2006 ACURA CSX lock

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19-36Conventional Brake Components
Brake Pedal Replacement
A
B CD
8x1.25mm
22 N·m
(2.2 kgf·m,
16 lbf·ft)
F
E
8x1.25mm
13 N·m
(1.3 kgf·m,
9.4 lbf·ft)
G
1. Disconnect the brake pedal position switch
connector (A).
2. Remove the lock pin (B) and the clevis pin (C).
3. Remove the brake pedal bracket mounting bolt (D) and nuts (E).
4. Remove the brake pedal with bracket (F).
5. Remove the brake pedal position switch (G) by turning it counterclockwise. 6. Install in the reverse order of removal.
7. Adjust the brake pedal and the brake pedal position
switch (see page 19-6).
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Installation
Lever CoverLever Grip
19-43
A
B
D
C A
AD
D
A
B C
1. Install the clip (A) on driver’s side of the parking
brake lever cover (B) to the lever (C).
2. Install the passenger’s side of the parking brake lever cover (D), and squeeze both sides of the cover
together. 3. Install a new lever grip (A) by sliding it over the
cover.
4. Install a new lever cap (A) on to the lever by aligning the notch (B) in the cap with the tab (C) on
the lever.
5. With the lever cap and grip in position, push down on the cap to lock the hooks (D) into place.
(cont’d)
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Brakes
....................................
Conventional Brake Components . 19-1
ABS (Anti-lock Brake System)
Components (’06-07 Models)
...................... ......................
VSA (Vehicle Stability Assist) System
Components (’07-09 Models) . 19-95
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Component Location Index
. 19-48
General Troubleshooting Information . 19-49
DTC Troubleshooting Index . 19-52
Symptom Troubleshooting Index . 19-55
System Description . 19-56
Circuit Diagram . 19-62
DTC Troubleshooting . 19-65
Symptom Troubleshooting . 19-88
ABS Modulator-Control Unit Removal and Installation . 19-90
Wheel Speed Sensor Replacement . 19-92
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Diagnostic Trouble Code (DTC)
Self-diagnosis
Kickback
Pump Motor
Brake Fluid Replacement/Air BleedingHow to Troubleshoot DTCs
Intermittent Failures
19-50
ABS Components
General Troubleshooting Information (cont’d)
 The memory holds all DTCs. However, when the
same DTC is detected more than once, the more
recent DTC is written over the earlier one. Therefore,
when the same problem is detected repeatedly, it is
memorized as a single DTC.
 The DTCs are indicated in the order they occur.
 The DTCs are memorized in the EEPROM. Therefore, the memorized DTCs cannot be erased by
disconnecting the battery. Do the specified
procedures to clear the DTCs.
 Self-diagnosis can be classified into two categories: – Initial diagnosis: Done right after the ignition switch is turned to ON (II) and until the ABS indicator goes
off.
– Regular diagnosis: Done right after the initial diagnosis until the ignition switch is turned to
LOCK (0).
 When the system detects a problem, the ABS modulator-control unit shifts to fail-safe mode.
The pump motor operates when the ABS modulator-
control unit is functioning, and the fluid in the reservoir
is forced out to the master cylinder, causing kickback at
the brake pedal.  The pump motor operates when the ABS modulator- control unit is functioning.
 The ABS modulator-control unit checks the pump motor operation one time after completing initial
diagnosis during regular diagnosis when the vehicle
is driven over 15 km/h (10 mph).
Brake fluid replacement and air bleeding procedures
are identical to the procedures used on vehicles without
ABS (see page 19-9). The troubleshooting procedures assume that the cause
of the problem is still present, and the ABS indicator is
still on. Following a troubleshooting procedure for a
code that has been cleared but does not reset can result
in incorrect diagnosis.
1. Question the client about the conditions when the problem occurred, and try to reproduce the same
conditions for troubleshooting. Find out when the
ABS indicator came on, such as during activation,
after activation, when the vehicle was traveling at a
certainspeed,etc.Ifnecessary,havetheclient
demonstrate the concern.
2. When the ABS indicator does not come on during the test-drive, check for loose connectors, poor
contact of the terminals, etc. in the circuit indicated
by the DTC before you start troubleshooting.
3. After troubleshooting, or the repairs are done, clear the DTCs, and test-drive the vehicle under the same
conditions that originally set the DTCs. Make sure
the ABS indicator does not come on.
4. Check for DTCs from other systems which are connected via F-CAN. If there are DTCs that are
related to F-CAN, one possible cause was that the
ignition switch was turned to ON (II) with the ABS
modulator-control unit connector disconnected.
Clear the DTCs. Check for fuel and emissions DTC’s
first.
NOTE: Always troubleshoot fuel and emissions
DTC’s first.
