Automatic Transmission: Other Honda Crosstour I

How to Check for DTCs with the SCS Mode (retrieving the flash codes)

Note. The preferred method is to use the HDS to retrieve the DTCs.

When the PCM senses an abnormality in the input or output system, the D indicator (A) in the gauge control module (B) will usually blink.

Scheme 457

When the D indicator has been reported on, connect the HDS to the DLC (A) located under the driver's side of the dashboard. Turn the ignition switch to ON (II), select SCS mode, then the D indicator will indicate (blink) the DTC.

Scheme 458

If the D indicator and the MIL come on at the same time, or if a driveability problem is suspected, follow this procedure

Scheme 459

1. Connect the HDS to the DLC. (See the HDS user's manual for specific instructions.)
2. Turn the ignition switch to ON (II). Make sure the HDS communicates with the PCM. If it does not, go to the DLC circuit troubleshooting (see «DLC CIRCUIT TROUBLESHOOTING»(ref-360057-S07895027512010042600000) ).
3. Select SCS mode, then observe the D indicator in the gauge control module. Codes 1 through 9 are indicated by individual short blinks. Code 10 and above are indicated by a series of long and short blinks. One long blink equals 10 short blinks. Add the long and short blinks together to determine the code.
4. If there is a fuel and emissions DTC, first check the fuel and emissions system as indicated by the DTC.
5. Clear the DTC and the data.
6. If the freeze data is available, drive the vehicle for several minutes with periods of wide open throttle, steady cruise, stop and go, and the recheck for DTC's. If the A/T DTC returns, go to the indicated DTC does not return, there was an intermittent problem within the circuit. Make sure all pins and terminals in the circuit are tight.

OBD Status

The OBD status shows the current system status of each DTC and all of the parameters. This function is used to see if a repair was successfully completed. The results of diagnostic tests for the DTC are displayed as

1. PASSED: The on-board diagnosis is successfully completed.
2. FAILED: The on-board diagnosis has finished but failed.
3. NOT COMPLETED: The on-board diagnosis was running but is out of the enable conditions of the DTC.

Failure Reproduction Technique

Make sure to follow these points while the vehicle is raised on a lift for the test-drive.

1. Disable the VSA by pressing the VSA OFF button.
2. 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.

Self-Diagnosis

If the PCM detects the failure of a signal from a sensor, a switch, a solenoid valve, or from another control unit, it stores a Pending or Confirmed DTC. Depending on the failure, a DTC is stored in either the first or the second drive cycle. When a Confirmed DTC is stored, the PCM blinks the D indicator and/or turns on the malfunction indicator lamp (MIL) by a signal sent to the gauge control module via F-CAN.

1. One Drive Cycle Detection Method: When an abnormality occurs in the signal from a sensor, a switch, a solenoid valve, or from another control unit, the PCM stores a Pending or Confirmed DTC for the failure and blinks the D indicator and/or turns on the MIL immediately.
2. Two Drive Cycle Detection Method: When an abnormality occurs in the signal from a sensor, a switch, a solenoid valve, or from another control unit in the first drive cycle, the PCM stores a Pending DTC. The D indicator and the MIL do not turns on at this time. If the failure continues in the second drive cycle, the PCM stores a Confirmed DTC and blinks the D indicator and/or turns on the MIL.

Fail-Safe Function

When an abnormality occurs in the signal from a sensor, a switch, a solenoid valve, or from another control unit, the PCM ignores that signal and substitutes a pre-programmed value for that signal to allow the automatic transmission to continue operating. This causes a DTC to be stored and the D indicator to blink and/or the MIL to come on. The transmission may not shift normally during fail-safe operation. Do not run the test driving diagnosis when the MIL is ON, or the D indicator is blinking.

Shaft, Gears and Clutches

Four parallel shafts hold gears and clutches. The gears on the input shaft (mainshaft), secondary shaft and intermediary shaft are in constant mesh with those on the output shaft (countershaft). When specific gears are engaged by the clutches, power is transmitted through the mainshaft, to the secondary shaft, the intermediary shaft, and/or the countershaft, then to the final drive gear of the differential to provide drive.

Shift Control Mechanism

To shift gears, the PCM controls shift solenoid valves A, B, C, and D, and automatic transmission (AT) clutch pressure control solenoid valves A, B, and C. The shift solenoid valves change the positions of the shift valves in the valve body which open and close ports to send hydraulic pressure to the appropriate clutch. A/T clutch pressure control solenoid valves A, B, and C change the position of CPC valves A and B, and the reverse CPC valve, to control hydraulic pressure going to the clutches, which allows smooth shifts between gears.

Electronic Control

Shifting and lock-up is achieved by a system of solenoid valves driven by the PCM to control ATF flow through various valves in the valve bodies to select the appropriate gears for all driving conditions.

Hydraulic Control

The valve bodies include the main valve body, the regulator valve body, the secondary valve body, and the accumulator body. They are mounted to the torque converter housing. Fluid from the regulator valve passes through the manual valve to the various control valves. All the clutches receive fluid from the internal hydraulic circuit.

Gear Selection

The shift lever has seven positions; P: PARK, R: REVERSE, N: NEUTRAL, D: DRIVE 1st through 5th gear range, D3: DRIVE 1st through 3rd gear range, 2: SECOND, and 1: FIRST.

DESCRIPTION CHART

Starting the engine is possible only in P and N because of a neutral-safety switch.

The A/T gear position indicator in the gauge control module shows which shift lever position has been selected without having look down at the console.

Clutches and Gears

The five-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears. When hydraulic pressure is introduced into the clutch drum, the clutch piston moves. This presses the friction discs and the steel plates together, locking them so they do not slip. Power is then transmitted through the engaged clutch pack to its hub-mounted gear. Likewise, when the hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and the steel plates, and they are free to slide past each other. This allows the gear to spin independently on its shaft, transmitting* no power.

