No cold days here in Texas. Even stranger, the car had sat for 10 days 3 days prior to this happening. I would have expected a problem like this after it had sat for so long, not several days later after driving for a few days.

 

Barring a low fluid level, this definitely is beyond temperature variation problems - I have never had the problems you describe with any of the TL's I have owned (3), including a cold-start in Connecticut on a blustery 8 degree morning. Brrrr!! I was happy to head back to the Southland!

------------------
Rage On!
2002 TL-S w. Comptech header/exhaust
SSR Integral A2's
17x7 45mm offset
Pirelli P7000 (Summer) 215-50/17

 

Has anyone experienced any transmission problems with their Type S? I got in the car and started driving this morning, and it was having a hard time shifting between 2nd and 3rd. I was not pushing the car at all, but the engine would start reving really hard before it would finally shift, but real jerky. Cannot even get someone at the service department to pick up the phone since they are supposedly so busy. It does it in both SS and normal. In SS, when I shift the car, it would not shift. After I drove about 10 miles, all was okay. Any thoughts???

 

I would definitely get this looked at by your service department.

I've had none of the problems that you describe ...

 

Hey bud,

Was it cold the morning your experienced the problem? Was the car garaged or outside? All three of my cars, TL-S, Isuzu Rodeo, Benz, do that after being started on early-morning cold-starts (cold only has to be about 50 degrees). The transmission has to warm up, and this rough-shifting is actually, at least in my two others car, a pre-programmed feature of the transmission to properly warm it up before allowing me to drive more aggressively. It sounds though, that your situation may be a little more severe, in which case, 1000 is right, I'd visit the dealership --> however, they'll have to reproduce the event, so I'd refrain from callin' them right away, repeat the scenario a couple more times and then when you're sure it's consistent, call them and tell 'em you'll leave the car overnight (the night before your appointment). Then visit them in the morning BEFORE they start the car so you'll be there to directly point it out.

I got into a lot of detail w/ this post b/c I had MAJOR fuel odor issues w/ my Rodeo that occurred only when I started the car, but they conveniently went away each time I drove the Rodeo straight to the dealership to have to identified by the service-techs.

Best of Luck!

 

An update on the transmission problem if anyone is interested. The dealer called me today and said it was a computer chip problem and another sensor. They said they had to order the part, so I will have it back next Tuesday. I am a little concerned since this happened at 2800 miles. I don't want to have to get new sensors with every oil change!

 

TypeS,
Where did you buy you car?? I have a 2001' CL Type S and it exhibited the same problem you see to failure!! I mean I was on my way to the dealership when the transmission decides not to shift out of second at all, almost redlined that sucker when the check engine light came on and VSA (very scary when trying to enter the Sam Houston toll road at 8:00 Monday morning).

Needless to say, the car is still in the shop and since I have both headers and a AEM CAI (I didn't have the time to remove it, and I don't think it attributed to transmission failure no matter what anyone might say) they said that had to get someone from Acura to look over my car to make sure I hadn't abused it. Needless to say I will keep everyone here as well as on the CL board up to date.

Had a call into Acura NA today, hopefully that will light a fire under someones ass (the car's been in since Monday morning) to tell me what the hell is going on.

-Johnny

 

I guess that makes it 2 Type S's at Sterling Macall with transmission problems. I hope I get my car back this Friday, it's been in the shop for two weeks.

I guess this eliminates the Comptech SC thoughts that I had going on in my head.



------------------
-Johnny S
01' Type S

 

Well Another update....They called me on Friday and told me that the chips and sensors they replaced had no effect, so..they are going to replace the transmission. Let me tell you how excited I am (sarcasm). Not only that, I had a blowout on the loaner car, and they tried to make me pay for the tire! If I ran over a nail or something, fine I'll fix it. But if the tire blows on highway driving, I'm not going to pay for it. After yelling at the service manager for 30 minutes this morning, he dropped the charge. The whole thing has left a bad taste in my mouth. For those interested, I bought the car at Sterling Macall in Houston.

 

Everyone keep your fingers crossed. I am going to try to talk them into a new car!
May go black this time.

 

We own a 2003 TL type-s



Greetings all, I am new here, and have found the forums to be very informative. Thank you!




