2. Elimination of stock system
a. Take away the stock air box set up and affixing hardware from the fender well.

b. Disconnect breather hose in the air inlet tube.

c. NOTE: The engine ought to be awesome before carrying out this task to ensure that HOT coolant isn’t launched from the engine. Make sure to capture any lost coolant inside a clean container. Disconnect water bypass hose from throttle body or even the fast idle thermo valve, where outfitted, situated in the lower a part of the throttle body. Disconnect the other side from the water bypass hose, which runs either to the intake manifold or even the water outlet neck. Take away the entire water bypass hose and breather hose set up in the vehicle.

d. Release and take away the environment inlet tube in the throttle body.

e. Enhance the front from the vehicle having a jack. Make reference to your owner’s manual for proper jack and jack stand positioning to correctly support vehicle. Support your automobile using correctly ranked jack stands before wheel removal or while working underneath the vehicle.

NEVER WORK Within VEHICLE Without Needing JACK STANDS.

i. Take away the lower front splash guard.
ii. Take away the front passenger side wheel and take away the interior splashguard / inner fender lining.
f. Take away the resonator from beneath the fender well.

3. Installing of AEM® intake system.

a. When setting up the intake system, don’t completely tighten the hose clamps or mounting hardware until instructed to do this.
b. Install one black connector hose about the throttle body finish from the inlet pipe. That’s the finish nearest towards the breather nipple.
i. Install the 2 #48 hose clamps about the connector hose and merely snug them lower about the hose.

c. Install connector hoses about the finish from the inlet pipe. Secure hose clamps about the hoses and snug them lower sufficiently to ensure that you are able to still adjust the positioning of the pipe when it’s installed.

i. Install the intake pipe by placing the low finish from the intake pipe in to the vacant area in which the resonator transfer tube was formerly installed. (On models outfitted with AC, you’ll have to bend the AC line ® slightly to obvious the AEM intake pipe, failure to do this may damage the intake pipe or AC line).

ii. The support tab about the intake pipe will fall into line having a threaded hole about the inner fender well. Install the rubber isolator mount and fix the environment inlet tube to the rubber mount. Install the big fender washer and also the lock nut to the isolator mount stud and snug it lower. NOTE: Failure to set up the rubber mount will void all warranties from the intake system. Below on

the following page is really a diagram of the way the rubber mount ought to be installed.

iii. You now should have the ability to align the inlet pipe to ensure that:

1. The bond towards the throttle is not twisted.

2. The rubber isolator mount isn’t under excessive stress regarding result in premature failure.

iv. Tighten all hose clamps and also the rubber isolator mount correctly.

d. Install the AEM air conditioning filter to the finish from the intake pipe. Push the air conditioning filter on around 2 ” within the intake pipe and install one hose clamp to secure the air conditioning filter onto the intake pipe. Once fitment is checked, you may either push the air conditioning filter to the intake pipe pretty much based on clearances. Tighten the hose clamp after this is accomplished.

e. Connect the breather hose towards the intake pipe while using black connector hose and 2 clamps provided using the package.

f. Connect the brand new provided water bypass hose and clamps towards the throttle body or even the fast idle thermo valve, where outfitted, and only the intake manifold or even the water outlet neck disconnected earlier. NOTE: Replace any coolant retrieved throughout the hose removal by replacing the recovery tank.

4. Reassemble Vehicle

a. Fender lining minimizing Front Splashguard: Install the fender lining, lower splashguard and then any hardware which was removed in steps 2e i. and 2e ii.

NOTE: Failure to set up the fender lining can lead to reduced performance and increase the opportunity of engine damage because of water ingestion in wet conditions.

b. Wheel: Install the passenger side wheel while using factory torque specs (see owner’s manual)

c. Squeeze inlet pipes for top fitment. Make sure that the pipes or other components don’t contact any area of the vehicle. Tighten the rubber mount, all bolts, and hose clamps.

d. Look for proper hood clearance. Re-adjust pipes if required and re-tighten them.

e. Inspect the engine bay for just about any loose tools and appearance that nails which were moved or removed are correctly stiffened.

f. Reunite negative battery devices and begin engine. Allow the vehicle idle for 3 minutes. Execute a final inspection before driving the automobile.

5. CARB Sticker Positioning

a. The C.A.R.B. exemption sticker, (attached), should be visible underneath the hood to ensure that an pollutants inspector can easily see it once the vehicle is needed to become examined for pollutants. California requires testing every 2 yrs, other states can vary.