1st Clutch

The 1st clutch engages/disengages 1st gear, and is located at the left end of the secondary shaft. The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the secondary shaft.

1st-Hold Clutch

The 1st-hold clutch engages/disengages 1st-hold in 1st gear in 1. The 1st-hold clutch is located in the 1st clutch drum, and is supplied hydraulic pressure by its ATF feed pipe within the secondary shaft.

2nd Clutch

The 2nd clutch engages/disengages 2nd gear, and is located at the right end of the secondary shaft. The 2nd clutch is supplied hydraulic pressure through the secondary shaft by a circuit connected to the internal hydraulic circuit.

3rd Clutch

The 3rd clutch engages/disengages 3rd gear, and is located at the end of the intermediary shaft. The 3rd clutch is supplied hydraulic pressure through the intermediary shaft by a circuit connected to the internal hydraulic circuit.

4th Clutch

The 4th clutch engages/disengages 4th gear, and is located at the middle of the mainshaft. The 4th clutch is joined back-to-back to the 5th clutch. The 4th clutch is supplied hydraulic pressure through the mainshaft by a circuit connected to the internal hydraulic circuit.

5th Clutch

The 5th clutch engages/disengages 5th gear, as well as reverse gear, and is located at the middle of the mainshaft. The 5th clutch is joined back-to-back to the 4th clutch. The 5th clutch is supplied hydraulic pressure through the mainshaft by a circuit connected to the internal hydraulic circuit.

One-Way Clutch

The one-way clutch is positioned between the 1st clutch hub and the secondary shaft 1st gear. The secondary shaft 1st gear is splined to the 1st-hold clutch hub, with the 1st-hold clutch hub splined to the secondary shaft. The secondary shaft 1st gear provides the outer race surface, and the 1st clutch hub provides the inner race surface. The one-way clutch locks when power is transmitted from the secondary shaft 1st gear to the countershaft 1st gear. The 1st clutch and gears remain engaged in the 1st, 2nd, 3rd, 4th, and 5th gear ranges in D, and in the 1st, 2nd, and 3rd gear ranges in D3. However, the one-way clutch disengages when the 2nd, 3rd, 4th, or 5th clutches and gears are applied in D or D3. This is because the increased rotational speed of the gears on the secondary shaft causes the one-way clutch to free-wheel with the 1st clutch still engaged.

Transmission Cutaway View

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 460

P Position

Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft. The countershaft is locked by the park pawl interlocking the park gear.

N Position

Engine power transmitted from the mainshaft, drives the mainshaft 3rd gear and the intermediary shaft 3rd gear, but hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft. In this position, the position of the reverse selector differs according to whether the shift lever shifted from D or R

1. When shifted from D, the reverse selector engages with the countershaft 5th gear and the reverse selector hub, and 5th gear engages with the countershaft.
2. When shifted from R, the reverse selector engages with the countershaft reverse gear and the reverse selector hub, and the reverse gear engages with the countershaft.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 461

D and D3 Position

In D, the optimum gear is automatically selected from 1st, 2nd, 3rd, 4th, and 5th gears; and 1st, 2nd, and, 3rd gears in D3 according to conditions such as the balance between the accelerator pedal opening (engine loading) and the vehicle speed.

In 1st gear

1. Hydraulic pressure is applied to the 1st clutch, then the 1st clutch engages the secondary shaft 1st gear with the secondary shaft by the one-way clutch.
2. The mainshaft 3rd gear drives the secondary shaft via the countershaft idler gear and the secondary shaft idler gear.
3. The secondary shaft 1st gear drives the countershaft 1st gear and the countershaft.
4. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
5. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 462

In 2nd gear

1. Hydraulic pressure is applied to the 2nd clutch, then the 2nd clutch engages the secondary shaft 2nd gear with the secondary shaft.
2. The mainshaft 3rd gear drives the secondary shaft via the countershaft idler gear and the secondary shaft idler gear.
3. The secondary shaft 2nd gear drives the countershaft 2nd gear and the countershaft.
4. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
5. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
6. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
7. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 2nd gear exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 463

In 3rd gear

1. Hydraulic pressure is applied to the 3rd clutch, then the 3rd clutch engages the intermediary shaft 3rd gear with the intermediary shaft.
2. The mainshaft 3rd gear drives the intermediary shaft 4th gear via the intermediary shaft 3rd gear and the 3rd clutch.
3. The intermediary shaft 4th gear drives the countershaft 4th gear and the countershaft via the mainshaft 4th gear.
4. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
5. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
6. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
7. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 3rd gear exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 464

In 4th gear

1. Hydraulic pressure is applied to the 4th clutch, then the 4th clutch engages the mainshaft 4th gear with the mainshaft.
2. The mainshaft 4th gear drives the countershaft 4th gear and the countershaft.
3. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
4. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
5. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
6. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 4th gear exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 465

In 5th gear

1. Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft 5th gear while the shift lever is in D.
2. Hydraulic pressure is applied to the 5th clutch, then the 5th clutch engages the mainshaft 5th gear with the mainshaft.
3. The mainshaft 5th gear drives the countershaft 5th gear, which drives the reverse selector hub and the countershaft.
4. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
5. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
6. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).
7. Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of 5th gear exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 466

Acceleration in 1st Gear in 1

In 1, hydraulic pressure is applied to the 1st clutch and the 1st-hold clutch. The power flow when accelerating is as follows

1. Hydraulic pressure is applied to the 1st clutch, then the 1st clutch engages the secondary shaft 1st gear with the secondary shaft by the one-way clutch.
2. The mainshaft 3rd gear drives the secondary shaft via the countershaft idler gear and secondary shaft idler gear.
3. The secondary shaft 1st gear drives the countershaft 1st gear and the countershaft.
4. Hydraulic pressure is also applied to the 1st-hold clutch, and the 1st-hold clutch engages the secondary shaft 1st gear with the secondary shaft.
5. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
6. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
7. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 467

Deceleration in 1 Position

The power flow in 1 when decelerating is as follows

1. Hydraulic pressure is applied to the 1st clutch and the 1st-hold clutch.
2. Rolling resistance from the road surface goes through the front wheels to the final driven gear, then to the countershaft idler gear via the 1st-hold clutch, the secondary shaft 1st gear, and the secondary shaft idler gear.
3. The one-way clutch cannot transmit power because the application of torque is reversed.
4. The force transmitted to the secondary shaft idler gear turns the mainshaft 3rd gear via the countershaft idler gear. As a result, engine braking can be obtained with 1st gear.