I have been doing some research in regards to the transmission problems so many of us have been experiencing. I came across someone who was told by their dealer that it wasn't just a transmission problem that it was actually a bad computer problem and their dealer replaced the computer and the transmission; apparently they have not experienced any more problems.

When I approached our dealer about this possibility I was told instantly it was not a computer problem. However we are currently in the process of getting our third transmission replacement (we already had the oil jet kit put in and began having more problems ten months later). My faith in our Acura has definitely been shaken and I am concerned for future problems not only with the transmission but with other parts of the engine due to wear and tear as a result of these problems. Given the circumstances pertaining to our experience, I am not willing to believe that this third transmission will be any different from the first two. When we inquired about what exactly is wrong with the transmission we get the run around.


Personally, I am going to document a request that my dealer inspect my Acura's computer for any defects or problems that can result in possible transmission failures or complications. We are at 75,000 miles and we have had nothing but problems related to the transmission since we bought the car so it can't hurt to have this checked out. It doesn't seem like what is being done is working considering so many are on their third and fourth transmissions. An extended warranty is great but it does not appear to be fixing the problem which will still be OUR problem in the long run!

I am having my computer in my TL checked out by the dealer as well as by an outside specialist in relation to my transmission problems based on research I have done as well as considering the following information pertaining to the functionality of Automatic transmissions. This is just what I'm doing and thought maybe it could help others out who are seeking permanent resolution of their transmission woes. Best wishes!
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Is there a chance that it's not the transmission at all?

*note: The more recent transmissions are totally under computer control. Partial or complete failure of the computer is rather uncommon, but computer problems can manifest themselves as transmission problems.

I found that in other instances where people experienced transmission problems with other cars their dealers ran extensive diagnostics and pronounced the transmission just fine: the problem was in the little electronic brain. I was skeptical, after researching this they appear to be right. Their computers were sent out for regrooving and repair; apparently everything returned to normal. I can't help but wonder if our "transmission problems" with our cars are actually computer problems. I am now wondering if a "rebuild" is really what I needed this third time around! I encourage others to investigate this possibility as well, that way we can possibly take collective action!
-----------------------------------------------------------------
Diagnosing Transmission Problems MUST READ!!

A Short Course on
Automatic Transmissions
by Charles Ofria

Computer Controls:


Solenoid Pack




The computer uses sensors on the engine and transmission to detect such things as throttle position, vehicle speed, engine speed, engine load, brake pedal position, etc. to control exact shift points as well as how soft or firm the shift should be. Once the computer receives this information, it then sends signals to a solenoid pack inside the transmission. The solenoid pack contains several electrically controlled solenoids that redirect the fluid to the appropriate clutch pack or servo in order to control shifting. Computerized transmissions even learn your driving style and constantly adapt to it so that every shift is timed precisely when you would need it.

Because of computer controls, sports models are coming out with the ability to take manual control of the transmission as though it were a stick shift, allowing the driver to select gears manually. This is accomplished on some cars by passing the shift lever through a special gate, then tapping it in one direction or the other in order to up-shift or down-shift at will. The computer monitors this activity to make sure that the driver does not select a gear that could over speed the engine and damage it.

Another advantage to these "smart" transmissions is that they have a self diagnostic mode which can detect a problem early on and warn you with an indicator light on the dash. A technician can then plug test equipment in and retrieve a list of trouble codes that will help pinpoint where the problem is.

Transmission repairs:

* Adjustments and In-Car Repairs
There are several problems that can be resolved with an adjustment (A simple adjustment is one that can be made without removing the transmission from the vehicle.) or minor repair.

If a late model transmission (computer-controlled transmissions started becoming popular in the early '90s) is not shifting properly, it is often the result of a computer sending incorrect signals due to a faulty sensor, or the transmission is not reacting to the computer command because of a bad connection or defective solenoid pack. These problems can be corrected while the transmission is in the car for considerably less money then a complete overhaul.

