 models
(cont’d)
*1
*2
Terminal side of female terminals
08/08/21 14:38:26 61SNR030_140_0051
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DYNOMITE -2009-

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Hydraulic Controls (cont’d)
Main Valve Body
Regulator Valve Body
14-54Automatic Transmission
System Description (cont’d)
MAIN VALVE BODY
SHIFT VALVE C
COOLER CHECK VALVE
LOCK-UP CONTROL VALVE
SHIFT VALVE E
SERVO CONTROL VALVE RELIEF VALVE
MANUAL VALVE
SHIFT VALVE B
SHIFT VALVE A
ATF PUMP DRIVEN GEAR
ATF PUMP DRIVE GEAR
TORQUE CONVERTER
CHECK VALVE LOCK-UP SHIFT VALVEREGULATOR VALVE BODY
3RD ACCUMULATOR
1ST ACCUMULATOR
REGULATOR VALVE
The main valve body contains the manual valve, shift valves A, B, C, and E, the relief valve, the lock-up control valve,
the cooler check valve, the servo control valve, the ATF pump drive gear, and the ATF pump driven gear. The primary
function of the main valve body is to switch fluid pressure on and off and to control hydraulic pressure going to the
hydraulic control system.
The regulator valve body contains the regulator valve, the torque converter check valve, the lock-up shift valve, and
the 1st and 3rd accumulators.
08/08/21 14:38:28 61SNR030_140_0056
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DYNOMITE -2009-

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Hydraulic Flow
Distribution of Hydraulic Pressure
Hydraulic Pressure at the Port for use in the hydraulic circuitPortNo. Hydraulic Pressure Port
No.Hydraulic Pressure
14-57
As the engine turns, the ATF pump starts to operate. Automatic transmission fluid (ATF) is drawn through the ATF
strainer (filter) and discharged into the hydraulic circuit. Then, ATF flowing from the ATF pump becomes line pressure
that is regulated by the regulator valve. Torque converter pressure from the regulator valve enters the torque
converter through the lock-up shift valve, and it is discharged from the torque converter. The torque converter check
valve prevents torque converter pressure from rising.
The PCM switches shift solenoid valves ON and OFF. The shift solenoid valve intercepts line pressure from the ATF
pump via the manual valve when the shift solenoid valve is OFF. When the shift solenoid valve is turned ON by the
PCM, line pressure changes to shift solenoid valve pressure at the shift solenoid valve, then the shift solenoid valve
pressure flows to the shift valve. Applying shift solenoid pressure to the shift valves moves the position of the shift
valve, and switches the port of the hydraulic circuit. The PCM also controls A/T clutch pressure control solenoid valves
A, B, and C. The A/T clutch pressure control solenoid valves regulate hydraulic pressure, and applies pressure to the
clutches to engage smoothly. The clutches receive optimum clutch pressure which is regulated by the A/T clutch
pressure control solenoid valves for comfortable driving and shifting under all conditions.
1 Line SB Shift solenoid valve B
3 Line SC Shift solenoid valve C
3’ Line SD Shift solenoid valve D 4 Line SE Shift solenoid valve E
4’ Line 10 1st clutch
4’’ Line 20 2nd clutch 7 Line 30 3rd clutch
1A 40 4th clutch 1B 50 5th clutch
3A 55 A/T clutch pressure control solenoid valve A 3B 55’ A/T clutch pressure control solenoid valve A
3C 56 A/T clutch pressure control solenoid valve B
5A 57 A/T clutch pressure control solenoid valve C 5B 90 Torque converter
5C 91 Torque converter
5D 92 Torque converter 5E 93 ATF cooler5F 94 Torque converter
5G A/T clutch pressure control solenoid valve B 95 Lubrication 5H A/T clutch pressure control solenoid valve C 96 Torque converter 5J A/T clutch pressure control solenoid valve C 97 Torque converter
5K A/T clutch pressure control solenoid valve C 99 Suction 5L A/T clutch pressure control solenoid valve C X Drain
5N A/T clutch pressure control solenoid valve C HX High position drain
SA Shift solenoid valve A AX Air drain
(cont’d)
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve A
Line or A/T clutch pressure control solenoid valve B
