d38fbdc7f75b917bc0adf768a278b9d12e60c91d62bee80158d488702b65350b

nsxd14018a.pdf

Description
Hydraulic Control
The valve bodies include the main valve body, regulator valve body, lock-up valve body, secondary valve body, servo
body, throttle valve body and 2nd accumulator body.
The oil pump is driven by splines on the left end of the torque converter which is attached to the engine. Oil flows through
the regulator valve to maintain specified pressure through the main valve body to the manual valve, and the servo body,
directing pressure to each of the clutches.
Vehicle Speed Signal
2ND ACCUMULATOR BODY
REGULATOR VALVE BODY
LOCK-UP VALVE BODY
SERVO BODY
THROTTLE VALVE BODYLINEAR SOLENOID
SECONDARY VALVE BODY
MAIN VALVE BODY

Throttle Valve Body
The throttle valve body is mounted on the servo valve body with the throttle valve built in.
LINEAR
SOLENOID
THROTTLE VALVE B
THROTTLE VALVE
BODY
Throttle Valve B, Linear Solenoid
Throttle valve B converts changes in the throttle opening to changes in transmission hydraulic pressure, to determine
transmission shift quality and lock-up operation. The throttle valve B also operates on accumulator back pressure to
make smooth changes from one gear to another.
The end of the valve contacts the linear solenoid which is controlled by the TCM.
The throttle pedal load has been reduced by eliminating the cable.
(cont’d)
LINEAR SOLENOID

Description
Hydraulic Control (cont’d)
Regulator Valve Body
The regulator valve body is mounted on the main valve body with the regulator valve, lock-up control valve and cooler
relief valve built in. The stator shaft arm contacts the end of the regulator valve.
The hydraulic pressure (line pressure) is controlled by the regulator valve.
COOLER RELIEF VALVE
REGULATOR VALVE
LOCK-UP CONTROL
VALVE
STATOR SHAFT ARM
REGULATOR VALVE
BODY

Regulator Valve
The regulator valve maintains a constant hydraulic pressure sent from the oil pump to the hydraulic control system, while
also furnishing oil to the lubricating system and torque converter.
Oil flows through B and B’. The oil which enters through B flows through the valve orifice to A pushing the regula* 01
valve to the right. According to the level of hydraulic pressure through B, the position of the valve changes, and the
amount of the oil through B’ from D also changes. This operation is continued, maintaining line pressure.
(ENGINE NOT RUNNING) (ENGINE RUNNING)
To TORQUE CONVERTER
Stator Reaction Hydraulic Pressure Control
Hydraulic pressure increase according to torque is performed by the regulator valve using stator torque reaction. The
stator shaft is splined in the stator and its arm end contacts the regulator spring cap. When the car is accelerating or
climbing (Torque Converter Range), stator torque reaction acts on the stator shaft and the stator arm pushes the regula-
tor spring cap in this direction in proportion to the reaction. The spring compresses and the valve moves to increase
the regulated control pressure or line pressure. Line pressure is maximum when the stator reaction is maximum.
To RELIEF VALVE
From OIL PUMP
STATOR SHAFT
(cont’d)
REGULATOR SPRING CAP
REGULATOR VALVE

Description
Hydraulic Control (cont’d)
Main Valve Body
The main valve body is located on the torque converter housing. The oil pump gear, torque converter check valve, manu-
al valve, 1 —2, 2—3, 3—4 shift valves, relief valve and one-way relief valve are all built into the main valve body.
The primary function of this valve body is switching on and off oil passages and controlling the hydraulic pressure going
to the hydraulic control system.
TORQUE COVERTER
CHECK VALVE
OIL PUMP DRIVEN GEAR
OIL PUMP DRIVE GEAR
MANUAL VALVE
DETENT SPRING
MAIN VALVE BODY
2-3 SHIFT VALVE
1-2 SHIFT VALVE
MANUAL VALVE
3-4 SHIFT
VALVE
ONE-WAY RELIEF
VALVE
RELIEF VALVE

