2006 ACURA CSX Air intake


Vacuum Hose Routing
K20Z2 engine
11-21
EVAPORATIVE EMISSION
(EVAP) CANISTER PURGE VALVETo
EVAPORATIVE
EMISSION (EVAP)
CANISTER
INTAKE AIR
BYPASS CONTROL
THERMAL VALVE
FRONT OF
VEHICLE
(cont’d)
08/08/21 14:12:40 61SNR030_110_0021
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Vacuum Hose Routing (cont’d)
K20Z3 engine
11-22Fuel and Emissions Systems
System Description (cont’d)
EVAPORATIVE EMISSION
(EVAP) CANISTER PURGE VALVE
To
EVAPORATIVE
EMISSION (EVAP)
CANISTER
INTAKE AIR
BYPASS CONTROL
THERMAL VALVE
FRONT OF
VEHICLE
08/08/21 14:12:40 61SNR030_110_0022
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Vacuum Distribution
K20Z2 engine
11-23
3ENGINE
COOLANT
9
5 18
4
6
7
8 20
19 2 26
16
15
25
11 13
14
10 21
23
12 ATMOSPHERE
1
ENGINE
COOLANT
24
17ATMOSPHERE
22
MASS AIR FLOW (MAF) SENSOR/
INTAKE AIR TEMPERATURE (IAT) SENSOR
AIR FUEL RATIO (A/F) SENSOR (SENSOR 1)
SECONDARY HEATED OXYGEN SENSOR
(SECONDARY HO2S) (SENSOR 2)
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
ENGINE COOLANT TEMPERATURE (ECT) SENSOR 1
CRANKSHAFT POSITION (CKP) SENSOR
KNOCK SENSOR
CAMSHAFT POSITION (CMP) SENSOR B
CAMSHAFT POSITION (CMP) SENSOR A
THROTTLE BODY
INJECTOR
FUEL PRESSURE REGULATOR
FUEL FILTER
FUEL PUMP
FUEL TANK INTAKE AIR RESONATOR
POSITIVE CRANKCASE VENTILATION (PCV) VALVE
THREE WAY CATALYTIC CONVERTER
EVAPORATIVE EMISSION (EVAP) CANISTER EVAPORATIVE EMISSION (EVAP) CANISTER
PURGE VALVE
EVAPORATIVE EMISSION (EVAP) CANISTER
VENT SHUT VALVE
FUEL TANK PRESSURE (FTP) SENSOR
INTAKE AIR BYPASS CONTROL THERMAL VALVE
FUEL TANK VAPOR CONTROL VALVE
AIR CLEANER EXHAUST GAS RECIRCULATION (EGR) VALVE and
POSITION SENSOR
(cont’d)
08/08/21 14:12:41 61SNR030_110_0023
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Vacuum Distribution (cont’d)
K20Z3 engine
11-24Fuel and Emissions Systems
System Description (cont’d)
3
ENGINE
COOLANT
9
5 17
4
6
7
8 19
18 2 25
16
15
24
11 13
14
10 20
22
12 ATMOSPHERE
1
ENGINE
COOLANT
23 ATMOSPHERE
21
MASS AIR FLOW (MAF) SENSOR/
INTAKE AIR TEMPERATURE (IAT) SENSOR
AIR FUEL RATIO (A/F) SENSOR (SENSOR 1)
SECONDARY HEATED OXYGEN SENSOR
(SECONDARY HO2S) (SENSOR 2)
MANIFOLD ABSOLUTE PRESSURE (MAP) SENSOR
ENGINE COOLANT TEMPERATURE (ECT) SENSOR 1
CRANKSHAFT POSITION (CKP) SENSOR
KNOCK SENSOR
CAMSHAFT POSITION (CMP) SENSOR B
CAMSHAFT POSITION (CMP) SENSOR A
THROTTLE BODY
INJECTOR
FUEL PRESSURE REGULATOR
FUEL FILTER
FUEL PUMP
FUEL TANK INTAKE AIR RESONATOR
POSITIVE CRANKCASE VENTILATION (PCV) VALVE
THREE WAY CATALYTIC CONVERTER
EVAPORATIVE EMISSION (EVAP) CANISTER EVAPORATIVE EMISSION (EVAP) CANISTER
PURGE VALVE
EVAPORATIVE EMISSION (EVAP) CANISTER
VENT SHUT VALVE
FUEL TANK PRESSURE (FTP) SENSOR
INTAKE AIR BYPASS CONTROL THERMAL VALVE
FUEL TANK VAPOR CONTROL VALVE AIR CLEANER
08/08/21 14:12:42 61SNR030_110_0024
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ECM/PCM Inputs and Outputs at Connector B ( ) (44P)
Terminal
numberWire color Terminal name DescriptionSignal
11-30Fuel and Emissions Systems
System Description (cont’d)
NOTE: Standard battery voltage is about 12 V.


