2006 ACURA CSX engine

Î
 

13-95
A
12x1.25mm
64 N·m
(6.5 kgf·m,
47 lbf·ft)
10x1.25mm
38 N·m
(3.9 kgf·m,
28 lbf·ft)
A
B
A
27. Tighten the front mount mounting bolt (A).
28. Install the splash shield.
29. Lower the vehicle on the lift
30. Remove the engine support hanger and the enginehanger adapter from the engine. 31. Install the engine control module (ECM) bracket (A),
then install the clutch pipe clamp (B).
32. Install the under-food fuse/relay box (A) on the under-hood fuse/relay bracket.
(cont’d)
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13-96Manual Transmission
Transmission Installation (cont’d)
12x1.25mm
64 N·m (6.5 kgf·m, 47 lbf·ft)
A6x1.0mm
12 N·m
(1.2 kgf·m, 9 lbf·ft)
6x1.0mm
12 N·m
(1.2 kgf·m,
9lbf·ft)
A B
C A
33. Install the two upper transmission mounting bolts.
34. Install the engine harness cover (A). 35. Install the air cleaner housing mounting bracket.
36. Install the harness clips (A) on the shift cable
bracket (B) and the harness bracket (C).
08/08/21 14:47:29 61SNR030_130_0098
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Clear A/T DTCs Procedure
OBD StatusHow to End a Troubleshooting Session
(required after any troubleshooting)
Failure Reproduction Technique
14-6Automatic Transmission
General Troubleshooting Information (cont’d)
A
1. Connect the HDS to the DLC (A) located under the
driver’s side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the PCM. If it does not, go to the DLC circuit troubleshooting
(see page 11-204).
4. Clear the DTC(s) on the HDS screen.
The OBD status shows the current system status of
each DTC and all of the parameters. This function is
used to see if the technician’s repair was successfully
completed. The results of diagnostic tests for the DTC
are displayed as:  PASSED: The on-board diagnosis is successfully completed.
 FAILED: The on-board diagnosis has finished but failed.
 NOT COMPLETED: The on-board diagnosis was running but is out of the enable conditions of the DTC. NOTE: Reset the PCM with the HDS while the engine is
stopped.
1. Turn the ignition switch to LOCK (0).
2. Turn the ignition switch to ON (II), and wait for 30 seconds.
3. Turn the ignition switch to LOCK (0), and disconnect the HDS from the DLC.
4. Do the PCM idle learn procedure (see page 11-310).
5. Start the engine with the shift lever in P or N, and warm it up to normal operating temperature (the
radiator fan comes on).
6. To verify that the problem is repaired, test-drive the vehicle for several minutes at speeds over 50 km/h
(31 mph) or under the same conditions as those
indicated by the freeze data.
Make sure to follow these points while the vehicle is
raised on a lift for the test-drive.  Disable the VSA by pressing the VSA OFF switch.
 VSA DTC’s may come on when test-driving on a lift. If the VSA DTC(s) come on, clear the DTC(s) with the
HDS.
08/08/21 14:37:07 61SNR030_140_0008
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SymptomProbable cause(s) Notes
14-13













Engine runs, but
vehicle does not
move in any gear
1.
2.
3.
4.
5.
6.
7.
8.
9.
10. Low ATF level
Shift cable broken or out of
adjustment
Connection between the shift
cable and transmission or
body is worn
ATF pump worn or binding
Regulator valve stuck or
spring worn
ATF strainer clogged
Mainshaft worn or damaged
Final gears worn or damaged
Transmission-to-engine
assembly error
Axle disengaged Check the ATF level, and check the ATF cooler lines
for leaks and loose connections. If necessary, clean
the ATF cooler lines.
Check for a loose shift cable at the shift lever and
the selector control lever.
Improper alignment of ATF pump and torque
converter housing may cause ATF pump seizure.
The symptoms are mostly an rpm-related ticking
noise or a high pitched squeak.
Check the line pressure.
Be careful not to damage the torque converter
housing when replacing the main ball bearing. You
may also damage the ATF pump when you torque
down the main valve body. This will result in ATF
pump seizure if not detected. Use the proper tools.
Install the main seal flush with the torque converter
housing. If you push it into the torque converter
housing until it bottoms out, it will block the fluid
return passage and result in damage.
Check the ATF strainer for debris. If the ATF
strainer is clogged with particles of steel or
aluminum, inspect the ATF pump. If the ATF pump
is OK, find the damaged components that caused
the debris. If no cause for contamination is found,
replace the torque converter.
Inspect the differential pinion gears for wear. If the
differential pinion gears are worn, replace the
differential assembly, replace the ATF strainer,
thoroughly clean the transmission, and clean the
torque converter, cooler, and lines.
Vehicle moves in R,
but not in D, S, or
1st in S 1.
2.
3.1st accumulator defective
1st gears worn or damaged
1st clutch defective Check the 1st clutch pressure.
Inspect the clutch piston, the clutch piston check
valve, and the O-rings. Check the spring retainer
and the retainer seal for wear and damage. Inspect
the clearance between the clutch end-plate and the
top disc. If the clearance is out of tolerance, inspect
the clutch discs and the plates for wear and
damage. If the discs are worn or damaged, replace
them as a set. Inspect the clutch wave-plate height.
If the height is out of tolerance, replace the wave-
plate. If the discs and the plates are OK, adjust the
clearance with the clutch end-plate.
Inspect the 1st clutch feed pipe. If the 1st clutch
feed pipe is scored, replace the end cover.
Replace the secondary shaft if the bushing for the
1st clutch feed pipe is loose or damaged.
Check the 1st accumulator piston, the O-ring, and
the springs in the regulator valve body for wear
and damage.
(cont’d)
08/08/21 14:37:08 61SNR030_140_0015
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SymptomProbable cause(s) Notes
14-16Automatic Transmission
Symptom Troubleshooting Index (cont’d)