Oil Pump
The external tooth gear type oil pump consists of a housing together with the main valve body, a pump drive gear, a
pump driven gear, and a pump shaft. The oil pump is installed on the torque converter housing. The pump’s driving force
is transmitted by the torque converter pump (directly connected to the engine) to the pump shaft. The gears are provided
in the housing. The intake and exhaust lines and the torque converter line are provided in the housing.
One way Relief Valve
The one-way relief valve is used at times of high speed or high temperature to send relief oil to the oil cooler so that
cooling of ATF will be effective.
(cont’d)

Description
Hydraulic Control (cont’d)
Secondary Valve Body
The secondary valve body is also mounted on the main valve body with the 3-2 kick-down valve, CPC valve, 2nd orifice
control valve, 3rd orifice control valve, modulator valve, 4th exhaust valve, 2nd exhaust valve, servo control valve and
4-3 kick-down valve built in.
Primarily, it regulates shift valve operation timing and clutch pressure for shock reduction during shifting.
MODULATOR VALVE
4TH EXHAUST VALVE
SERVO CONTROL VALVE
3-2 KICK-DOWN
VALVE
SECONDARY VALVE BODY
4-3 KICK-DOWN VALVE
2ND EXHAUST VALVE
CPC VALVE
2ND ORIFICE
CONTROL VALVE
3RD ORIFICE CONTROL
VALVE

Modulator Valve
The modulator valve maintains line pressure from the regulator that is supplied to shift control solenoid valves A/B and
lock-up control solenoid valves A/B, thus maintaining accurate shift and lock-up characteristics.
MODULATOR VALVE
2nd Orifice Control Valve
For smooth shifting between the 2nd and 3rd gear, the open pressure on the 2nd gear side is relieved through a fixed
orifice. The valve also moves to equalize pressure differences between the 2nd and 3rd gear.
2nd Exhaust Valve
The 2nd exhaust valve is installed to release 2nd clutch pressure quickly when shifting from the range at which hydraulic
pressure is applied to the 2nd clutch to the position.
2ND ORIFICE CONTROL VALVE
(cont’d)
2ND EXHAUST VALVE

Description
Hydraulic Control (cont’d)
Servo Body/2nd Accumulator Body
The servo body is mounted on the secondary valve body with the servo valve, 1st accumulator piston, 3rd accumulator
piston and 4th accumulator piston built in. The primary function of the servo body is forward and reverse switching and
control.
The 2nd accumulator body is mounted on the torque converter housing with the 1st-hold accumulator, 2nd accumulator
and limited slip differential relief valve built in.
1ST-HOLD ACCUMULATOR PISTON
2ND ACCUMULATOR PISTON
LIMITED SLIP DIFFERENTIAL
RELIEF VALVE
2ND ACCUMULATOR BODY
SERVO VALVE
1ST ACCUMULATOR PISTON
ATF STRAINER
Limited Slip Differential Relief Valve
When the resistance of oil flow inside the limited slip differential becomes large, the limited slip differential relief valve is
opened, and oil is sent to the ATF cooler and cooled.
4TH ACCUMULATOR
PISTON
3RD ACCUMULATOR
PISTON
SERVO BODY

Lock-up Valve Body
The lock-up valve body is mounted on the regulator valve body with the lock-up shift valve and lock-up timing B valve
built in.
The capacity of the lock-up clutch is controlled by the lock-up valve body.
LOCK-UP SHIFT VALVE
LOCK-UP VALVE
BODY
LOCK-UP TIMING B VALVE