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 468

R Position

1. Hydraulic pressure is applied to the servo valve to engage the reverse selector with the countershaft reverse gear while the shift lever is in R.
2. Hydraulic pressure is applied to the 5th clutch, then the 5th clutch engages the mainshaft reverse gear with the mainshaft.
3. The mainshaft reverse gear drives the countershaft reverse gear via the reverse idler gear.
4. The countershaft reverse gear drives the countershaft via the reverse selector which drives the reverse selector hub.
5. The rotation direction of the countershaft is changed by the reverse idler gear.
6. 4WD: Power is transmitted to the final drive gear, which in turn drives the final driven gear and the transfer drive gear.
7. Power is transmitted to the final drive gear, which in turn drives the final driven gear and the front differential.
8. 4WD: As the final driven gear turns the front differential, power is transmitted through the transfer drive gear to the transfer output shaft that drives the transfer hypoid drive gear/shaft and the transfer output shaft (hypoid gear).

Note. This illustration shows 4WD transmission, the 2WD does not have the transfer assembly.

Scheme 469

The electronic control system consists of the powertrain control module (PCM), sensors, and the solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions.

Functional Diagram

The PCM receives input signals from the sensors, switches, and other control units, processes data, and the 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 the torque converter clutch lock-up.

Scheme 470

Shift Control

The PCM instantly determines which gear should be selected by various signals sent from sensors and switches, and it actuates shift solenoid valves A, B, C, and D to control gear selection.

There are two types of shift solenoid valves

1. Shift solenoid valves A and D use the ON-OPEN/OFF-CLOSE type; the shift solenoid valve opens the port of shift solenoid valve pressure while the shift solenoid valve is turned ON by the PCM, and closes the port when shift solenoid valve is OFF.
2. Shift solenoid valves B and C use the ON-CLOSE/OFF-OPEN type; the shift solenoid valve closes the port of shift solenoid valve pressure while the shift solenoid valve is turned ON by the PCM, and opens the port when shift solenoid valve is OFF.

The combination of driving signals to shift solenoid valves A, B, C, and D are shown in the table.

GEAR POSITION

Shift Control - Grade Logic Control

The grade logic control system has been adopted to control shifting in D and D3. The PCM compares actual driving conditions with programmed driving conditions, based on the input from the accelerator pedal position sensor, the engine coolant temperature sensor, the barometric pressure sensor, the brake pedal position switch signal, and the shift lever position signal, to control shifting while the vehicle is ascending or descending a slope.

Scheme 471

Grade Logic Control: Ascending Control

When the PCM determines that the vehicle is climbing a hill in D and D3, the system extends the engagement area of 2nd gear, 3rd gear, and 4th gear to prevent the transmission from frequently shifting between 2nd and 3rd gears, between 3rd and 4th gears, and between 4th and 5th gears, so the vehicle can run smoothly and have more power when needed.

Note. Shift commands stored in the PCM between 2nd and 3rd gears, between 3rd and 4th gears, and between 4th and 5th gears, enable the PCM to automatically select the most suitable gear based on the steepness of the grade.

Scheme 472

Grade Logic Control: Descending Control

When the PCM determines that the vehicle is going down a hill in D and D3, the upshift speed from 4th to 5th gear, 3rd to 4th gear, and from 2nd to 3rd (when the throttle is closed) becomes higher than the set speed for fiat road driving to extend the 4th gear, 3rd gear, and 2nd gear driving areas. This, in combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is descending. There are three descending modes stored in the PCM with different 4th gear driving areas, 3rd gear driving areas and, 2nd gear driving areas based on the steepness of the grade. When the vehicle is in 5th or 4th gear and the vehicle is decelerating while applying the brakes on a steep hill, the transmission downshifts to a lower gear. When you accelerate, the transmission then returns to a higher gear.

Scheme 473

Deceleration Control

When the vehicle goes around a corner and needs to decelerate first and then accelerate, the PCM goes into the deceleration control mode to reduce the number of times the transmission shifts. When the vehicle is decelerating from speeds above 25 mph (40 km/h), the PCM shifts the transmission from 4th to 3rd earlier than normal to cope with upcoming acceleration.

Shift-Hold Control

When negotiating winding roads, the throttle is suddenly released and the brakes are applied, as is the case when decelerating at the entrance of a corner, Shift-Hold Control keeps the transmission in its current (lower) gear as it negotiates the corner and accelerates out.

When the vehicle is driven aggressively on a winding road, the PCM extends the engagement time of 3rd gear and 4th gear to prevent the transmission from frequently shifting between 3rd, 4th, and 5th gears. This allows the driver to have more control for both acceleration and deceleration.

The PCM monitors the average change in vehicle speed and throttle overtime. When these values exceed those for normal driving conditions, the upshift from 3rd to 4th gear and 4th to 5th gear is delayed. This gives more control over power, and engine braking when the driver is driving aggressively around winding roads. The transmission resumes the normal upshift pattern after the PCM determines that normal driving has resumed.

Scheme 474

Clutch Pressure Control

The PCM actuates A/T clutch pressure control solenoid valves A, B, and C to control the clutch pressure. When shifting between gears, the clutch pressure regulated by A/T clutch pressure control solenoid valves A, B, and C engages and disengages the clutch smoothly.