The term ‘‘intermittent failure’’ means a system may
have had a failure, but it checks OK now. If you cannot
reproduce the condition, check for loose connectors or
terminal pins related to the circuit that you are
troubleshooting.
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How to Use the HDS (Honda Diagnostic
System)How to Retrieve DTCs
How to Clear DTCs
19-51
A
1. If the system indicators stay on, connect the HDS to
the data link connector (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 vehicle and the ABS modulator-control unit. If it doesn’t,
troubleshoot the DLC circuit (see page 11- 204).
4. Check the diagnostic trouble code (DTC) for all systems, troubleshoot the powertrain DTCs first
and note it. Then refer to the indicated DTC’s
troubleshooting, and do the appropriate
troubleshooting procedure.
NOTE: The HDS communication stops when the vehicle speed is at 50 km/h (31 mph) or more.
 The HDS can read the DTC, the current data, and other system data.
 For specific operations, refer to the Help menu that came with the HDS. 1. With the ignition switch in LOCK (0), connect the
HDS to the data link connector (DLC) under the
driver’s side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the vehicle and the ABS modulator-control unit. If it doesn’t,
troubleshoot the DLC circuit (see page 11-204).
4. Follow the prompts on the HDS to display the DTC(s) on the screen. After determining the DTC,
refer to the DTC troubleshooting. Do the all
systems DTC check, and troubleshoot any
powertrain DTCs first.
5. Turn the ignition switch to LOCK (0).
1. With the ignition switch in LOCK (0), connect the HDS to the data link connector (DLC) under the
driver’s side of the dashboard.
2. Turn the ignition switch to ON (II).
3. Make sure the HDS communicates with the vehicle and the ABS modulator-control unit. If it doesn’t,
troubleshoot the DLC circuit (see page 11-204).
4. Clear the DTC(s) by following the screen prompts on the HDS.
5. Turn the ignition switch to LOCK (0).
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DTCDetection Item ABS Indicator Brake System
Indicator Note
19-53
34 -01 ABS Left-front Outlet Solenoid Valve Malfunction
(Solenoid Initial Pulse) ON ON (see page 19-73)
-21 ABS Left-front Outlet Solenoid Valve Malfunction (Solenoid Pulse) ON ON (see page 19-73)
-22 ABS Left-front Outlet Solenoid Valve Malfunction (Solenoid Speculative) ON ON (see page 19-73)
-23 ABS Left-front Outlet Solenoid Valve Malfunction (Solenoid Stuck ON) ON ON (see page 19-73)
35 -01 ABS Right-rear Inlet Solenoid Valve Malfunction (Solenoid Initial Pulse) ON ON (see page 19-73)
-21 ABS Right-rear Inlet Solenoid Valve Malfunction (Solenoid Pulse) ON ON (see page 19-73)
-22 ABS Right-rear Inlet Solenoid Valve Malfunction (Solenoid Speculative) ON ON (see page 19-73)
-23 ABS Right-rear Inlet Solenoid Valve Malfunction (Solenoid Stuck ON) ON ON (see page 19-73)
36 -01 ABS Right-rear Outlet Solenoid Valve Malfunction (Solenoid Initial Pulse) ON ON (see page 19-73)
-21 ABS Right-rear Outlet Solenoid Valve Malfunction (Solenoid Pulse) ON ON (see page 19-73)
-22 ABS Right-rear Outlet Solenoid Valve Malfunction (Solenoid Speculative) ON ON (see page 19-73)
-23 ABS Right-rear Outlet Solenoid Valve Malfunction (Solenoid Stuck ON) ON ON (see page 19-73)
37 -01 ABS Left-rear Inlet Solenoid Valve Malfunction (Solenoid Initial Pulse) ON ON (see page 19-73)
-21 ABS Left-rear Inlet Solenoid Valve Malfunction (Solenoid Pulse) ON ON (see page 19-73)
-22 ABS Left-rear Inlet Solenoid Valve Malfunction (Solenoid Speculative) ON ON (see page 19-73)
-23 ABS Left-rear Inlet Solenoid Valve Malfunction (Solenoid Stuck ON) ON ON (see page 19-73)
38 -01 ABS Left-rear Outlet Solenoid Valve Malfunction (Solenoid Initial Pulse) ON ON (see page 19-73)
-21 ABS Left-rear Outlet Solenoid Valve Malfunction (Solenoid Pulse) ON ON (see page 19-73)
-22 ABS Left-rear Outlet Solenoid Valve Malfunction (Solenoid Speculative) ON ON (see page 19-73)
-23 ABS Left-rear Outlet Solenoid Valve Malfunction (Solenoid Stuck ON) ON ON (see page 19-73)