If a non computer-controlled transmission is shifting too early or too late, it may require an adjustment to the throttle cable. Since throttle cables rarely go out of adjustment on their own or due to wear and tear, these mis-adjustments are usually due to other repair work or damage from an accident. If the vehicle has a vacuum modulator instead of a throttle cable, there is an adjustment that can be made using an adjustment screw in some modulator designs. In vehicles with modulators, however, it is very important that there are no vacuum leaks and the engine is running at peak efficiency. Engine vacuum is very sensitive to how well the engine is running. In fact, many technicians use a vacuum gauge to diagnose performance problems and state-of-tune. Many problems that seem to be transmission problems disappear after a tune-up or engine performance related repair was completed.

In some older transmissions, bands can be adjusted to resolve "slipping" conditions. Slipping is when an engine races briefly when the transmission shifts from one gear to the next. There are no adjustments for clutch packs however.
* Reseal job
A transmission is resealed in order to repair external transmission fluid leaks. If you see spots of red oil on the ground under the car, your transmission may be a candidate for a reseal job. In order to check a transmission for leaks, a technician will put the car on a lift and examine the unit for signs of oil leaks. If a leak is spotted at any of the external seals or gaskets and the transmission otherwise performs well, the technician will most likely recommend that the transmission be resealed.
Most of the external seals can be replaced while the transmission is still in the car but, if the front seal must be replaced, the transmission must first be removed from the vehicle in order to gain access to it, making it a much costlier job.
* Replace accessible parts
There are a number of parts that are accessible without requiring the removal of the complete transmission. many of the control parts including most of the electrical parts are serviceable by simply removing the oil pan. The parts that are accessible, however, vary from transmission to transmission and most transmission repair facilities would hesitate to provide meaningful warrantees on external repairs for the simple reason that they cannot see if there are any additional internal problems in the components that are only accessible by transmission removal.
* Complete Overhaul
In a complete overhaul (also known as rebuilding a transmission), the transmission is removed from the vehicle and completely disassembled with the parts laid out on a workbench. Each part is inspected for wear and damage and then either cleaned in a special cleaning solution, or replaced with another part depending on its condition. Parts that have friction surfaces, such as bands and clutches are replaced as are all seals and gaskets. The torque converter is also replaced, usually with a remanufactured one. Technical service bulletins are checked to see if the auto manufacturer recommends any modifications to correct design defects that were discovered after the transmission was built. Automobile manufacturers often make upgrade kits available to transmission shops to resolve these design defects.
* Replacement unit vs. overhaul existing unit
When a transmission requires an overhaul, there are generally two options that you may have. The first is to remove your existing transmission and overhaul it, then put the same, newly rebuilt unit back in your car. The second option is to replace your existing unit with another unit that has already been rebuilt or remanufactured.
The second option will get you out of the shop and on your way much faster but may cause you problems down the road. The reason for this is that, in some but not all cases, a particular transmission model can have dozens of variations depending on which model car, which engine, which axle ratio, even which tire size. The problems you could experience could be as simple as a speedometer that reads too high or too low (the speedometer is usually connected by cable to a gear in the transmission output shaft.) You may also experience incorrect shift points or even complete transmission failure because your engine may be more powerful then the one the replacement unit was originally designed for. This is not the case with all transmission models so voice your concerns with your technician. Most shops will rebuild your existing unit if you request it as long as they can afford to have a lift tied up with your car while the transmission is being rebuilt. Of course this is only important if you are sure that the transmission you have is the original one and has never previously been replaced.


Copyright © 2000-2004, SmartTrac Computer Systems, Inc.
All Rights Reserved.

Read Full Article Here




Solenoid Information!


This article is about the coil of wire. For the mathematical topological group, see Solenoid (mathematics).

Various solenoids
Enlarge
Various solenoids

A solenoid is a loop of wire, often wrapped around a metallic core, which produces a magnetic field when an electrical current is passed through it. Solenoids are important because they can create controlled magnetic fields and can be used as electromagnets.

In physics, the term solenoid refers specifically to a magnet designed to produce a uniform magnetic field in a volume of space (where some experiment might be carried out).

In engineering, the term solenoid may also refer to a variety of transducer devices that convert energy into linear motion. The term is also often used to refer to a solenoid valve, which is an integrated device containing an electromechanical solenoid which actuates either a pneumatic or hydraulic valve, or a solenoid switch, which is a specific type of relay that internally uses an electromechanical solenoid to operate an electrical switch; for example, an automobile starter solenoid, or a linear solenoid, which is an electromechanical solenoid.