The PCM receives input signals from the various sensors and switches, processes data, and outputs current to A/T clutch pressure control solenoid valves A, B, and C.

Scheme 475

Lock-Up Control

Shift solenoid valve D controls the hydraulic pressure to switch the lock-up shift valve ON and OFF. When the PCM actuates shift solenoid valve D and A/T clutch pressure control solenoid valve C ON, and lock-up starts. A/T clutch pressure control solenoid valve C applies and regulates hydraulic pressure to the lock-up control valve to control the amount of lock-up. The lock-up mechanism operates in D (2nd, 3rd, 4th, and 5th gears), and D3 (2nd and 3rd gears), only on deceleration, and above 60 mph (97 km/h).

Scheme 476

Scheme 477

Scheme 478

CONNECTOR TERMINAL REFERENCE

Scheme 479

CONNECTOR TERMINAL REFERENCE

Scheme 480

CONNECTOR TERMINAL REFERENCE

Hydraulic Controls

The valve body includes the main valve body, the regulator valve body, the secondary valve body, and the accumulator body. The ATF pump is driven by splines on the end of the torque converter which is attached to the engine. Fluid flows through the regulator valve to maintain specified pressure through the main valve body to the manual valve, directing pressure to each of the clutches. Shift solenoid valves A, B, C, and Dare mounted on the accumulator body. A/T clutch pressure control solenoid valves A, B, and C are mounted on the transmission housing.

Scheme 481

Main Valve Body

The main valve body contains the manual valve, the modulator valve, the torque converter check valve, shift valve A, shift valve B, shift valve E, CPC valve A, the servo control valve, the relief valve, the lock-up shift valve, the lock-up timing valve, the lubrication control valve, the lubrication check 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 to control hydraulic pressure going to the hydraulic control system.

Scheme 482

Regulator Valve Body

The regulator valve body is located on the main valve body. The regulator valve body contains the regulator valve, the cooler check valve, the lock-up control valve, the servo valve/shift fork shaft, and the 3rd accumulator.

Scheme 483

Regulator Valve

The regulator valve maintains constant hydraulic pressure from the ATF pump to the hydraulic control system, while also providing fluid to the lubrication system and the torque converter. Fluid from the ATF pump flows through B and B'. Fluid entering from B flows through the valve orifice to the A cavity. This pressure of the A cavity pushes the regulator valve to the spring side, and this movement of the regulator valve uncovers the fluid port to the torque converter and the relief valve. The fluid flows out to the torque converter and the relief valve, and the regulator valve returns under spring force. According to the level of the hydraulic pressure through B, the position of the regulator valve changes, and the amount of fluid from B' through the torque converter changes. This operation is continued, maintaining the line pressure.

Scheme 484

Increases in hydraulic pressure according to torque are regulated by the regulator valve using stator torque reaction. The stator shaft is splined to the stator in the torque converter, and the stator shaft arm end contacts the regulator spring cap. When the vehicle is accelerating or climbing (torque converter range), stator torque reaction acts on the stator shaft, and the stator shaft arm pushes the regulator spring cap in the direction of the arrow in proportion to the reaction. The stator reaction spring compresses, and the regulator valve moves to increase the line pressure which is regulated by the regulator valve. The line pressure reaches its maximum pressure when the stator torque reaction reaches its maximum travel.

Scheme 485

Secondary Valve Body

The secondary valve body is on the main valve body. The secondary valve body contain shift valve C, shift valve D, CPC valve B, CPC valve C, the reverse control valve> and the reverse CPC valve.

Scheme 486

Accumulator Body

The accumulator body is on the secondary valve body, and contains the 1st, 1st-hold, 2nd, 4th, and 5th accumulators. The 3rd accumulator is in the regulator valve body.

Scheme 487

Distribution of Hydraulic Pressure

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 lock-up control 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 A, B, C, and D ON and OFF, and the shift solenoid valves control shift solenoid pressure to the shift valves. Applying shift solenoid pressure to the shift valves moves the position of the shift valve, and switches the port of hydraulic pressure. The PCM also actuates A/T clutch pressure control solenoid valves A, B, and C. The A/T clutch pressure control solenoid valves regulate hydraulic pressure, and applies the pressure to CPC valves A, B and C, and the reverse CPC valve.

When shifting between gears, the clutches are engaged by pressure from the CPC pressure mode. The PCM actuates one of the shift solenoid valves to move the position of the shift valve. This movement switches the port of CPC pressure and line pressure. Line pressure is then applied to the clutch, and CPC pressure is released. The clutch is engaged with line pressure after shifting is completed.

Hydraulic pressure at the port for use in the hydraulic circuit

HYDRAULIC PRESSURE SPECIFICATION

Line pressure (1) regulated by the regulator valve flows to the shift solenoid valves. The PCM switches the shift solenoid valves ON and OFF. The conditions of the shift solenoid valves and the positions of the shift valves are as follows

1. Shift solenoid valve A is OFF, and closes the shift solenoid valve A pressure port (SA); shift valve A remains on the left side
2. Shift solenoid valve B is turned ON, and closes the shift solenoid valve B pressure port (SB); shift valve B and shift valve E remain on the left side.
3. Shift solenoid valve C is OFF, and opens the shift solenoid valve C pressure port (SC); shift valve C and shift valve D move to the right side.
4. Shift solenoid valve D is OFF, and closes the shift solenoid valve D pressure port (SD).