Attachments

fc63a8fd900df694ff43462220a9eff1ccddc06360cbc5f17f5421b22c60943b

nsxd14092a.pdf

Pressure Testing
A/T LOW PRESSURE A/T OIL PRESSURE
GAUGE W/PANEL HOSE ADAPTER
07406–0070300 07MAJ–PY40120
1. Allow the rear wheels to rotate freely.
2. Run the engine at 2,000 rpm.
3. Shift the select lever as shown on the chart on
the next page.
4. Measure each clutch pressure.
While testing, be careful of the rotating
rear wheels.
4. Start the engine and measure the respective pressure
as follows.
Line Pressure/Clutch Pressure
Clutch Low/High Pressure
Throttle B Pressure
5. Install a new washer and the sealing bolt in the
inspection hole and tighten to the specified torque.
Torque: 18 N.m (1.8 kg-m, 13 Ib-ft)
NOTE: Do not reuse old aluminum washers.
While testing, be careful of the rotating rear wheels.
Make sure lifts are placed properly (see section 1).
CAUTION:
Before testing, be sure the transmission fluid is filled
to the proper level.
Warm up the engine before testing.
1. Raise the car. (see section 1).
2. Warm up the engine, then stop the engine and
connect a tachometer.
3. Connect the oil pressure gauge to each inspection
hole(s).
18 N.m (1.8 kg-m, 12 Ib-ft)
CAUTION: Connect the oil pressure gauge
securely, being sure not to allow dust and other
foreign particles to enter the inspection hole.
A/T PRESSURE A/T PRESSURE
GAUGE SET W/PANEL HOSE, 2210 mm
07406–0020400 07MAJ–PY4011A
Line Pressure/Clutch Pressure Measurement

1ST-HOLD CLUTCH PRESSURE
INSPECTION HOLE
2ND CLUTCH PRESSURE
INSPECTION HOLE
4TH CLUTCH PRESSURE
INSPECTION HOLE
LINE PRESSURE/ 1ST CLUTCH
PRESSURE INSPECTION HOLE
3RD CLUTCH PRESSURE
INSPECTION HOLE
(cont’d)

Pressure Testing
(cont’d)
Clutch Low/High Pressure Measurement
While testing, be careful of the rotat-
ing rear wheels.
-1. Allow the rear wheels to rotate freely.
-2. Start the engine and let it idle.
-3. Shift the select lever to position.
-4. Slowly press down the accelerator pedal to in-
crease engine rpm until pressure is indicated on
the oil pressure gauge. Then release the acceler-
ator pedal, allowing the engine return to an idle,
and measure the pressure reading.
-5. With the engine idling, press down the acceler-
ator pedal approximately 1/2 of its possible trav-
el and increase the engine rpm until pressure is
indicated on the gauge, measure the highest
pressure reading obtained.
-6. Repeat steps-4 and -5 for each clutch pressure
being inspected.
2ND CLUTCH PRESSURE
INSPECTION HOLE
3RD CLUTCH PRESSURE
INSPECTION HOLE
4TH CLUTCH PRESSURE
INSPECTION HOLE

LINEAR SOLENOID
THROTTLE B
INSPECTION HOLE
LINEAR SOLENOID
CONNECTOR
View from terminal side.
LINEAR SOLENOID
Throttle B Pressure Measurement
While testing, be careful of the rotat-
ing rear wheels.
-1. Allow the rear wheels to rotate freely.
-2. Disconnect the linear solenoid connector.
-3. Shift the select lever to position.
-4. Run the engine at 1,000 rpm.
-5. Measure full opened throttle B pressure.
-6. Connect battery voltage to the linear solenoid ter-
minal of the connector.
-7. Measure full closed throttle B pressure.
PRESSURE