Line or A/T clutch pressure control solenoid valve A or
B
08/08/21 14:38:29 61SNR030_140_0059
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Hydraulic Flow (cont’d)
N Position
14-58Automatic Transmission
System Description (cont’d)
TORQUE
CONVERTER
2ND
ACCUMU-
LATOR2ND
CLUTCH
3RD
CLUTCH 4TH
CLUTCH5TH
CLUTCH
4TH
ACCUMULATOR
TORQUE
CONVERTER
CHECK
VALVE SHIFT
SOLENOID
VALVES
SHIFT
VALVE D
SHIFT
VALVE A
LOCK-UP
SHIFT
VALVE
LOCK-UP
CONTROL
VALVE
RELIEF VALVE
COOLER
CHECK
VALVE
ATF
COOLER REGULATOR
VALVE SERVO VALVE SERVO
CONTROL
VALVE
MANUAL VALVE ATF PUMP
3RD CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
1ST
CLUTCH
A/T CLUTCH
PRESSURE CONTROL
SOLENOID VALVES
3RD
ACCUMULATOR
1ST
ACCUMULATOR
5TH
ACCUMULATOR
2ND CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
SHIFT
VALVE
C
SHIFT
VALVE
B SHIFT
VALVE E
20
30 50
SB
1
SA
5B
5A
SC
5K 5B
5C
4
4
3B4
5A
5F SB
55 1
90
94
SE
94
91
96 93
7
55
90
95
90
93
93
99 192
1
95 HX
1B 3
3’ 4
5G
91
X X
X
X
X X
10
97
93 X
95
56 40
50
10
55’ 90 96
X 7 AX
AX
HX
4’’3A
3A
71A
3
3’
3C
5N 5E
3C
5L
5J
SA
40
X 5F
5H
10
1
55
1 56
4’’ 57
4
95
30 30
95
10 40
20
57 X
XX
X
5H 5G 5E5C
X
X 92 X
5N 55’
50 30 1A
5K
92 4’X
5J5L
55’
1
57
SD
XX
SE
X X 3
X
57
SE
1
20
XX 1B 20X
X
3A X X
X
X
X
SC
SD
AX
3B
X 4’
X
X
AX
X
X
AX
X
X
IDLER
SHAFT
COUNTER-
SHAFT
SECONDARY
SHAFT MAINSHAFT IDLER GEAR
FINAL DRIVE
GEAR
A: OFF
B: ON
C: ON
D: OFF
E: OFF
A
B
C
The PCM controls the shift solenoid valves. The conditions of the shift solenoid valves and positions of the shift valves
are as follows:  Shift solenoid valve A: OFF, and shift valve A remains on the right side
 Shift solenoid valve B: ON, and shift valve B moves to the left side
 Shift solenoid valve C: ON, and shift valve C moves to the left side
 Shift solenoid valve D: OFF, and shift valve D remains on the left side
 Shift solenoid valve E: OFF, and shift valve E remains on the left side
Line pressure (1) flows to the shift solenoid valves and A/T clutch pressure control solenoid valve A. Under this
condition, hydraulic pressure is not applied to the clutches.
NOTE: When used, ‘‘left’’ or ‘‘right’’ indicates direction on the hydraulic circuit.
08/08/21 14:38:31 61SNR030_140_0060
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DYNOMITE -2009-

Î1st gear shifting from N position
14-59
TORQUE
CONVERTER
2ND
ACCUMU-
LATOR2ND
CLUTCH
3RD
CLUTCH 4TH
CLUTCH5TH
CLUTCH
4TH
ACCUMULATOR
TORQUE
CONVERTER
CHECK
VALVE SHIFT
SOLENOID
VALVES
SHIFT
VALVE D
SHIFT
VALVE A
LOCK-UP
SHIFT
VALVE
LOCK-UP
CONTROL
VALVE
RELIEF VALVE
COOLER
CHECK
VALVE
ATF
COOLER REGULATOR
VALVE SERVO VALVE SERVO
CONTROL
VALVE
MANUAL VALVE ATF PUMP
3RD CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
1ST
CLUTCH
A/T CLUTCH
PRESSURE CONTROL
SOLENOID VALVES
3RD
ACCUMULATOR
1ST
ACCUMULATOR
5TH
ACCUMULATOR
2ND CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
SHIFT
VALVE
C
SHIFT
VALVE
B SHIFT
VALVE E
20
30 50
SB
1
SA
5B
5A
SC
5K 5B
5C
4
4
3B4
5A
5F SB
55 1
90
94
SE
94
91
96 93
7
55
90
95
90
93
93
99 192
1
95 HX
1B 3
3’ 4
5G
91
X X
X
X
X X
10
97
93 X
95
56 40
50
10
55’ 90 96
X 7 AX
AX
HX
4’’3A
3A
71A
3
3’
3C
5N 5E
3C
5L
5J
SA
40
X 5F
5H
10
1
55
1 56
4’’ 57
4
95
30 30
95
10 40
20
57 X
XX
X
5H 5G 5E5C
X
X 92 X
5N 55’
50 30 1A
5K
92 4’X
5J5L
55’
1
57
SD
XX
SE
X X 3
X
57
SE
1
20
XX 1B 20X
X
3A X X
X
X X
SC
SD
AX
3B
X 4’
X
X
AX
X
X
AX
X
X
A: OFF
B: ON
C: ON
D: OFF
E: OFF
A
B
C
IDLER
SHAFT
COUNTER-
SHAFT
SECONDARY
SHAFT MAINSHAFT IDLER GEAR
FINAL DRIVE
GEAR
The shift solenoid valves remain the same as in N when shifting to D from N. The manual valve is moved to the D
position, and uncovers line pressure port (4) leading to A/T clutch pressure control solenoid valve C. Hydraulic
pressure to the 1st clutch from A/T clutch pressure control solenoid valve A is created as shift solenoid valve A OFF,
and B and C remain ON. A/T clutch pressure control solenoid valve A pressure (55) changes to 1st clutch pressure (10)
at shift valve B, and flows to the 1st clutch. The 1st clutch is engaged gently when shifting to D from N.