Line pressure (1) also flows to the modulator valve and becomes modulator pressure (6). Modulator pressure (6) flows to the A/T clutch pressure control solenoid valves. The manual valve covers the port leading pressure to the clutches, and hydraulic pressure is not applied to the clutches.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 488

D Position: Shifting to D from N

When shifting to D from N, the condition of the shift solenoid valves remains the same as in N. The manual valve is moved to the D position, and uncovers the line pressure port (4) leading to CPC valves A and C. The PCM actuates A/T clutch pressure control solenoid valves A and C, A/T clutch pressure control solenoid valve A pressure (56) flows to the CPC valve A, and A/T clutch pressure control solenoid valve C pressure (58) flows to the CPC valve C. CPC valves A and C regulate line pressure (4), line pressure (4) becomes CPC C pressure (4C) at CPC valve C, and becomes CPC A pressure at CPC valve A. CPC C pressure (4C) becomes 1st clutch pressure (10) at shift valve D, and 1st clutch pressure flows to the 1st clutch. CPC A pressure (4A) becomes 2nd clutch pressure (20) at shift valve B via shift valves A and C. The 1st clutch and 2nd clutch engage gently by CPC pressure.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 489

D Position: Driving in 1st gear

The PCM turns shift solenoid valve C ON, and shift solenoid valve C covers the shift solenoid valve C pressure port (SC) to shift valve C and shift valve D via shift valve E. Shift solenoid valve A remains OFF, and shift solenoid valve B remains ON. Shift valves C and D are moved to the left side, shift valve D switches the line pressure port (4) and CPC C pressure (4C) leading to the 1st clutch, and shift valve C switches the port of CPC A pressure (5A) releasing 2nd clutch pressure. Line pressure (4) becomes 1st clutch pressure (10) at shift valve D, and flows to the 1st clutch. The 1st clutch is engaged securely by the line pressure.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 490

D Position: Shifting between 1st gear and 2nd gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valve A ON, and shift solenoid valve A uncovers the shift solenoid valve A pressure port (SA) to shift valve A. Shift solenoid valves B and C remain ON. Shift valve A is moved to the right side to uncover the CPC A pressure port (4A) leading to the 2nd clutch. The PCM actuates A/T clutch pressure control solenoid valve A, and A/T clutch pressure control solenoid valve A pressure (56) is applied to CPC valve A. CPC valve A regulates line pressure (4), and line pressure (4) becomes CPC A pressure (4A). CPC A pressure (4A) flows to shift valve B via shift valves C and A, and becomes 2nd clutch pressure (20) at shift valve B. The 2nd clutch is engaged by CPC pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 491

D Position: Driving in 2nd gear

The PCM turns shift solenoid valve C OFF, and shift solenoid valve C uncovers the shift solenoid valve C pressure port (SC) to shift valve C. Shift solenoid valves A and B remain ON. Shift valve C is moved to the right side to switch the line pressure port (4) and CPC A pressure (4A) leading to the 2nd clutch. CPC A pressure (5B) (5K) changes to line pressure (5B) (5K) and 2nd clutch pressure (20) is changed to line pressure mode, and the 2nd clutch is engaged by the line pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 492

D Position: Shifting between 2nd gear and 3rd gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valve C ON, and shift solenoid valve C covers the shift solenoid valve C pressure port (SC) to shift valve C. Shift solenoid valves A and B remain ON. Shift valve C is moved to the left side to switch the line pressure port (4) and CPC A pressure (4A) leading to the 2nd clutch. Shift valve C also uncovers the CPC B pressure port (4B) leading to the 3rd clutch. The PCM actuates A/T clutch pressure control solenoid valves A and B. A/T clutch pressure control solenoid valve A pressure (56) is applied to CPC valve A, and A/T clutch pressure control solenoid valve B pressure (57) is applied to CPC valve B. CPC valve B regulates line pressure (4"), and line pressure (4") becomes CPC B pressure (4B). CPC B pressure flows to shift valve A via shift valves C and B, and becomes 3rd clutch pressure (30) at shift valve A. The 2nd clutch pressure (20) is changed to CPC pressure mode, and the 3rd clutch is engaged by the CPC pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 493

D Position: Driving in 3rd gear

The PCM turns shift solenoid valve B OFF, and shift solenoid valve B uncovers the shift solenoid valve B pressure port (SB) to shift valve B. Shift solenoid valves A and C remain ON. Shift valve B is moved to the right side to switch the line pressure port (5C), CPC B pressure (5J) leading to the 3rd clutch, and 2nd clutch pressure (20) releasing 2nd clutch pressure. CPC B pressure (5J) changes to line pressure (5J) and 3rd clutch pressure (30) is changed to the line pressure mode, and the 3rd clutch is engaged by the line pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 494

D Position: Shifting between 3rd gear and 4th gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valve C OFF, and shift solenoid valve C uncovers the shift solenoid valve C pressure port (SC) to shift valve C. Shift solenoid valve A remains ON, and shift solenoid valve B remains OFF. Shift valve C is moved to the right side to switch the line pressure port (4) and CPC B pressure port (4B) leading to the 3rd clutch. Shift valve C also uncovers the CPC A pressure port (4A) leading to the 4th clutch. The PCM actuates A/T clutch pressure control solenoid valves A and B. A/T clutch pressure control solenoid valve A pressure (56) is applied to CPC valve A, and A/T clutch pressure control solenoid valve B pressure (57) is applied to CPC valve B. CPC valve A regulates line pressure (4), and line pressure (4) becomes CPC A pressure (4A). CPC A pressure (4A) flows to shift valve B via shift valves C and A, and becomes 4th clutch pressure (40) at shift valve B. 3rd clutch pressure (30) is changed to CPC pressure, and the 4th clutch is engaged by the CPC pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 495

D Position: Driving in 4th gear

The PCM turns shift solenoid valve A OFF, and shift solenoid valve A covers the shift solenoid valve A pressure port (SA) to shift valve A. Shift solenoid valves B and C remain OFF. Shift valve A is moved to the left side to switch the pressure port (5B), the CPC A pressure port (5A) (5L) leading to the 4th clutch, and 3rd clutch pressure (30) releasing 3rd clutch pressure. CPC A pressure (5L) changes to line pressure (5L) and 4th clutch pressure (40) is changed to line pressure, and the 4th clutch is engaged by line pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 496