Attachments

bf9e32f4a76aec69aff0b7055a17cb9c2d789575494a62c8ea218c75d88d3cb7

nsxd14147a.pdf

Transmission
Reassembly
NOTE: Coat all parts with ATF.
1. Reassemble the valve bodies in the following numbered sequence.
CAUTION: To prevent stripping the threads, press down on the accumulator cover while installing the bolts.
TORQUE:
6 x 1.0 mm: all bolts except : 12 N.m (1.2 kg-m, 9 Ib-ft)
6 x 1 . 0 mm: : 14 N.m (1.4 kg-m, 10 Ib-ft)
7 Bolts
2 Bolts
5 Bolts
2 Bolts4 Bolts
NOTE: Install the oil pump driven gear with
its chamfered side facing down.
NOTE: Make sure the pump drive gear
rotates smoothly in the normal operating
direction and the pump shaft moves
smoothly in the axial and normal operating
directions.
CAUTION: If the pump gear and pump
shaft do not move freely, loosen the valve
body bolts, realign the shaft, and then
retighten to the specified torque. Failure to
align the pump shaft correctly will result in
seized pump gear or pump shaft.
DRIVE
GEAR
DRIVEN
(cont’d)
8x 1.25 mm
18 N.m
(1.8 kg-m.
6 x 1.0 mm
(1.4 kg-m.
2 Bolts
13 Ib-ft)
GEAR
Chamfered side faces
separator plate.
DRIVEN
GEAR
DRIVEN GEAR
SHAFTDRIVE GEAR

NOTE: Torque bolts to 55 N.m (5.5
kg-m, 40 Ib-ft) in order of thru in
two or more steps.
NOTE: Align the control
shaft spring pin with the
groove in the transmission
housing.
6x 1.0 mm
12 N.m
(1.2 kg-m. 9 Ib-ft)
Replace.
Replace.
6 x 1.0 mm
14 N.m
(1.4 kg-m.
10 Ib-ft)
17 Bolts
10 x 1.25mm
55 N.m
(5.5 kg-m, 40 Ib-ft)
FORK BOLT HOLE
Turn valve stem so large
chamfered hole faces
fork bolt hole.
SHIFT FORK
MAINSHAFT
COUNTERSHAFT
NOTE: Install the three shafts
Transmission
Reassembly (cont’d)
2. Assemble the transmission housing in the following numbered sequence.
NOTE: See page 14-145 when installing the reverse idler gear.
SECONDARY
SHAFT
together.

(cont’d)
MAINSHAFT HOLDER
07924–PJ4010A
1ST GEAR
COLLAR
Replace.
PARKING BRAKE STOPPER
7. Install the special tool as shown, and shift to
position.
LOCK BOLT
6 x 1.0 mm
14 N·m
(1.4 kg-m, 10 Ib-ft)
ROLLER PIN
PARKING PAWL
PARKING
SHIFT ARM
PARKING PAWL SHAFT
4. Set the parking brake lever in the position, then
verify that the parking brake pawl engages the
parking gear.
5. If the pawl does not engage fully, check the parking
brake pawl stopper clearance as described on page
14-146.
6. Tighten the lock bolt and bend over the lock tab.
CAUTION: Before installing the 1st-
hold clutch O-rings, install the
1st gear collar and thrust washer.
3. Assemble the transmission in the following
numbered sequence.
NOTE: Before installing the O-rings, wrap the
shaft splines with tape to prevent damage to the O-
rings.
THRUST
WASHER
6 x 1.0 mm
14 N·m
(1.4 kg-m, 10 Ib-ft)

Transmission
Reassembly (cont’d)
8. Install a new conical spring washers and new
locknuts on each shaft.
CAUTION: Install the conical spring washers in the
direction shown.
COUNTERSHAFT LOCKNUT
Left-hand threads
CONICAL SPRING
WASHERS
NOTE: Install in this
direction.
Left-hand threads
MAINSHAFT
LOCKNUT
SECONDARY
SHAFT
LOCKNUT
9. Tighten the locknuts to specified torque.
TORQUE: 140 N.m (14.0 kg-m, 101 Ib-ft)
NOTE: Countershaft locknut has left-hand
threads.
TORQUE WRENCH
10. Stake each locknut into its shaft, using a 3.5 mm
punch.
COUNTERSHAFT
LOCKNUT
MAINSHAFT
LOCKNUT
SECONDARY
SHAFT
LOCKNUT
11. Install the feed pipes and ball bearing in the left side
cover, aligning the lugs of the 1st and 1st-hold
clutch feed pipes with the grooves of the left side
cover.
12. Install the snap ring.
BALL BEARING
mark

