Hey all,

I'm looking at buying a 2003 TL, but am concerned about the possible transmission problems I hear about on this and other websites. Would you say there are any periods of mileage that most of the transmission problems start to occur (I see a lot of @ 40K being sold and wasn't sure)? Also, when I take the car into the mechanic to have it inspected, are there any things they can do to specifically see if future problems are imminent?

If any of you have any other suggestions of specific things to look for when buying a used TL, I would appreciate them.

Thanks

P.S. Do all 2003 TL's have 100K extended warranties on them, or is that something I will have to buy from the dealership? I have read some conflicting threads on here about the warranties and I wasn't sure what type of warranties currently exist.

 

there is no way of telling if the car is going to have tranny problems. there isnt any thing they can inspect either. some do some dont. as for warranty odds are they will cover any year tl up to 100k if one fails on you

 

there was actually a recent recall on the tranny's. If you take it into the dealer, under warrenty of course, they will check it for problems, if its ok they will install a coolling/lubricating piece to the transmissin. If the tranny is bad they will replace it for you for free.


and if you buy the car "certified pre owned" from Acura you will have a 100k mile warrenty on the tranny, and you will be covered for the rest of the car till 62,000 miles.

 

kinda. if you buy the car with out the certified pre owned and it doesnt have a salvaged title it will also have a 100k warranty on the tranny.
you can bring it in and they can inspect the recalled problem to see if that part is still in good shape, BUT there are 2 problems with the tranny (the one that we all have had) and that cant be seen when they inspect the tranny.

 

So the list below is out of date ? Last I remember reading is that if you were a '03 Type S out of this Vin range, you only had coverage for 4 years / 50,000

VEHICLES AFFECTED

2000-02 3.2TL: All

2003 3.2TL (except Type S):
From VIN 19UUA5…3A000001 thru 19UUA5…3A019556

2003 3.2TL Type S:
From VIN 19UUA5…3A000001 thru 19UUA5…3A019061

2001-02 3.2CL: All

2003 3.2CL (all models):
From VIN 19UYA42…3A000001 thru 19UYA42…3A005203

 

Here's my VIN 19UUA56823A007928....do I fall into that Vehicles Affected list...I have a salvage title so i know how hard it'll be for me to get a dealer to fix the tranny but i'm asking to see if maybe my "batch" of cars didnt have the same problem, this whole tranny thing is really scare'n me, b/c of the salvage title and i cant deceide if i should just sell it now while everythings good

 

your vin falls in place but since you have a slavaged title it will be very hard unless you have a really nice dealer

 

I doubt that the dealer will take care of it because of your salvaged title. I guess it depends on how much you like the car and how much would you be willing to put up with it. I am assuming you did not pay what the fair market price is for your car because of the title. And, let say in 2 years, you need the tranny work. Would you be willing to pay $2000 to $3000 for a new one? If you don't want to deal with the headache, I'd say sell it now.

 

We own a 2003 TL type-s

Transmission problems started at 25-30,000 miles and have continued to 75,000 miles...



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!
---------------------------------------------------------------------------------
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

 

Its not a computer problem or solenoid problem, and all the people you read about having 3 and 4 trans were done well before the redesign, which since then we havent been having any failures

 

Next time, just post a link to this drivel and try responding to a thread that's not years old.

 

What is the transmission redesign you are referring to? Do you mean there is a redesigned transmission that I could get for my 2001 3.2TL that is more reliable? Thanks for any info!

 

Transmissions replaced after Feb 05 under warranty are the latest updates in design and has all the current updates.

Register at www.acura.com ownership experience and make an account there for free.
It knows all about your car based on VIN number

You dont get a new trans just because you want one. If it fails- thats another story

 

Thank you for the info! Much appreciated.

 

I'm a N-E-W-B-I-E and I'm really in a tough situation. I bought my car from a dealer here in Atlanta. It's a '03 3.2 TL in August and yesterday I started having problems with the transmission to the point that I'll be at a light and it won't even pull off. I had a diagnostic test done and there were 3 codes. P0740-Torque Converter, P0730-Incorrect Gear Ratio and P0780-Shift Malfunction. I was told that I need a new transmission. I just found out about the recall today and called the 800 number for Acura 3 times and finally someone told me that my car had been repaired but couldn't give me a date or any other info. I found that kind of odd when the second person told me that the recall expired in July of this year and I was pretty much out of luck. I don't have the slightest idea what to do. I called the dealer that I bought it from and he says there's a 100k mile warranty on it and Acura has to fix it. It only has 68k on it.

The VIIN # is 19UUA56603A070511

 

******************************************
I need a little help..... I purchased a '03 3.2 TL engine & tranny with 34k miles on it for a CUSTOM installation in my Attack K1 kit car [go to http://attackforums.com/ for some links, DuxF355 ]. After getting all the TL's wiring installed in this car it started right up but will only shift from 1st gear to second but no higher!!!! D5 starts to blink & P0780 codes is the only code I get!!! Shifts back down to 1st gear also when slowing down, but no higher shifts thru 35MPH!! Has the oil jet mod installed & the fluid is free of any debris [no clutch pack failures per some other threads... ??]. The tranny also shifts 'hard' when first engaging the shifter to D5 the first time......... & FYI> the ABS & TCS lights are also lit up on the dash [I don't have any ABS systems but DO have the ABS control unit still hooked up w/one wheel sensor feeding all 4 input signals just in case the ECM needed them]. Have seen threads to change out the ATF filter... my next option? Have manually 'stroked' all of the Shift Solenoids, so assume they are functioning all right.
Any suggestions?

 

wow this thread is all over the place...

 

I'm in the same boat as the OP. I'd really like to upgrade to a TL (I currently drive a 289k mile MB diesel...on the original transmission), but I can't say that the transmission issue gives me a "warm fuzzy."

 

there remains the original problem on cars with original trans
many have been warranty replaced by now- some with a post 05 new case design that helps a lot
wont fix the prob totally,, but its much better

for the kit car- post a new thread with that info in title- 03 trans in kit car wont shift above 2nd gear
one of the engine and trans swap gurus should be able to help
fsttyms1 or phee are good sources
piggylover1985 is an actual trans rebuilder guy and knows whats up with problem codes
send a PM- not everyone has time to browse the threads

 

dux- note the trans filter is external, not inside the pan like amercan cars of old
fairly easy to replace
ck the diy section for help
https://acurazine.com/forums/2g-tl-1999-2003-98/new-official-2nd-gen-tl-diy-thread-706083/
thats the master diy list--save to your faves

 

**************
right, I'd seen that & have been looking locally for that external filter .... try it before any ohter major expenses!!!
thx.....
and my Attack build pix w/32. engine install are here >>
http://s47.photobucket.com/albums/f180/duxdenver/