D Position: Shifting between 4th gear and 5th gear

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valve C ON, and shift solenoid valve C covers the shift solenoid valve C pressure port (SC) to shift valve C. Shift solenoid valves A and B remain OFF. Shift valve C is moved to the left side to switch the line pressure port (4) and the CPC A pressure port (4A) leading to the 4th clutch. Shift valve C also uncovers the CPC B pressure port (4B) leading to the 5th clutch. The PCM actuates A/T clutch pressure control solenoid valves A and B. A/T clutch pressure control solenoid valve A pressure (56) is applied to CPC valve A, and A/T clutch pressure control solenoid valve B pressure (57) is applied to CPC valve B. CPC valve B regulates line pressure (4"), and line pressure (4") becomes CPC B pressure (4B). CPC B pressure (4B) flows to shift valve A via shift valves C and B, and becomes 5th clutch pressure (51) at shift valve A. The 4th clutch pressure (40) is changed to CPC pressure, and the 5th clutch is engaged by the CPC pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 497

D Position: Driving in 5th gear

The PCM turns shift solenoid valve B ON, and shift solenoid valve B covers the shift solenoid valve B pressure port (SB) to shift valve B. Shift solenoid valve A remains OFF, and shift solenoid valve C remains ON. Shift valve B is moved to the left side to switch the line pressure port (5H), CPC B pressure (5D) leading to the 5th clutch, and 4th clutch pressure (40) which releases 4th clutch pressure. CPC B pressure (5H) changes to line pressure (5H) and 5th clutch pressure (51) (50) is changed to line pressure, and the 5th clutch is engaged by line pressure. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 498

2 Position

Line pressure (1) regulated by the regulator valve flows to shift solenoid valves. The PCM switches the shift solenoid valves ON and OFF. The conditions of the shift solenoid valves and the positions of the shift valves are as follows

1. Shift solenoid valve A is ON, and opens the shift solenoid valve A pressure port (SA); shift valve A moves to the right side, and shift valve D remains to the left side.
2. Shift solenoid valve B is turned ON, and closes the shift solenoid valve B pressure port (SB); shift valve B and shift valve E remain on the left side.
3. Shift solenoid valve C is turned OFF, and opens the shift solenoid valve C pressure port (SC); shift valve C moves to the right side, and shift valve D remains on the left side.
4. Shift solenoid valve D is OFF, and closes the shift solenoid valve D pressure port (SD).

Line pressure (4) from the manual valve becomes 2nd clutch pressure (20) at shift valve B, via shift valves C and A, and flows to the 2nd clutch. The 2nd clutch is engaged. Line pressure (4) from the manual valve also becomes 1st clutch pressure, and flows to the 1st clutch. The 1st clutch is also engaged, but no power is transmitted because of the one-way clutch.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 499

1 Position

Line pressure (1) regulated by the regulator valve flows to shift solenoid valves. The PCM switches the shift solenoid valves ON and OFF. The conditions of the shift solenoid valves and the positions of the shift valves are as follows

1. Shift solenoid valve A is OFF, and closes the shift solenoid valve A pressure port (SA); shift valve A remains on the left side.
2. Shift solenoid valve B is turned ON, and closes the shift solenoid valve B pressure port (SB); shift valve B and shift valve E remain on the left side.
3. Shift solenoid valve C is turned ON, and closes the shift solenoid valve C pressure port (SC); shift valve C and shift valve D remain on the left side.
4. Shift solenoid valve D is OFF, and closes the shift solenoid valve D pressure port (SD).

Line pressure (4) becomes 1st clutch pressure (10) at shift valve D, and flows to the 1st clutch. The 1st clutch is engaged. The PCM actuates A/T clutch pressure control solenoid valve C, and A/T clutch pressure control solenoid valve C pressure (58) is applied to CPC valve C via the lock-up shift valve. CPC valve C regulates line pressure (4), and line pressure (4) becomes CPC C pressure (4C). CPC C pressure (4C) flows to shift valve B via shift valves D, E, and C, and becomes 1st-hold clutch pressure (15) at shift valve B. 1st-hold clutch pressure (15) is applied to the 1st-hold clutch, and the 1st-hold clutch is engaged.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 500

R Position: Shifting to R from P or N

The PCM switches the shift solenoid valves ON and OFF. The conditions of the shift solenoid valves and the positions of the shift valves are as follows

1. Shift solenoid valve A is OFF, and closes the shift solenoid valve A pressure port (SA); shift valve A remains on the left side.
2. Shift solenoid valve B is turned ON, and closes the shift solenoid valve B pressure port (SB); shift valve B and shift valve E remain on the left side.
3. Shift solenoid valve C is OFF, and opens the shift solenoid valve C pressure port (SC); shift valve C and shift valve D move to the right side.
4. Shift solenoid valve D is turned ON, and opens the shift solenoid valve D pressure port (SD); reverse control valve moves to the right side.

The manual valve is moved to the R position, and line pressure (1) becomes line pressure (3) at the manual valve. Line pressure (3) passes through the reverse control valve, and becomes line pressure (3A), then flows to the servo valve. Line pressure (3A) pushes the servo valve to the reverse position. Line pressure (3) also flows to the reverse CPC valve, and becomes reverse CPC pressure (3B) (3"). Reverse CPC pressure (3") becomes 5th clutch pressure (50) at the manual valve, and 5th clutch pressure (50) flows to the 5th clutch. The 5th clutch is engaged by the reverse CPC pressure.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 501

R Position: Driving in reverse gear

The vehicle is moved backward by engaging the 5th clutch and reversing the mainshaft rotation with the reverse idler gear, the PCM turns shift solenoid valve A ON, and shift solenoid valve A uncovers the port of shift solenoid valve A pressure (SA) to shift valve A. Shift valve A is moved to the right side to switch the line pressure port (3') and the reverse CPC pressure port (3B) leading to the 5th clutch. Line pressure (3) flows to the manual valve via the servo valve and shift valve A, and becomes 5th clutch pressure (50) at the manual valve. The 5th clutch pressure (50) flows to the 5th clutch, and the 5th clutch is engaged by line pressure.