NOTE: When used, ‘‘left’’ or ‘‘right’’ indicates direction on the hydraulic circuit.
(cont’d)
08/08/21 14:39:21 61SNR030_140_0061
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DYNOMITE -2009-

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Hydraulic Flow (cont’d)
Driving in 1st gear in D and S with automatic shift mode
14-60 Automatic Transmission
System Description (cont’d)
TORQUE
CONVERTER
2ND
ACCUMU-
LATOR2ND
CLUTCH
3RD
CLUTCH 4TH
CLUTCH5TH
CLUTCH
4TH
ACCUMULATOR
TORQUE
CONVERTER
CHECK
VALVE SHIFT
SOLENOID
VALVES
SHIFT
VALVE D
SHIFT
VALVE A
LOCK-UP
SHIFT
VALVE
LOCK-UP
CONTROL
VALVE
RELIEF VALVE
COOLER
CHECK
VALVE
ATF
COOLER REGULATOR
VALVE SERVO VALVE SERVO
CONTROL
VALVE
MANUAL VALVE ATF PUMP
3RD CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
1ST
CLUTCH
A/T CLUTCH
PRESSURE CONTROL
SOLENOID VALVES
3RD
ACCUMULATOR
1ST
ACCUMULATOR
5TH
ACCUMULATOR
2ND CLUTCH
TRANSMISSION FLUID
PRESSURE SWITCH
SHIFT
VALVE
C
SHIFT
VALVE
B SHIFT
VALVE E
20
30 50
SB
1
SA
5B
5A
SC
5K 5B
5C
4
4
3B4
5A
5F SB
55 1
90
94
SE
94
91
96 93
7
55
90
95
90
93
93
99 192
1
95 HX
1B 3
3’ 4
5G
91
X X
X
X
X X
10
97
93 X
95
56 40
50
10
55’ 90 96
X 7 AX
AX
HX
4’’3A
3A
71A
3
3’
3C
5N 5E
3C
5L
5J
SA
40
X 5F
5H
10
1
55
1 56
4’’ 57
4
95
30 30
95
10 40
20
57 X
XX
X
5H 5G 5E5C
X
X 92 X
5N 55’
50 30 1A
5K
92 4’X
5J5L
55’
1
57
SD
XX
SE
X X 3
X
57
SE
1
20
XX 1B 20X
X
3A X X
X
X X
SC
SD
AX
3B
X 4’
X
X
AX
X
X
AX
X
X
A: ON
B: ON
C: ON
D: OFF
E: OFF
A
B
C
IDLER
SHAFT
COUNTER-
SHAFT
SECONDARY
SHAFT MAINSHAFT IDLER GEAR
FINAL DRIVE
GEAR
The PCM turns shift solenoid valve A ON, B and C remain ON, and D and E remain OFF. Shift solenoid valve A
pressure (SA) is applied to the right side of shift valve A. Shift valve A is moved to the left side to uncover the line
pressure port leading to the 1st clutch, and to cover the A/T clutch pressure control solenoid valve pressure port.
Fluid flows to the 1st clutch by way of:
Line pressure (1) Shift valve D Line pressure (1A) Shift valve A Line pressure (1B) Manual valve Line
pressure (5A) Shift valve C Line pressure (5B) Shift valve B 1st clutch pressure (10) 1st clutch
The 1st clutch pressure (10) is applied to the 1st clutch, and the 1st clutch is engaged securely.
NOTE: When used, ‘‘left’’ or ‘‘right’’ indicates direction on the hydraulic circuit.
08/08/21 14:39:22 61SNR030_140_0062
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DYNOMITE -2009-