30 RED/BLK VG (MASS AIR FLOW
(MAF) SENSOR SIDE) Detects MAF sensor signal At idle: about 1.1 1.6 V
(between VG terminal and VG terminal)
31 RED/YEL IAT (INTAKE AIR TEMPERATURE (IAT)
SENSOR) Detects IAT sensor signal With ignition switch ON (II): about 0.1 4.0 V
(about 1.8 V at normal operating temperature)
32 BLK/BLU VG (MASS AIR FLOW (MAF) SENSOR SIDE) Ground for MAF sensor
signal
33 GRN/BLK SG2 (SENSOR GROUND) Sensor ground Less than 1.0 V at all times
34 GRN/YEL VTS (ROCKER ARM OIL CONTROL SOLENOID) Drives rocker arm oil
control solenoidAt idle: about 0 V
35 BRN LSB (A/T CLUTCH PRESSURE CONTROL
SOLENOID VALVE B) Drives A/T clutch pressure
control solenoid valve B
With ignition switch ON (II): current controlled
36 BLK PG1 (POWER GROUND) Ground circuit for ECM/ PCMLess than 1.0 V at all times
40 BRN SDNP (PADDLE SHIFTER (DOWN SHIFT SWITCH)) Detects paddle shifter
(downshift switch) signalIn S:
With paddle shifter (downshift switch) pressed:
about 0 V
With paddle shifter (downshift switch) released:
about 5.0 V
41 WHT/GRN ALTC (ALTERNATOR CONTROL) Sends alternator control
signalWith warmed up engine running: about 5.0 V
(depending on electrical load)
42 WHT/BLU ALTL (ALTERNATOR L SIGNAL) Detects alternator L signal With ignition switch ON (II): about 0 V
With engine running: battery voltage
43 WHT/RED ALTF (ALTERNATOR FR SIGNAL) Detects alternator FR signal With engine running: about 2.6 3.4 V
(depending on electrical load)
44 RED/BLK LSA (A/T CLUTCH PRESSURE CONTROL
SOLENOID VALVE A) Drives A/T clutch pressure
control solenoid valve A
With ignition switch ON (II): current controlled
1: A/T
1
1
1
Terminal side of female terminals
08/08/21 14:12:44 61SNR030_110_0030
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DYNOMITE -2009-








PGM-FI System
Air Conditioning (A/C) Compressor Clutch Relay
Air Fuel Ratio (A/F) Sensor
Barometric Pressure (BARO) Sensor
Camshaft Position (CMP) Sensor BCrankshaft Position (CKP) Sensor
Engine Coolant Temperature (ECT) Sensor 1 and 2
Ignition Timing Control
Injector Timing and Duration
11-33
ZIRCONIA
ELEMENT
SENSOR
TERMINALS
HEATER
TERMINALS
O-RING
MAGNET
TERMINAL TERMINAL
O-RING
MAGNET
THERMISTOR O-RING TERMINAL
The programmed fuel injection (PGM-FI) system is a
sequential multiport fuel injection system.
When the ECM/PCM receives a demand for cooling
from the A/C system, it delays the compressor from
being energized, and enriches the mixture to assure
smooth transition to the A/C mode.
The A/F sensor operates over a wide air/fuel range. The
A/F sensor is installed upstream of the TWC, and sends
signals to the ECM/PCM which varies the duration of
fuel injection accordingly.
The BARO sensor is inside the ECM/PCM. It converts
atmospheric pressure into a voltage signal that
modifies the basic duration of the fuel injection
discharge.
