Acura / Honda transmission. Instruction — page 22

The MKYA/GPLA/MKZA/GPPA uses 3 separate pressure control
solenoids. Pressure is controlled according to the 3 PCS combination



Shift Solenoid

The MP1A 2 shift solenoids are normally closed. These solenoids are
POWER controlled through independent sol. connectors pin 2 each. The
solenoid wires are GROUNDED at the transmission body itself. Solenoid
resistance should be between 11 and 26 Ohms. TO meassure voltage,
inject power at sol. pins. You should see 12 volts at sol. body when
solenoid is removed from trans-body and hear a click. If no voltage is
seen at solenoid body side, then solenoid coil is open or broken.

SHIFT-SOLENOID Resistance = 11 — 26 Ohms

MAXIMUM CURRENT at room temperature = 1.10 Amps or 1100 mA

POWER FEED Test between Batt + and Solenoid Power-Feed = 100 to
300 mVolts w/KOER

On/Off solenoid

The MP1A TCC On/Off solenoid (Sol-A) is used to control the
application of the torque converter wet clutches. This is just an Allow
or Not-allow device. Once the TCC On/Off solenoids allows fluid
passage, the TCC PWM solenoid then controls the engagement and
makes actuation harsher or softer. The TCC On/Off solenoid is very
similar electrically and often the same as the normal shift solenoids.
This solenoid is POWER controlled by the TCM at pin 1 (yel). The TCC
solenoid is grounded at the body or dedicated ground wire. A TCC
PWM may also be employed (Sol B). If power is applied, you’ll hear a
click. Also remove the solenoid and see if when injecting power the
solenoid body also goes to 12 volt potential, indicating good solenoid-
coil integrity.

TCC On/Off Resistance = 12 — 24 Ohms

MAXIMUM CURRENT at room temperature = 1.00 Amps or 1000 mA

POWER FEED Test between Batt + and Solenoid Power-Feed = 100 to
300 mVolts w/KOER

TCC PWM Solenoid

The Honda/Acura TCC Solenoid for the MP1A can be either an ON/OFF
or Pulse-Width Modulated unit. The unit is pulsed steadily (Fixed

Frequency) at 65 to 200 Hz. Then the positive or negative side of the
wave is widened or narrowed to control the TCC pressure. The Pulse-
Width has a duty-cycle in percentage. 90% DC = full operation 10% =
almost OFF. Use a duty-cycle meter to test signal. DO NOT apply
steady power to this unit. This is a low resistance unit and will get
damaged by steady power application. Use a turn-signal flasher in
series with the solenoid to test. This will reduce current allowing you to
test the unit. This unit is POWER controlled by the TCM or PCM at pin
2. The GROUND is taken from the solenoid body itself.

TCC PWM Resistance = 15 to 30 Ohms

MAX CURRENT = Do not apply steady power. Low resistance unit.

Pressure Control Solenoid (LPS)

The Electronic Pressure Control Solenoid (LPS) also called the Linear
Throttle Pressure Control Solenoid (Honda and Acura) for the MP1A
transmission is a PWM or Pulse Width Modulated unit. PWM is a ratio of
On to OFF. A 90% Duty-Cycle means that the unit is ON 90% of the
time, therefore, there will be high trans-fluid pressure. The TCM
provides both POWER and GROUND to control the unit. The TCM varies
the duty-cycle to the solenoid at a steady frequency. Do not apply
steady power to this solenoid or damage will result. This is a low
resistance unit. Use a turn-signal flasher in series with the unit when
testing. This will pulse and restrict power, preventing damage.


MAX CURRENT: Do not apply steady power. Current depends on duty-

Section: Miscellaneous Components

Pressure Sensor Test

The Pressure Sensor Test for most modern transmission is a simple ON
and OFF procedure. These pressure switches or sensors are inside the
transmission and detect the actual pressure at the different points in
the trans valve body. This is a transmission gear feedback to the TCM
module. The TCM compares the transmission range switch (neutral
switch) and pressure sensor combination to determine if there’s a
discrepancy. If so, then a faulty code is issued for either the range or
pressure switches. The ISS and OSS are also sampled during the test
for a discrepancy check.

TPS or Throttle Position Sensor

The TPS is a main input to the TCM and is used to determine the
transmission shift points. The TCM needs a throttle aperture and rate
of change signal at all times. Then uses the ISS and OSS to fine tune
transmission shifting. All TPS are 5.00 volt referenced. using a 3 wire
arrangement, one wire is GROUND and provided by the TCM/PCM,
Voltage Reference at 5.00 volts provided by the TCM/PCM and the
actual SIGNAL wire.

With the TPS check for proper 5 volt and module GROUND. Then jump
the 5 volt Ref. or GROUND to the Signal wire and observe the scan
tool. Otherwise check that the voltage injected is reaching the
TCM/PCM connector. Sometimes its OK to disconnect the TPS and let
the vehicle go into Limp-In mode so that the TCM then starts shifting
the transmission in a delayed mode. All you’re looking for is that the
unit goes though all the shift points, proving the hydraulics are fine.

TCM or ECM Testing

The best way to test the TCM is by disconnecting the TPS or the ISS.
This will cause the TCM to go into Limp-in mode and either shift the
transmission is a delayed mode, but goes through all the shifts or just
stays stuck in one gear. If the transmission is stuck in 2nd or 3rd gear
(Limp-in Mode) then the TCM may be seeing a fault and does not know
when to effect the shifting. The other reason is that the transmission
solenoids have lost POWER FEED completely. This is why it’ll do you
some good to learn how the solenoids are commended (by POWER or
GROUND). In most Asian units, the solenoids are grounded at the body
and the TCM provides power. These units never loose the common

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