LINEAR SOLENOID
6 x 1.0 mm
10 N.m(1.0 kg-m, 7 Ib-ft)
MAINSHAFT SPEED SENSOR
SPEED SENSOR
COVER
LINEAR
SOLENOID
SHIM
COUNTERSHAFT
SPEED
LOCK WASHER
6 x 1.0 mm
(1.4 kg-m, 10 Ib-ft)
SPEED
SENSOR
COUNTERSHAFT
Install the countershaft speed sensor with the
countershaft speed sensor washer. The main-
shaft speed sensor has no washer.
See page 14-81 thru 82, when installing the
linear solenoid.
NOTE:
13. Install the countershaft and mainshaft speed sen-
sors, vehicle speed sensor cover and linear sole-
noid.
TORQUE: 12 N.m (1.2 kg-m, 9 Ib-ft)
CONTROL SHAFT
CHANGE SHAFT
CHANGE SHAFT CAP
6x 1.0mm
12 N.m (1.2 kg-m, 9 Ib-ft)
CONTROL
LEVER
14. Install the control lever, new lock washers, change
shaft and change shaft cap on the other end of the
control shaft. Tighten the bolts and then bend the tab
over against the bolt head.
12. Install the left side cover.
TORQUE: 12 N.m (1.2 kg-m, 9 Ib-ft)
SENSOR
WASHER
14 N.m

Attachments

05bbf36fc40cebb54f00ba2226913212bb08b57c329bb00f572f7efc3924c5e7

nsxd14118a.pdf

O-RING
Replace.
4TH ACCUMLATOR
PISTON
1ST ACCUMULATOR
PISTON
O-RINGS
Replace.
DOWEL PIN
THROTTLE
SEPARATOR PLATE
THROTTLE
VALVE BODY
THROTTLE VALVE BSERVO VALVE
(SHIFT FORK SHAFT)
6 x 1.0 mm
12 N.m
(1.2 kg-m, 9 Ib-ft)
ATF MAGNET
O-RING
Replace.
ATF STRAINER
6 x 1.0 mm
12 N.m (1.2 kg-m. 9 Ib-ft)
ACCUMULATOR
COVER
6 x 1.0 mm
12 N.m
(1.2 kg-m, 9 Ib-ft)
SERVO DETENT
SERVO BODY
SEAT
CAP
3RD ACCUMULATOR
PISTON
Servo Body/Throttle Valve Body
Disassembly/lnspection/Reassembly
Clean all parts thoroughly in solvent or carburetor cleaner, and dry with compressed air.
Blow out all passages.
Replace valve body as an assembly if any parts are worn or damaged.
Check all valves for free movement. If any fail to slide freely, see Valve Body Repair on page 14-109.
Coat all parts with ATF before reassembly.
Replace the O-rings.
BASE
NOTE:

SPRING SPECIFICATIONS Unit of length: mm (in)
After disassembly of the ATF strainer, check that it is in good condition, and the inlet opening is not clogged.
Replace the strainer with a new one if it is clogged or damaged.
The strainer can be reused if it is not clogged. Clean the inlet opening thoroughly with compressed air before reinstall-
ing it.
ATF STRAINER
INLET OPENING
NOTE:

Attachments

c9468d72cab170ff070e6cebd30ce758856e4d686ac0fa10085e3134e3c272d2

nsxd14142a.pdf

Torque Converter Housing Bearings
Mainshaft Bearing Replacement
1. Drive out the mainshaft bearing and oil seal using
the special tools as shown.
3. Install the new oil seal flush with the housing using
the special tools as shown.
DRIVER
07749–0010000
ATTACHMENT,
72 x 75 mm
07746–0010600
ATTACHMENT,
07947–6340500
TORQUE CONVERTER HOUSING
2. Drive in the new mainshaft bearing until it bottoms
in the housing, using the special tools as shown.
DRIVER
07749–0010000
ATTACHMENT,
62 x 68 mm
07746–0010500
DRIVER
07749–0010000