CMP sensor B detects the position of the No. 1 cylinder
as a reference for sequential fuel injection to each
cylinder. The CKP sensor detects crankshaft speed and is used by
the ECM/PCM to determine the ignition timing, timing
for the fuel injection of each cylinder, and engine
misfire detection.
ECT sensors 1 and 2 are temperature dependent
resistors (thermistors). The resistance decreases as the
engine coolant temperature increases.
The ECM/PCM contains the memory for basic ignition
timing at various engine speeds and manifold absolute
pressures. It also adjusts the timing according to engine
coolant temperature and intake air temperature.
The ECM/PCM contains the memory for basic discharge
duration at various engine speeds and manifold
pressures. The basic discharge duration, after being
read out from the memory, is further modified by
signals sent from various sensors to obtain the final
discharge duration.
By monitoring long term fuel trim, the ECM/PCM
detects long term malfunctions in the fuel system and
sets diagnostic trouble codes (DTCs) if needed.
(cont’d)
08/08/21 14:13:37 61SNR030_110_0033
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Knock Sensor
Manifold Absolute Pressure (MAP) Sensor
Malfunction Indicator Lamp (MIL) Indication (In relation
to Readiness Codes) Mass Air Flow (MAF) Sensor/Intake Air Temperature
(IAT) Sensor
Output Shaft (Countershaft) Speed Sensor
A/T
11-34
Fuel and Emissions Systems
System Description (cont’d)
TERMINAL
PIEZO
CERAMIC
ELEMENT
DIAPHRAGM
O-RING TERMINAL HOT WIRE
SENSOR
O-RING
COLD WIRE
SENSOR IAT SENSOR
(THERMISTOR)
MAGNET O-RING
TERMINAL
The knock control system adjusts the ignition timing to
minimize knock.
The MAP sensor converts manifold absolute pressure
into electrical signals to the ECM/PCM.
The vehicle has certain readiness codes that are part of
the on-board diagnostics for the emissions systems. If
the vehicle’s battery has been disconnected or gone
dead, if the DTCs have been cleared, or if the ECM/PCM
has been reset, these codes are reset. In some states,
part of the emissions testing is to make sure these
codes are set to complete. If all of them are not set to
complete, the vehicle may fail the test, or the test
cannot be finished.
To check if the readiness codes are set to complete,
turn the ignition switch to ON (II), but do not start the
engine. The MIL will come on for 15 20 seconds. If it
then goes off, the readiness codes are complete. If it
flashes five times, one or more readiness codes are not
complete. To set each code, drive the vehicle or run the
engine as described in the procedures (see page 11-69). The mass air flow (MAF) sensor/intake air temperature
(IAT) sensor contains a hot wire sensor, a cold wire
sensor, and a thermistor. It is located in the intake air
passage. The resistance of the hot wire sensor, the cold
wire sensor, and the thermistor change due to intake air
temperature and air flow. The control circuit in the MAF
sensor controls the current to keep the hot wire at a set
temperature. The current is converted to voltage in the
control circuit, then output to the ECM/PCM.
This sensor detects countershaft speed.
08/08/21 14:13:38 61SNR030_110_0034
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i-VTEC
11-37
LOW SPEED CAMHIGH SPEED CAM
HIGH
ENGINE SPEED HIGH
LOW
LOW
ENGINE
LOAD
TORQUE CURVE
 The i-VTEC system has a variable valve timing control (VTC) mechanism on the intake camshaft in addition to the
usual VTEC.
This system improves fuel efficiency and reduces exhaust emissions at all levels of engine speed, vehicle speed,
and engine load.
 The VTEC system changes the valve lift and timing by using more than one cam profile.
 The VTC system changes the phase of the intake camshaft via oil pressure. It changes the intake valve timing continuously.
Driving Condition VTC Control Description
Light-load Base Position For stable combustion, the cam angle is retarded, and reduces the entry of exhaust gas into the cylinder.
Medium/high-load Advance Control Cam phase angle is controlled to optimize valve timing, improving fuel efficiency and reducing
emissions.
High speed Advance-Base Position To reduce pumping loss, the intake valve is closed quickly. This gives the air/fuel mixture a charging
effect that helps to maximize engine power.
(cont’d)
08/08/21 14:13:39 61SNR030_110_0037
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