6. Service and Maintenance

a. It’s suggested that you simply service your AEM Dryflow™ filter every 20,000 miles for max performance. Use AEM Dryflow cleaning package part # 21-110.

b. Use aluminum polish to wash your polished AEM intake tube.

c. Use window cleaner to wash your powder covered AEM intake tube. (NOTE: Don’t Use aluminum polish on powder covered AEM intake tubes).

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ACURA Integra Type R Intake System PDF Installation Instructions

Installation Steps: Start the acura engine and check for loose connections or coolant/vacuum leaks, etc.
Disconnect the negative battery terminal.
Remove the air filter duct, all vacuum hoses, water (coolant) hoses and electrical connectors from the stock throttle body. Mark all hoses and wires to ensure that they are installed correctly on the new throttle body. Note: Engine coolant may run from the hoses once removed.
Disconnect the throttle linkage by opening the throttle manually and slipping the cable from the cam groove on the linkage.
Remove the four nuts securing the throttle body to the intake manifold and remove it.
Remove the MAP (see Figure 1 for MAP sensor location) sensor from the factory throttle body. Use the new O-ring with the blue stripe from the kit contents to seal the MAP sensor to the throttle body. Attach the MAP sensor to the new throttle body using the factory screws.
Remove the idle air system (IAC) motor (see Figure 1 for IAC motor location) from the factory throttle body. Using the factory bolts and the O-rings supplied in the kit, attach the IAC to the new throttle body. The o-rings are color-coded so refer to Figure 1 for proper installation. Torque down bolts to 10 N·m or 7 lbf·/ft.

Note: To achieve the maximum benefits when re-using the factory intake manifold, you should match the opening on the intake manifold to the size of the new throttle body bore. The manifold should be hand-ground OFF the engine and thoroughly cleaned prior to re-installation. If using Edelbrock Victor X PN 4760, 4761 or 47601, no grinding is needed. These manifolds are already bore-matched to this throttle body. Refer to the OEM owner’s manual for removal/installation procedure of the intake manifold. Use the gasket as a template to mark the manifold for grinding.

Be certain the gasket-mating surface on the intake manifold is clean and free of debris. Using the factory nuts and bolts and the new gasket supplied in the kit, attach the throttle body to the intake manifold. Torque nuts and bolts down to 20 N·m or 14 lbf·/ft.
Slip the throttle cable on the linkage arm.
Observe the throttle body while an assistant presses and releases the gas pedal to ensure that the throttle blade opens and closes completely as well as smoothly.
Re-attach the air filter duct, all vacuum hoses, coolant hoses and electrical connectors on the new throttle body.
Re-connect the negative battery terminal.
Start the engine and check for loose connections or coolant/vacuum leaks, etc.
After the engine is warmed up, check the idle speed (refer to owners manual).
Double-check all fasteners, clamps, and electrical connections to ensure they are all secure.

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Acura Integra GSR VTEC Throttle Body PDF Installation Instructions Manual

The 2010 Acura RDX offers a choice of front-wheel drive or Acura’s proven Super Handling All-Wheel Drive system, called SH-AWD. The all-wheel-drive system delivers a higher proportion of power to the outside rear wheel under hard cornering, thus keeping the car balanced and enhancing cornering performance. The front-wheel-drive version gets better fuel economy (by about 2 mpg) and lowers the purchase price $2000.

RDX comes trimmed in leather, no cloth interior is available. Standard equipment includes a power moonroof and dual-zone climate control. In short, the RDX is designed for drivers who do not want to compromise cornering for a comfortable ride (hence, the firm suspension), but want upscale accommodations.

The 2010 RDX features revised front and rear styling, cabin upgrades and additions. It’s also a bit quieter. The addition of the front-drive model is the most substantial change since the launch of the RDX as a 2007 model.

Model Lineup The Acura RDX ($32,250) comes with leather upholstery, heated front seats, power moonroof, Bluetooth hands-free phone interface, USB input, XM satellite radio, 18-inch alloy wheels with all-season tires, xenon HID headlights with fog lamps, rear camera display in rearview mirror. The RDX SH-AWD model features the all-wheel-drive system ($34,250).

The RDX with the Technology Package ($35,620) upgrades with a 10-speaker, 410-watt sound system, navigation system with voice recognition, rearview camera, GPS-linked solar-sensing climate control and the AcuraLink satellite communication system with real-time traffic and weather. The Technology Package is the only available option and is also available on the SH-AWD model ($37,620).

Safety features standard on all models include dual-stage frontal airbags, side airbags in front, side curtain airbags with rollover sensor, active front head restraints to help protect against whiplash, tire-pressure monitor, VSA electronic stability control, traction control, four-wheel anti-lock disc brakes with Electronic Brake Distribution and Brake Assist. All-wheel drive is optional.