Reverse Inhibitor Control

When R is selected while the vehicle is moving forward at a speed over 6 mph (10 km/h), the PCM commands shift solenoid valve D to remain OFF so that shift solenoid valve D pressure (SD) is not applied to the reverse control valve. Line pressure (3) stops at the reverse control valve, and is not applied to the servo valve. No power is transmitted to the reverse direction.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 502

The PCM switches the shift solenoid valves ON and OFF. The conditions of the shift solenoid valves and the positions of the shift valves are as follows

1. Shift solenoid valve A is OFF, and closes the shift solenoid valve A pressure port (SA); shift valve A remains on the left side.
2. Shift solenoid valve B is turned ON, and closes the shift solenoid valve B pressure port (SB); shift valve B and shift valve E remain on the left side.
3. Shift solenoid valve C is OFF, and opens the shift solenoid valve C pressure port (SC); shift valve C and shift valve D move to the right side.
4. Shift solenoid valve D is turned ON, and opens the shift solenoid valve D pressure port (SD); reverse control valve moves to the right side.

The manual valve is moved to the P position, and line pressure (1) becomes line pressure (3) at the manual valve. Line pressure (3) passes through the reverse control valve, and becomes line pressure (3A), then flows to the servo valve. Line pressure (3A) pushes the servo valve to the reverse position. Line pressure (3) flows to the manual valve via the reverse CPC valve and shift valve A, and stops at the manual valve. Hydraulic pressure is not applied the clutches.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 503

Lock-Up System

The lock-up mechanism of the torque converter clutch operates in D (2nd, 3rd, 4th, and 5th gears) and D3 (2nd and 3rd 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 amount of the lock-up mechanism. When shift solenoid valve D is turned on by the PCM, shift solenoid valve D pressure switches the lock-up shift valve on and off. A/T clutch pressure control solenoid valve C, the lock-up control valve, and the lock-up timing valve control the degree of lock-up.

No Lock-Up

The PCM commands shift solenoid valve D to remain OFF, and shift solenoid valve D covers the shift solenoid valve D pressure port (SD) to the lock-up shift valve. The lock-up shift valve is in the right side, and uncovers the torque converter pressure port (92) leading to the left side of the torque converter. Torque converter pressure (92) from the regulator valve becomes torque converter pressure (94) at the lock-up shift valve, and enters into the left side of the torque converter to disengage the torque converter clutch. The torque converter clutch is OFF.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 504

Partial Lock-Up

As the speed of the vehicle reaches the programmed value, the PCM turns shift solenoid valve D ON, and shift solenoid valve D uncovers the shift solenoid valve D pressure port (SD) to the lock-up shift valve. The lock-up shift valve is moved to the left side which uncovers the torque converter pressure port (91) leading to the right side of the torque converter to engage the torque converter clutch. The PCM also actuates A/T clutch pressure control solenoid valve C, and A/T clutch pressure control solenoid valve C pressure (58) is applied to the lock-up control valve and the lock-up timing valve. When A/T clutch pressure control solenoid valve C pressure (58) is low, torque converter pressure (91) from the lock-up timing valve is low. The torque converter clutch is engaged partially. A/T clutch pressure control solenoid valve C pressure (58) increases, and the lock-up timing valve is moved to the left side to uncover the torque converter pressure port leading to high. Under this condition, the torque converter clutch is engaged by pressure from the right side of the torque converter; this condition is partial lock-up.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 505

Full Lock-Up

When the vehicle speed increases, the PCM actuates A/T clutch pressure control solenoid valve C to increase A/T clutch pressure control solenoid valve C pressure (58). A/T clutch pressure control solenoid valve C pressure (58) is applied to the lock-up control valve and the lock-up timing valve, and the lock-up control valve and the lock-up timing valve are moved to the left side. Torque converter pressure (94) from the left side of the torque converter releases at the lock-up control valve, and the lock-up timing valve uncovers the torque converter pressure port (91) leading to the right side of the torque converter. Torque converter back pressure is released fully, and the torque converter clutch is engaged fully.

Note. When used, "left" or "right" indicates direction on the hydraulic circuit.

Scheme 506

Shift Lock System

The shift lock system prevents the shift lever from moving unless certain conditions are met. The shift lock solenoid is normally OFF. After starting the engine in P, the shift lever cannot move to any other position from P because the shift lock stop stops the lock pin. When the brake pedal is pressed and the accelerator pedal is not pressed, the PCM, commands the shift lock solenoid ON; the shift lock solenoid plunger in the shift lock solenoid pulls the shift lock stop to release the lock pin. Pressing the shift lever button allows the shift lever to move to any other position. When the brake pedal and the accelerator pedal are pressed at the same time, the PCM commands the solenoid OFF and the shift lock system is locked.

Scheme 507

When the shift lock system does not operate due to a mechanical or electrical problem, you can unlock the shift lock temporarily by inserting the ignition key into the shift lock release hole and pressing the shift lock release. When the shift lock release is pressed, the shift lock stop releases the lock pin, and the shift lever can move to any other position.

Scheme 508

Scheme 509

Scheme 510

ATF Level Check

Note. Keep all foreign particles out of the transmission. Check the ATF level within 60-90 seconds after turning the engine off. Higher ATF level may be indicated if the radiator fan comes on twice or more.