Attachments

5141582b5451c214d62821488239321c1e2aa9d3ff271ec9e1856ce4398837b9

nsxd14107a.pdf

NOTE: Remove three shafts
together.
MAINSHAFTSECONDARY
NOTE: Align the control shaft spring
pin with the groove in the transmission
housing.
SPRING
PIN
CONTROL
SHAFT
GROOVE
HOUSING PULLER
07HAC–PK4010A
2 Bolts
Transmission Housing
Removal
SHAFT
COUNTERSHAFT
Clean all parts thoroughly in solvent or carburetor cleaner and dry with compressed air.
Blow out all passages.
The (7/32) 7 steel ball in reverse idler gear shaft is under spring pressure, take care not to let it pop out.
NOTE:
1. Remove the transmission housing in the following numbered sequence.
CAUTION: Set the special tool with bolts as shown.
BOLT

Attachments

614eb788ba31466c691ef1a5e3989fb261a571c4efa885ec82aa65e35f514c40

nsxd14009a.pdf

Power Flow
MAINSHAFT REVERSE GEAR
MAINSHAFT 1ST GEAR
1ST CLUTCH
1ST-HOLD CLUTCH
ONE-WAY CLUTCH
COUNTERSHAFT 1ST GEAR
PARKING GEAR
COUNTERSHAFT REVERSE GEAR
COUNTERSHAFT 4TH GEAR
2ND CLUTCH
SECONDARY SHAFT 2ND GEAR
SECONDARY SHAFT 3RD GEAR
FINAL DRIVEN GEAR
(cont’d)
FINAL DRIVE GEAR
TORQUE CONVERTER
3RD CLUTCH
COUNTERSHAFT
3RD CLUTCH
COUNTERSHAFT
2ND GEAR
4TH CLUTCH
MAINSHAFT
3RD GEAR
MAINSHAFT
4TH GEAR
O: Operates, x : Doesn’t operate. Although the 1st clutch engages, driving power is not transmitted as the one-way clutch slips.

Description
Power Flow (cont’d)
Position
At position, hydraulic pressure is applied to the 1st clutch and to the 1st-hold clutch.
The power flow when accelerating is as follows;
1. Hydraulic pressure is applied to the 1st clutch on the mainshaft and power is transmitted via the 1st clutch to the
mainshaft 1st gear.
2. Power transmitted to the mainshaft 1st gear is conveyed via the countershaft 1st gear to the one-way clutch on
the inside of the countershaft 1st gear. The one-way clutch is used to drive the countershaft.
3. Power is transmitted to the final drive gear and drives the final driven gear.
Hydraulic pressure is applied to the 1st-hold clutch but the countershaft is rotated by the one-way clutch.
The power flow when decelerating is as follows;
1. Rolling resistance from the road surface through the rear wheels to the final drive gear, then to the countershaft
1st gear via the Ist-hold clutch which is applied during deceleration.
2. The one-way clutch becomes free at this time because of the countershaft rotates in reverse at the time of accelerating.
3. The counterforce conveyed to the countershaft 1st gear turns the mainshaft 1st gear. At this time, since hydraulic
pressure is also applied to the 1 st clutch, counterforce is also transmitted to the mainshaft. As a result, engine braking
can be obtained with 1st gear.
1ST CLUTCH
MAINSHAFT 1ST GEAR
MAINSHAFT
TORQUE CONVERTER
COUNTERSHAFT
FINAL DRIVEN GEAR
1ST-HOLD CLUTCH
COUNTERSHAFT 1ST GEAR
ONE-WAY CLUTCH
FINAL DRIVE GEAR