Electromechanical solenoids

Electromechanical solenoids consist of an electromagnetically inductive coil wound around a movable steel or iron slug (termed the armature). The coil is shaped such that the armature can be moved in and out of the center, altering the coil's inductance and thereby becoming an electromagnet. The armature is used to provide a mechanical force to some mechanism (such as controlling a pneumatic valve). Although typically weak over anything but very short distances, solenoids may be controlled directly by a controller circuit, and thus have very low reaction times.

The force applied to the armature is proportional to the change in inductance of the coil with respect to the change in position of the armature, and the current flowing through the coil. The force applied to the armature will always move the armature in a direction that increases the coil's inductance.

The magnetic field inside a solenoid is given by:

B = μ0NI,

where μ0 = 4π×10 - 7 henries per metre, N is the number of turns per metre, and I is the current in amperes. See Electromagnet.

Electromechanical solenoids are commonly seen in electronic paintball markers, and dot matrix printers.

Rotary Voice Coil

This is a rotational version of a solenoid. Typically the fixed magnet is on the outside, and the coil part moves in an arc controlled by the current flow through the coils. Rotary voice coils are widely employed in devices such as disk drives.

Pneumatic solenoid valves

A pneumatic solenoid valve is a switch for routing air to any pneumatic device, usually an actuator of some kind. A solenoid consists of a balanced or easily moveable core, which channels the gas to the appropriate port, coupled to a small linear solenoid. The valve allows a small current applied to the solenoid to switch a large amount of high pressure gas, typically at around 100 psi (7 bar, 0.7 MPa, 0.7 MN/m²).

Pneumatic solenoids may have one, two, or three output ports, and the requisite number of vents. The valves are commonly used to control a piston or other linear actuator.

The pneumatic solenoid is a kind to a transistor, allowing a relatively small signal to control a large device. It is also the interface between electronic controllers and pneumatic systems.

Hydraulic solenoid valves

Hydraulic solenoid valves are in general similar to pneumatic solenoid valves except that they control the flow of hydraulic fluid (oil), often at around 3000 psi (210 bar, 21 MPa, 21 MN/m²). Hydraulic machinery uses solenoids to control the flow of oil to rams or actuators to (for instance) bend sheets of titanium in aerospace manufacturing.

The basics of solenoid valves

Solenoid valves are the most frequently used control elements in fluidics. Their tasks are to shut off, release, dose, distribute or mix fluids. They are found in many application areas, for example: Fast and safe switching, high reliability, long service life, good medium compatibility of the materials used, low control power and compact design.

Besides the plunger-type actuator which is used most frequently, pivoted-armature actuators and rocker actuators are also used.

Solenoids in fiction

* The use of the word solenoid (particularly in science fiction) could be grouped in with other terms such as conduit, socket, firewall, capacitor, wormhole and laser to lend some kind of scientific/engineering credibility from a lay person's perspective.

* In the anime and manga series Neon Genesis Evangelion, one plot device was a "Super Solenoid Engine" (or S²), a limitless power source.

* In Steven Spielberg's 2005 War of the Worlds movie, the alien tripods disable all flow of electric current in a wide area, thus rendering vehicles useless; the problem is fixed by replacing the solenoid, a weak deus ex machina.

* In Gene Roddenberry's Andromeda TV-Series, an AP (for Anti-Proton) Solenoid Valve is used to control the flow of the anti-protons which are used to power the ship and propel it through space. In the Episode "The Vault of The Heavens" (3.18), Engineer Harper orders Trance to shut it, filling the AP tanks to capacity, then expelling it quickly, thereby accelerating the ship much more than normal.

External links

* Solenoid Basics for Robotics
* Discussion of Solenoids at Hyperphysics
* Basics of Rotary Voice Coils

This entry is from Wikipedia, the leading user-contributed encyclopedia. It may not have been reviewed by professional editors (see full disclaimer).

For complete Solenoid Article click here

AMTRANS: Automatic Symptoms CLICK HERE

I found this site to be interesting....
The "A" Team

 

How many times are you going to post that? This is a 5 year old thread