Poor acceleration;
flares when
starting off in D, S,
and R; stall speed
lowinDandSin
1st and 2nd
1.
2.
3.
4.
5.Shift solenoid valve E defective
Torque converter one-way
clutch defective
Engine output low
Torque converter clutch piston
defective
Lock-up shift valve defective Check for a stored DTC, and check for loose
connectors.
Inspect shift solenoid valve E for seizure, and the
O-rings for wear and damage.
Replace the torque converter.
Check the lock-up shift valve in the regulator valve
body for free movement, and check the lock-up
shift valve spring for wear and damage.
Poor acceleration;
flares when
starting off in D, S,
and R; stall speed
low in R 1.
2.
3.
4.Torque converter one-way
clutch defective
Engine output low
Torque converter clutch piston
defective
Lock-up shift valve defective Replace the torque converter.
Check the lock-up shift valve in the regulator valve
body for free movement, and check the lock-up
shift valve spring for wear and damage.
Engine idle
vibration 1.
2.
3.
4.
5.
6.
7.Low ATF level
Shift solenoid valve E defective
Drive plate defective or
transmission misassembled
Engine output low
Torque converter clutch piston
defective
ATF pump worn or binding
Lock-up shift valve defective Check the ATF level, and check the ATF cooler lines
for leakage and loose connections. If necessary,
clean the ATF cooler lines.
Improper alignment of ATF pump and torque
converter housing may cause ATF pump seizure.
The symptoms are mostly an rpm-related ticking
noise or a high pitched squeak.
Inspect the ATF strainer for clogging with particles
of steel or aluminum. If the ATF strainer is clogged,
replace it, and clean the torque converter, cooler,
and lines.
Check for a stored DTC, and check for loose
connectors.
Inspect shift solenoid valve E for seizure, and the
O-rings for wear and damage.
Check for a misinstalled/damaged drive plate.
Check that the idle rpm in gear is the specified idle
speed. If the idle speed is correct, adjust the engine
and the transmission mounts.
Replace the torque converter.
Check the lock-up shift valve in the regulator valve
body for free movement, and check the lock-up
shift valve spring for wear and damage.
08/08/21 14:37:09 61SNR030_140_0018
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SymptomProbable cause(s) Notes
14-24Automatic Transmission
Symptom Troubleshooting Index (cont’d)













Vehicle does not
accelerate above
50 km/h (31 mph)
Torque converter one-way clutch
defective
Replace the torque converter.
Vibrationinall
shift lever
positions Drive plate defective or transmission
misassembled
Check for a misinstalled/damaged drive plate.
Check that the idle rpm in gear is the specified
idle speed. If the idle speed is correct, adjust the
engine and the transmission mounts.
Shift lever does
not operate
smoothly 1.
2.
3.Transmission range switch
defective or out of adjustment
Shift cable broken or out of
adjustment
Connection between the shift
cable and transmission or body is
worn Check for a stored DTC, and check for loose
connectors.
Inspect the transmission range switch for
operation.
Check for a loose shift cable at the shift lever and
the selector control lever.
Transmission does
not shift into P 1.
2.
3.Shift cable broken or out of
adjustment
Connection between the shift
cable and transmission or body is
worn
Park mechanism defective Check for a loose shift cable at the shift lever and
the selector control lever.
Check the park pawl spring installation and the
park lever spring installation. If installation is
incorrect, install the spring correctly. Make sure
that the park lever stop is not installed upside
down. Check the distance between the park pawl
shaft and the park lever roller pin. If the distance
is out of tolerance, select and install the
appropriate park lever stop.
Torque converter
clutch does not
disengage 1.
2.
3.
4.
5.Shift solenoid valve E defective
A/T clutch pressure control
solenoid valve A defective
Torque converter clutch piston
defective
Lock-up shift valve defective
Lock-up control valve defective Check for a stored DTC, and check for loose
connectors.
Inspect shift solenoid valve E for seizure, and the
O-rings for wear and damage.
Inspect the A/T clutch pressure control solenoid
valve filter/gasket and the O-rings for wear and
damage, and inspect the solenoid valves for
seizure.
Replace the torque converter.
Check the lock-up control valve in the main valve
body for free movement, and check the lock-up
control valve spring for wear and damage.
Check the lock-up shift valve in the regulator
valve body for free movement, and check the
lock-up shift valve spring for wear and damage.
08/08/21 14:37:10 61SNR030_140_0026
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SymptomProbable cause(s) Notes
14-26Automatic Transmission
Symptom Troubleshooting Index (cont’d)



Speedometer and
odometer do not
work
Output shaft (countershaft) speed
sensor defective
Check for a stored DTC, and check for loose
connectors.
Inspect the transmission range switch operation.
Check the output shaft (countershaft) speed
sensor installation.
Engine does not
revtohighrpm,
and the
transmission
upshifts at low rpm
(engine at normal
operating
temperature) VTEC rocker arms defective Check the engine rocker arms.
08/08/21 14:37:11 61SNR030_140_0028
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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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