1. Power from the mainshaft 3rd gear drives the countershaft 3rd gear. Since at this time there is no hydraulic pressure
to the 3rd clutch. The countershaft 3rd gear turns freely and drives the secondary shaft 3rd gear.
2. The power is also transmitted to the secondary shaft 2nd gear because hydraulic pressure is applied to 2nd clutch.
3. The secondary shaft 2nd gear drives the countershaft 2nd gear. Power is transmitted to the final drive gear and
drives the final driven gear.
1ST CLUTCH
MAINSHAFT 3RD GEAR
MAINSHAFT 3RD GEAR
MAINSHAFT
COUNTERSHAFT
FINAL DRIVE GEAR
(cont’d)FINAL DRIVEN GEAR
SECONDARY SHAFT 3RD GEAR
SECONDARY SHAFT 2ND GEAR
2ND CLUTCH
SECONDARY SHAFT
ONE-WAY CLUTCH
Position is provided to drive only in 2nd speed.
TORQUE CONVERTER
NOTE:
At position, hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of the 2nd gear
exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.
Power flow in position, 2nd speed is the same as position.

Description
Power Flow (cont’d)
2. Power is transmitted to the final drive gear and drives the final driven gear.
MAINSHAFT 1ST GEAR
1ST CLUTCH
MAINSHAFT 3RD GEAR
MAINSHAFT
TORQUE CONVERTER
COUNTERSHAFT
FINAL DRIVE GEAR
FINAL DRIVEN GEAR
3RD CLUTCH
COUNTERSHAFT 3RD GEAR
ONE-WAY CLUTCH
Position is provided to drive only in 3rd speed.
At 3 position, hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of the 3rd gear
exceeds that of 1st gear, power from 1st gear is cut off at the one-way clutch.
Power flow in position, 3rd speed is the same as position.

In position, the optimum gear is automatically selected from the gear ratios of 1st, 2nd 3rd and 4th speeds, according
to conditions such as the balance between throttle opening (engine load) and vehicle speed.
1ST CLUTCH
MAINSHAFT 1ST GEAR
MAINSHAFT
TORQUE CONVERTER
COUNTERSHAFT
FINAL DRIVE GEAR
(cont’d)FINAL DRIVEN GEAR
PARKING GEAR
COUNTERSHAFT
1ST GEAR
ONE-WAY CLUTCH
Position, 1st speed
1 . Hydraulic pressure is applied to the 1st clutch, which rotates together with the mainshaft, and the mainshaft 1st
gear rotates.
2. Power is transmitted to the countershaft 1st gear, and drives the countershaft via the one-way clutch.
3. Power is transmitted to the final drive gear and drives the final driven gear.
NOTE: In the position, hydraulic pressure is not applied to the 1st-hold clutch.

Description
Power Flow (cont’d)
1 . Hydraulic pressure is applied to the 4th clutch, which rotates together with the mainshaft, and the mainshaft 4th
gear rotates.
2. Power is transmitted through countershaft 4th gear to the countershaft.
3. Power is transmitted to the final drive gear and drives the final driven gear.
NOTE: At position, 4th speed, hydraulic pressure is also applied to the 1 st 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.
1ST CLUTCH
MAINSHAFT
1ST GEAR
MAINSHAFT
4TH GEAR
4TH CLUTCH
MAINSHAFT
TORQUE CONVERTER
COUNTERSHAFT
FINAL DRIVE GEAR
FINAL DRIVEN GEAR
COUNTERSHAFT 4TH GEAR
ONE-WAY CLUTCH
Position, 4th speed

Attachments

ad57391bc5218a3047ae2eabd5f3be514bf4ef47d844d2b1aa2eeefdfef8808a

nsxd14015a.pdf

Electronic Control System
Electronic Control System
The electronic control system consists of the Transmission Control module (TCM), sensors, a linear solenoid and 4
solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under and conditions.
The TCM is located on the insulator center bulkhead, behind the driver’s seat.
Shift control
Shifting is related to engine torque through the linear solenoid used to operate throttle valve B which is controlled by the
TCM.
Getting a signal from each sensor, the TCM detects the appropriate gear shifting and activates shift control solenoid
valves A and/or B.
The combination of driving signals to shift control solenoid valves A and B is shown in the table below.
Lock-up control
From sensor input signals, the TCM detects whether to turn the lock-up ON or OFF and activates lock-up control solenoid
valve A and/or B accordingly.
The combination of driving signals to lock-up control solenoid valves A and B is shown in the table below.
(cont’d)