41 -21 Right-front Wheel Lock ON ON/OFF (see page 19-74)
42 -21 Left-front Wheel Lock ON ON/OFF (see page 19-74)
43 -21 Right-rear Wheel Lock ON ON/OFF (see page 19-74)
44 -21 Left-rear Wheel Lock ON ON/OFF (see page 19-74)
51 -11 Motor Lock ON OFF (see page 19-75) -12 Motor Drive Circuit Malfunction ON OFF (see page 19-76)
-13 Motor Drive Circuit Malfunction ON OFF (see page 19-75)
52 -12 Motor Stuck OFF ON OFF (see page 19-78)
53 -01 Motor Relay Stuck ON 1 ON OFF (see page 19-78) -12 Motor Relay Stuck ON 2 ON OFF (see page 19-78)
54 -03 Fail-safe Relay 1 Stuck ON ON ON (see page 19-79) -04 Fail-safe Relay 1 Stuck OFF (Initial) ON ON (see page 19-80)
-21 Fail-safe Relay 1 Stuck OFF (Main) ON ON (see page 19-80)
61 -01 ABS Modulator-control Unit Initial IG Low Voltage ON ON (see page 19-81) -21 ABS Modulator-control Unit Power Source Low Voltage 1 ON ON (see page 19-81)
-22 ABS Modulator-control Unit Power Source Low Voltage 2 ON OFF (see page 19-81)
-23 ABS Modulator-control Unit Power Source Low Voltage 3 ON ON (see page 19-81)
62 -21 ABS Modulator-control Unit IG High Voltage ON ON (see page 19-82)
: Brake system indicator turns ON when two or more wheels fail.
(cont’d)
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System Outline
19-58ABS Components
System Description (cont’d)
ECM/PCM
WHEEL SPEED SENSORS
Control mode signal
Indicators drive signal  Brake pedal position switch signal
 Service check signal
Wheel rotation pulse signal
CONTROL UNIT
MODULATOR UNIT ABS MODULATOR-
CONTROL UNIT
 Solenoid control
 Motor control
Communication via F-CAN
PARKING
BRAKE
SWITCH
BRAKE
FLUID
LEVEL
SWITCH BRAKE
PEDAL
POSITION
SWITCH
GAUGE CONTROL MODULE (TACH)
This system is composed of the ABS modulator-control unit, the wheel speed sensors, and the system indicators in
the gauge control module (tach). The ABS modulator-control unit controls the anti-lock brake and the brakes
distribution function.
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ABS Features
Grip force of tire and road surface
Main control
19-59
TARGET SLIP RATEROTATIONAL
DIRECTION
RADIAL
DIRECTION
OF THE
ROTATIONAL
DIRECTION
SLIP RATE
COEFFICIENT OF
FRICTION
LEFT-REAR
WHEEL SPEED
SENSOR
RIGHT-REAR
WHEEL SPEED
SENSOR
LEFT-FRONT
WHEEL SPEED
SENSOR RIGHT-FRONT
WHEEL SPEED
SENSOR Select Low
Speed Wheel
Detect
Vehicle Speed
Drive
SolenoidRIGHT-REAR
SOLENOID
LEFT-REAR
SOLENOID
RIGHT-FRONT
SOLENOID
LEFT-FRONT
SOLENOID
CONTROL UNIT
ABS
Control
Reference
Slip Rate
Drive
Solenoid
ABS
Control
Drive
Solenoid
ABS
Control
Drive
Solenoid
ABS
Control
RIGHT-FRONT
LEFT-FRONT
Detect
Wheel Speed
Detect
Slip Rate
RIGHT-REAR
LEFT-REAR Detect
Slip Rate
Detect
Slip Rate
Detect
Slip Rate
Detect
Wheel Speed
Detect
Wheel Speed
Detect
Wheel Speed
Without ABS, when the brake pedal is pressed while driving, the wheels sometimes lock before the vehicle comes to a
stop. In such an event, the maneuverability of the vehicle is reduced if the front wheels are locked, and the stability of
the vehicle is reduced if the rear wheels are locked, creating an extremely unstable condition. With ABS, the system
precisely controls the slip rate of the wheels to ensure maximum grip force from the tires, and it thereby ensures
maneuverability and stability of the vehicle. The ABS calculates the slip rate of the wheels based on the four wheel
speeds, and then it controls the brake fluid pressure to reach the target slip rate.
The control unit detects the wheel speed based on the wheel speed sensor signals it receives, then it calculates the
vehicle speed based on the detected wheel speed. The control unit detects the vehicle speed during deceleration
based on the wheel speeds.
The control unit calculates the slip rate of each wheel, and transmits the control signal to the modulator unit solenoid
valve when the slip rate is high.
The hydraulic control has three modes: Pressure intensifying, pressure reducing, and pressure retaining.
(cont’d)
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