Torque Converter Clutch (TCC) Not Disengaging
| Condition | Action |
|---|---|
| DEFINITION: TCC Lock-up clutch does not disengage | |
| Torque converter clutch solenoid valve inoperative TCC lock-up, pressure control solenoid inoperative TCC lock-up clutch piston inoperative TCC lock-up shift valve inoperative TCC lock-up control valve inoperative TCC lock-up timing valve inoperative | Inspect the MIL indicator for loose connectors. Inspect the TCC lock-up pressure control solenoid body gasket for wear and damage. If the TCC lock-up pressure control solenoid is stuck, inspect the CPC valves. |
Torque Converter Clutch (TCC) Not Disengaging
Harsh Torque Converter Clutch (TCC) Apply or Release
| Condition | Action |
|---|---|
| DEFINITION: TCC Lock-up clutch does not operate smoothly | |
| Torque converter clutch solenoid valve inoperative TCC lock-up pressure control solenoid inoperative Lock-up clutch piston inoperative Torque converter check valve inoperative TCC lock-up shift valve inoperative TCC lock-up control valve inoperative TCC lock-up timing valve inoperative Transaxle is filled with unapproved ATF | Inspect the MIL indicator for loose connectors. Inspect the TCC lock-up pressure control solenoid body gasket for wear and damage. If the TCC lock-up pressure control solenoid is stuck, inspect the CPC valves. Center/neutralize all engine mounts. Drain the transaxle assembly. Flush the system and fill with Honda approved ATF. |
Harsh Torque Converter Clutch (TCC) Apply or Release
No Torque Converter Clutch (TCC) Apply
| Condition | Action |
|---|---|
| DEFINITION: TCC Lock-up clutch does not engage | |
| Torque converter clutch solenoid valve inoperative TCC lock-up pressure control solenoid inoperative Input speed sensor inoperative Output shaft speed sensor inoperative TCC lock-up clutch piston inoperative Torque converter check valve inoperative TCC lock-up shift valve inoperative TCC lock-up control valve inoperative | Inspect the MIL indicator for loose connectors. Inspect the TCC lock-up pressure control solenoid body gasket for wear and damage. If the TCC lock-up pressure control solenoid is stuck, inspect the CPC valves. |
No Torque Converter Clutch (TCC) Apply
Fluid Pressure Test Hole Plugs - Torque Converter Housing
- 2nd Clutch
- 5th Clutch and Reverse Clutch
- Line Pressure
- 3rd Clutch
Scheme 196
Line Pressure Test
- Remove the fluid pressure test hole plug (1).
- Connect the J 45542 and the SA9127E .
- Start the engine and operate at 2,000 RPM in the PARK or NEUTRAL position.
- Measure the line pressure reading and compare the measurement to the following specifications: Specifications: Standard: 900-960 kPa (130-140 psi) Service Limit: 850 kPa (120 psi)
- If the pressure reading is below the service limit, inspect for the following conditions: Low fluid level Restriction in the automatic transmission filter Faulty torque converter check valve Automatic transmission fluid pump worn or damaged Torque converter faulty Regulator valve body for the following conditions: weak spring stuck valves leaking O-ring seals
5th Clutch Pressure Test
- Remove the fluid pressure test hole plug (2).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 5th gear.
- Increase the engine speed to 2,000 RPM.
- Measure the 5th clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, refer to the table at the end of this procedure for a possible cause.
3rd Clutch Pressure Test
- Remove the fluid pressure test hole plug (3).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 3rd gear.
- Increase the engine speed to 2,000 RPM.
- Measure the 3rd clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, refer to the table at the end of this procedure for a possible cause.
Reverse Clutch Pressure Test
- Remove the fluid pressure test hole plug (2).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Reverse.
- Increase the engine speed to 2,000 RPM.
- Measure the 2nd clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, refer to the table at the end of this procedure for a possible cause.
Scheme 197
2nd Clutch Pressure Test
- Remove the fluid pressure test hole plug (1).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 2nd gear.
- Increase the engine speed to 2,000 RPM.
- Measure the 2nd clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, refer to the table at the end of this procedure for a possible cause.
4th Clutch Pressure Test
- Remove the fluid pressure test hole plug (2).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 4th gear.
- Increase the engine speed to 2,000 RPM.
- Measure the 4th clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, refer to the table at the end of this procedure for a possible cause.
Scheme 198
1st Clutch Pressure Test
- Remove the fluid pressure test hole plug (2).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 1st gear.
- Increase the engine speed to 2,000 RPM.