Description
Electronic Control System (cont’d)
TRANSMISSION CONTROL MODULE (TCM)
ENGINE
CONTROL
MODULE
(ECM)
Shift Control
Lock-up
Control
TCS Control Unit
EPS Control Unit
Engine RPM
Air Conditioning Signal
Brake Switch Signal
Vehicle Speed Sensor Signal
Mainshaft Speed
Sensor Signal
Countershaft Speed
Sensor Signal
Self-Diagnosis
Function
Self-Diagnosis Indicator
INTERLOCK
CONTROL UNIT
Lock-up Control Solenoid
Valve B
Lock-up Control Solenoid
Valve A
Shift Control Solenoid
Valve B
Shift Control Solenoid
Valve A
Linear SolenoidThrottle Position
Sensor Signal
Engine Coolant
Temperature
Sensor Signal
Accet Pedal
Angle Signal
Service Check
Connector

Attachments

6111cdc8e5c868c7a4ae0d7ef3a09a26b32c4f2c81bdd0eec5c6c3550a064fcd

nsxd14106a.pdf

Left Side Cover
Removal
CAUTION: Protect the lip of the
driveshaft oil seal by reinstalling three
bolts, after removing the speed sensor
cover.
DRIVESHAFT
OIL SEAL
VEHICLE SPEED
SENSOR (VSS)
COVER BOLT
MAINSHAFT HOLDER
07924–PJ4010A
NOTE: Using a chisel, cut the lock tab. Pry
it up and then remove the locknut from each
shaft.
CAUTION: Keep all of the chiseled
particles out of the transmission.
CHISEL
LOCK TAB
Reinstall 3 bolts around
the driveshaft oil seal.
NOTE:
Clean all parts thoroughly in solvent or carburetor cleaner and dry with compressed air.
Blow out all passages.
Cut the lock tab and raise it, then remove the locknut of each shaft.
Countershaft locknut has left-hand threads.
1. Remove the vehicle speed sensor (VSS) cover, then reinstall three bolts around the driveshaft oil seal.
CAUTION: Do not damage the driveshaft oil seal lip.
2. Slip the special tool onto the mainshaft and engage the parking brake pawl with the parking gear.
3. Remove the transmission left side cover in the following numbered sequence.
NOTE: Remove the special tool from the mainshaft after removing the locknuts.

Attachments

8c53f2ede4e85da077a36179979fabedfe5078f92fa37dfb45086df7dba57630

nsxd14109a.pdf

7. Remove the valve and thoroughly clean it and the valve
body with solvent. Dry all parts with compressed air,
then reassemble using ATF as a lubricant.
VALVE
BODY
VALVE
ATF-soaked
#600 abrasive
paper
Repair
NOTE: This repair is only necessary if one or more of
the valves in a valve body do not slide smoothly in their
bores. You may use this procedure to free the valves in
the valve bodies.
1. Soak a sheet of #600 abrasive paper in ATF for about
30 minutes.
2. Carefully tap the valve body so the sticking valve drops
out of its bore.
CAUTION: It may be necessary to use a small
screwdriver to pry the valve free. Be careful not to
scratch the bore with the screwdriver.
3. Inspect the valve for any scuff marks. Use the ATF-
soaked #600 paper to polish off any burrs that are on
the valve, then wash the valve in solvent and dry it
with compressed air.
4. Roll up half a sheet of ATF-soaked paper and insert it
in the valve bore of the sticking valve.
Twist the paper slightly, so that it unrolls and fits the
bore tightly, then polish the bore by twisting the paper
as you push it in and out.
CAUTION: The valve body is aluminum and doesn’t
require much polishing to remove any burrs.
5. Remove the 600 paper and thoroughly wash the
entire valve body in solvent, then dry with compressed
air.
6. Coat the valve with ATF then drop it into its bore. It
should drop to the bottom of the bore under its own
weight. If not, repeat step 4, then retest.

Attachments