Scheme 511

Scheme 512

Scheme 513

1. Park the vehicle on the level ground.
2. Warm up the engine to normal operating temperature (the radiator fan comes on), and turn the engine off.
3. Remove the dipstick (yellow loop) (A) from the dipstick guide tube, and wipe it with a clean cloth.
4. Insert the dipstick into the guide tube.
5. Remove the dipstick, and check the ATF level. It should be between the upper mark (A) and the lower mark (B).
6. If the ATF level is below the lower mark, check for fluid leaks at the transmission, and the ATF hoses and the line joints. If a problem is found, fix it before filling the transmission with ATF. NOTE: If the vehicle is driven when the ATF level is below the lower mark, one or more of these symptoms may occur: Transmission damage. Vehicle does not move in any gear. Vehicle accelerates poorly, and flares when starting off in D and R. The engine vibrates at idle.
7. If the level is above the upper mark, drain the ATF to the proper level (see step 4 on ). NOTE: If the vehicle is driven when the ATF level is above the upper mark, the vehicle may creep forward while in N, or have shifting problems.
8. If necessary, fill the transmission with the ATF through the filler hole (A) to bring the fluid level between the upper mark and the lower mark of the dipstick. Do not fill the fluid above the upper mark. Always use Honda ATF-Z1 Automatic Transmission Fluid (ATF). Using a non-Honda ATF can affect shift quality.
9. Install the ATF filler bolt (B) and a new sealing washer (C).
10. Insert the dipstick back into the dipstick guide tube.

ATF Cooler Cleaning

Special Tools Required

1. ATF Cooler Cleaner GHTTTCF6H*
2. Magnetic Nonbypass Spin-On Filter GTHGNBP2*

*: Available through the Honda Tool and Equipment Program 888-424-6857.

Before installing an overhauled or remanufactured automatic transmission, you must thoroughly clean the ATF cooler to prevent system contamination. Failure to do so could cause a repeat automatic transmission failure.

The cleaning procedure involves heated ATF-Z1 delivered under high pressure (100 psi). Check the security of all hoses and connections. Always wear safety glasses or a face shield, along with gloves and protective clothing. If you get ATF in your eyes or on your skin, rinse with water immediately.

Scheme 514

Scheme 515

Scheme 516

Scheme 517

Scheme 518

1. Check the fluid in the cooler cleaner tank. (The fluid level should be 4.5 inches from the top of the filler neck.) Adjust the level if needed; do not overfill. Use only Honda ATF-Z1; do not use any additives.
2. Plug the cooler cleaner (GHTTTCF6H) into a 110 V grounded electrical outlet. NOTE: Make sure the outlet has no other appliances (light fixtures, drop lights, extension cords) plugged into it. Also, never plug the cooler cleaner into an extension cord or drop light; you could damage the unit.
3. Flip the HEAT toggle switch to ON; the green indicator above the toggle switch comes on. Wait 1 hour for the cooler cleaner to reach its operating temperature. (The cooler cleaner is ready to use when the temperature gauge reads 140 °F to 150 °F.) NOTE: If the red indicator above the HEAT toggle switch comes on, the fluid level in the tank is too low for the tank heater to work (see step 1 of this procedure).
4. Select the appropriate pair of fittings, and attach them to the radiator, to the hoses, or to the banjo bolts for flow through the ATF cooler cleaner.
5. Connect the red hose to the cooler outlet line (the line that normally goes to the external filter on the transmission).
6. Connect the blue hose to the cooler inlet line.
7. Connect a shop air hose (regulated to 100 to 125 psi) to the air purge valve. NOTE: The quick-connect fitting has a one-way check valve to keep ATF from entering your shop's air system. Do not remove or replace the fitting. Attach the coupler provided with the cooler cleaner to your shop air line if your coupler is not compatible.
8. Flip the MOTOR toggle switch to ON; the green indicator above the toggle switch comes on. Let the pump run for 5 minutes. While the pump is running, open and close the air purge valve periodically to cause agitation and improve the cleaning process. Always open the valve slowly. At the end of the 5-minute cleaning period, leave the air purge valve open. NOTE: While the pump is running with the air purge valve open, it is normal to see vapor coming from the filler/breather tube vents.
9. With the air purge valve open, flip the MOTOR toggle switch to OFF; the green indicator goes off. Leave the air purge valve open for at least 15 seconds to purge the lines and hoses of residual ATF, then close the valve.
10. Disconnect the red and blue hoses from the ATF cooler. Now connect the red hose to the cooler inlet line.
11. Now connect the blue hose to the cooler outlet line.
12. Flip the MOTOR toggle switch to ON, and let the pump run for 5 minutes. While the pump is running, open and close the air purge valve periodically. Always open the valve slowly. At the end of the 5-minute cleaning period, leave the air purge valve open. NOTE: While the pump is running with the air purge valve open, it is normal to see vapor coming from the filler/breather tube vents.
13. With the air purge valve open, flip the MOTOR toggle switch to OFF. Leave the air purge valve open for at least 15 seconds to purge the lines and hoses of residual ATF, then close the valve.
14. Disconnect the red and blue hoses from the ATF cooler lines.
15. Connect the red and blue hoses to each other.
16. Disconnect the shop air from the air purge valve. Disconnect and stow the coupler if used.
17. Disconnect and stow the fittings from the ATF cooler inlet and outlet lines.
18. Unplug the cooler cleaner from the 110 V outlet. Tool Maintenance Follow these instructions to keep the ATF cooler cleaner working properly: Replace the two magnetic nonbypass spin-on filters after every 20 hours of use, based on the hour meter, or when you notice a restriction in the ATF flow. Check the level and the condition of the fluid in the tank before each use. Replace the ATF in the tank when it looks dark or dirty.

Scheme 519

Note. When installing the hose clamps, make sure they do not interfere with the surrounding parts.

1. Install the ATF cooler hoses over the ATF cooler lines with the clips at appropriate points in reference to the following list. NOTE: Be sure to install the ATF cooler hose (H), make sure the green paint line (I) of the ATF cooler hose as shown. PAINT REFERENCE Point Distance from Hose End to Clip (G) Hose End Contact Point A 6-8 mm (0.24-0.31 in) Bulge B C D E 2-4 mm (0.08-0.16 in) Bulge F
2. Refill the transmission with ATF to the proper level (see «ATF REPLACEMENT»(ref-360064-S06757241342010042600000) ).