- Measure the 1st clutch pressure reading and compare to the following specifications: Specifications: Standard: 890-970 kPa (130-140 psi) Service Limit: 840 kPa (120 psi)
- If the pressure reading is below the service limit, inspect for the following conditions: Faulty 1st clutch piston check valve 1st clutch piston O-ring seals worn or damaged Scored or worn clutch hub piston bore 1st or 2nd clutch shaft fluid passage O-ring seals worn or damaged
Coast Clutch Pressure Test
- Remove the fluid pressure test hole plug (1).
- Connect the J 45542 and the SA9127E .
- Shift the transmission into Drive.
- Using the scan tool, command the transmission to shift into 1st gear.
- Increase the engine speed to 2,000 RPM.
- Measure the coast clutch pressure reading and compare to the following specifications: Specifications: Standard: 760-830 kPa (110-120 psi) Service Limit: 710 kPa (100 psi)
- If the pressure reading is below the service limit, inspect for the following conditions: Faulty coast clutch piston check valve coast clutch piston O-ring seals faulty Scored or worn clutch hub piston bore 1st or clutch housing fluid passage O-ring seals faulty
| Condition | Probable Cause |
|---|---|
| No or low line pressure | Torque converter ATF pump Regulator valve Torque converter check valve Low fluid level Clogged ATF filter |
| No or low 1st clutch pressure | 1st clutch O-rings |
| No or low 2nd clutch pressure | 2nd clutch O-rings |
| No or low 3rd clutch pressure | 3rd clutch O-rings |
| No or low 4th clutch pressure | 4th clutch O-rings |
| No or low 5th clutch pressure | 5th clutch O-rings |
| No or low 5th clutch pressure in the Reverse position | Servo valve 5th clutch O-rings |
| No or low coast clutch pressure | 1st hold clutch O-rings |
Line Pressure Check Procedure
Torque Converter Diagnosis Procedure
The torque converter clutch (TCC) is applied by fluid pressure, which is controlled by a PWM solenoid valve. This solenoid valve is located inside of the automatic transmission assembly. The solenoid valve is controlled through a combination of computer controlled switches and sensors.
Torque Converter Stator
The torque converter stator roller clutch can have two different malfunctions.
- The stator assembly freewheels in both directions.
- The stator assembly remains locked up at all times.
Torque Converter Clutch Shudder
The key to diagnosing Torque Converter Clutch (TCC) shudder is to note when it happens and under what conditions.
TCC shudder which is caused by the transmission should only occur during the apply or the release of the converter clutch. Shudder should never occur after the TCC plate is fully applied.
If the shudder occurs while the TCC is applying, the problem can be within the transmission or the torque converter. Something is causing one of the following conditions to occur
- Something is not allowing the clutch to become fully engaged.
- Something is not allowing the clutch to release.
- The clutch is releasing and applying at the same time.
One of the following conditions may be causing the condition to occur
- Leaking turbine shaft seals
- A restricted release orifice
- A distorted clutch or housing surface due to long converter bolts
- Defective friction material on the TCC plate
Torque Converter Evaluation and Diagnosis
Replace the torque converter if any of the following conditions exist
- External leaks appear in the hub weld area.
- The converter hub is scored or damaged.
- The converter pilot is broken, damaged, or fits poorly into the crankshaft.
- You discover steel particles after flushing the cooler and the cooler lines.
- The pump is damaged, or you discover steel particles in the converter.
- The vehicle has TCC shudder and/or no TCC apply. Replace the torque converter only after all hydraulic and electrical diagnoses have been made. The converter clutch material may be glazed.
- The converter has an imbalance which cannot be corrected.
- The converter is contaminated with engine coolant which contains antifreeze.
- An internal failure occurs in the stator roller clutch.
- You notice excessive end play.
- Overheating produces heavy debris in the clutch.
- You discover steel particles or clutch lining material in the fluid filter or on the magnet, when no internal parts in the unit are worn or damaged. This condition indicates that lining material came from the converter.
Do Not Replace the Torque Converter if you discover any of the following symptoms
- The oil has an odor or the oil is discolored, even though metal or clutch facing particles are not present.
- The threads in one or more of the converter bolt holds are damaged. Correct the condition with a new thread insert.
- Transmission failure did not display evidence of damaged or worn internal parts, steel particles or clutch plate lining material in the unit and inside the fluid filter.
- The vehicle has been exposed to high mileage only. An exception may exist where the lining of the torque converter clutch dampener plate has seen excess wear by vehicles operated in heavy and/or constant traffic, such as taxi, delivery, or police use.