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Acura RSX Honda Integra. Manual - part 225

Symptom

Probable cause(s)

Notes

14-25

•
•

•

•
•

Excessive shock or
flares on 4-5
upshift or 5-4
downshift

4.
5.
6.
7.

A/T clutch pressure control
solenoid valve B defective
A/T clutch pressure control
solenoid valve C defective
Foreign material in separator
plate orifice
4th accumulator defective
5th accumulator defective
4th clutch defective
5th clutch defective

Check the D indicator, and check for loose connectors.
Inspect the solenoid valve filter/gasket and O-rings
for wear and damage, and inspect the solenoid
valves for seizure.
Check the 4th and 5th clutch pressures.
Inspect the clutch piston, clutch piston check valve,
and O-rings. Check the spring retainer and retainer
seal for wear and damage. Inspect the clutch-end-
plate-to-top-disc clearance. If the clearance is out of
tolerance, inspect the clutch discs and plates for wear
and damage. If the discs are worn or damaged,
replace the discs as a set. Inspect the clutch waved-
plate height. If the height is out of tolerance, replace
the waved-plate. If the discs and plates are OK, adjust
the clearance with the clutch end plate.
Inspect the 5th clutch feed pipe. If the 5th clutch feed
pipe is scored, replace it and O-ring under the feed
pipe guide.
Replace the mainshaft if the bushing for the 5th
clutch feed pipe is loose or damaged.

Noise from
transmission in all
shift lever
positions

1.
2.

ATF pump worn or binding
Mainshaft bearing,
countershaft bearing or
secondary shaft bearing
defective

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.
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 tops out, it will block the fluid return
passage and result in damage.
Inspect the ATF strainer is clogged with particles of
steel or aluminum. If the ATF strainer is clogged,
replace it, and clean the torque converter, cooler, and
lines.
Inspect the mainshaft and countershaft for wear or
damage.

Vehicle does not
accelerate above
31 mph (50 km/h)

Torque converter one-way clutch
defective

Replace the torque converter.

Vibration in all
shift lever
positions

Drive plate defective or
transmission misassembled

Check for a misinstalled/damaged drive plate.
Set idle rpm in gear to the specified idle speed. If still
no good, adjust the engine and transmission mounts.

(cont’d)

05/06/27 17:48:18 61S6M040_140_0026

Symptom

Probable cause(s)

Notes

14-26

Automatic Transmission

Symptom Troubleshooting Index (cont’d)

•
•
•

•

•
•

•

•
•

•

Shift lever
does not
operate
smoothly

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 the D indicator, and check for loose connectors.
Inspect the transmission range switch for operation.
Check for a loose shift cable at the shift lever and the
transmission control shaft.

Transmission
does not shift
into P

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
transmission control shaft.
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 park lever roller pin. If the distance is
out of tolerance, adjust the distance with the park lever
stop.

Torque
converter
clutch does
not disengage

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

Torque
converter
clutch does
not operate
smoothly

5.
6.

Shift solenoid valve E
defective
A/T clutch pressure control
solenoid valve A defective
Torque converter clutch
piston defective
Torque converter check valve
defective
Lock-up shift valve defective
Lock-up control valve
defective

Check the D indicator, and check for loose connectors.
Inspect the solenoid valve filter/gasket and O-ings for
wear and damage, and inspect the solenoid valves for
seizure.
Replace the torque converter.

05/06/27 17:48:19 61S6M040_140_0027

Symptom

Probable cause(s)

Notes

14-27

•
•

•
•
•

Torque
converter
clutch does
not engage

7.
8.

Shift solenoid valve E
defective
A/T clutch pressure control
solenoid valve A defective
Input shaft (mainshaft) speed
sensor defective
Output shaft (countershaft)
speed sensor defective
Torque converter clutch
piston defective
Torque converter check valve
defective
Lock-up shift valve defective
Lock-up control valve
defective

Check the D indicator, and check for loose connectors.
Inspect the solenoid valve filter/gasket and O-rings for
wear and damage, and inspect the solenoid valves for
seizure.
Replace the torque converter.
Check the input shaft (mainshaft) speed sensor and
output shaft (countershaft) speed sensor installation.

A/T gear
position
indicator does
not indicate
shift lever
positions

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 the D indicator, and check for loose connectors.
Inspect the transmission range switch operation.
Check for a loose shift cable at the shift lever and the
transmission control shaft.

Speedometer
and odometer
do not work

Output shaft (countershaft) speed
sensor defective

Check the D indicator, and check for loose connectors.
Inspect the transmission range switch operation.
Check the output shaft (countershaft) speed sensor
installation.

The engine
does not rev to
high rpm, and
the
transmission
upshifts at low
rpm

VTEC rocker arms defective

Check the engine rocker arms.

05/06/27 17:48:19 61S6M040_140_0028

Ｓ６Ｍ６Ａ０２Ｅ１０４００００００００ＣＡＡＴ００

General Operation

Torque Converter, Gears, and Clutches

Electronic Control

Hydraulic Control

Shift Control Mechanism

Lock-up Mechanism

14-28

Automatic Transmission

System Description

The automatic transmission is a combination of a 3-element torque converter and triple-shaft electronically controlled
unit which provides 5 speeds forward and 1 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 turn as the engine turns. Around the outside of the torque converter 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 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 reverse
gear can be locked to the countershaft providing the 4th or reverse 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
shaft is located between the mainshaft and 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 solenoid valves. Shifting
and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is located below the
dashboard, under the glove box.

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, the 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, lock-up shift valve, and the 1st
and 3rd accumulators. The servo body contains the servo valve, the shift valve D, accumulators for 2nd, 4th, and 5th,
and shift solenoid valves for A, B, C, D, and E. Fluid from the regulator passes through the manual valve to the various
control valves. The 1st, 3rd, 5th clutches receive fluid from their respective feed pipes, and the 2nd and the 4th
clutches receive fluid from the internal hydraulic circuit.

The PCM controls to shift gears the shift solenoid valves A, B, C, D, and E, and the 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. The A/T clutch pressure control solenoid valves A, B, and C regulate their respective pressure, and pressurize
to the clutches to engage it and its corresponding gear. The pressures of the A/T clutch pressure control solenoid
valves also apply to the shift valves to switch the port.

The lock-up mechanism operates in D position (2nd, 3rd, 4th, and 5th), in D3 position (2nd and 3rd), and M (sequential
sportshift mode) position (3rd, 4th, and 5th). 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 the shift solenoid valve E is turned on by
the PCM, shift solenoid valve E pressure switches the lock-up shift valve lock-up on and off. The A/T clutch pressure
control solenoid valve A and the lock-up control valve control the volume of the lock-up conditions.

05/06/27 17:48:19 61S6M040_140_0029

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