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Acura RDX 2010 Premium Crossover SUV Performance and Handling PDF Manual

OBD-II (96 on) Engine Management Systems Computer-controlled car repair made easy! For all car and light truck models manufactured since 1996. We take the mystery out of the Second-Generation On-Board Diagnostic system by showing you how to understand your vehicle’s On-Board Diagnostic system. We show you how to deal with that “Check Engine” light – from reading the code to diagnosing and fixing the problem. Includes information on diagnostic tools, powertrain management fundamentals, OBD-II “monitors” and manufacturer-specific trouble codes for GM, Ford, Chrysler, Toyota/Lexus and Honda/Acura vehicles. Let your car’s computer help you find the problem! Fully illustrated with over 250 photographs and drawings.

Weber/Zenith Stromberg/SU Carburetor Manual Covers all popular Weber carburetor types: DAF, DCD, DFA, DFV, DFD, DFE, DFM, DFT, DGV, DIF, IDA, IDF, IDS, IDT, DCNF, DCOE, DFAV, DFTA, DGAS, DGAV, IDAP and IDTP. Part three covers the complete line of Zenith Stromberg CD “constant depression” carburetors from the 1960s to 1970s: CD, CDS, CDS-2, CDSE, CD-2E, CDST and CDSET. Part four includes SU Type H, HD, HS and HIF (including electronic) carburetors and auxiliary starting devices through 1988. Includes theory and operation, maintenance and tune-up, detailed overhaul procedures, application and reference tables, converting to Weber carburetors, how to install a Weber dual carburetor kit on an air-cooled VW engine.

Antilock Brake Systems Understanding, testing and diagnosing anti-lock brake systems (ABS) fitted to all mainstream European (or European- derived) cars and vans from 1982 to date. Covers Bendix, Bosch, Clayton, Girling, Kelsey Hayes, Lucas and Teves systems as fitted to Alfa Romeo, Audi, BMW, Citroën, Daewoo, FIAT, Ford, Jaguar/Daimler, Lancia, Land Rover, Mercedes-Benz, Peugeot, Renault, Rover/MG, SAAB, SEAT, Skoda, Vauxhall/Opel, Volkswagen & Volvo. Contents include an overview of the operation of the different systems; general test equipment, procedures and fault diagnosis; 22 system-specific chapters containing technical data, wiring diagrams and specific fault finding procedures.

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Good Automotive Engine Repair Tech PDF Reference Book

The TL could upgrade the image of any CPA, pharmacist, or dental hygienist that climbs aboard – for a sedan, this car looks downright hip. We climbed aboard and hit the road on a 150 mile run up Highway 5 in the dark of night. Immediately we noticed the white light bi-xenon headlights, but we discovered that, rather than older technology lighting which fades out into the distance, these xenon lights have an abrupt edge to their illuminated area, beyond which it is pitch black. So you see what is close to you better, but there is no bleed into the distance, requiring more frequent use of admittedly excellent bright beams. The interior is the best we’ve seen from Acura. As one looks at a very tasteful integration of leather, metal and wood, one could easily believe that they are aboard a German marque. Very high marks for cosmetics and ergonomics here, except for my favorite subject – the dreaded Nav system. After panning BMW’s iDrive, and calling Cadillac’s information screen “almost down to BMW’s standard,” I’m proud to say with enthusiasm that the Acura system is….well, not as bad.

First, a little venting here, please forgive – if manufacturers put equipment in a car, within the driver’s easy reach, that is intended to assist the driver in driving the automobile, is it realistic to think that the driver won’t use the system while they are driving? NO!! And yet, every time we start a car with one of these systems, we are met by aggravating warnings on the display screen, obviously written by corporate lawyers, stating that I’m not supposed to use the system “while in motion” and I’m asked (every time I reboot the car) to “accept these terms” which then takes me to an interface where I use the system while driving the car!! In the TL’s defense, I was able to decipher the system well enough to at least turn off the voice directions and dim the screen so it wouldn’t blind me in the dark. And another confession – it was kind of cool to watch the GPS work and see my progress on the real-time map display, while cruising the interstate. The bottom line is, I might actually NEED the Nav system once a month. Yet the busyness associated with the NAV system makes the dashboard far less user friendly for the rest of the time I drive the car – 29 days a month. Speaking of driving – lets get back on the road. My 5’ 11” inch son is riding in the back and declares plenty of room – it really is a good interior package. Good room and plenty of seat travel in front for very large drivers and four passengers. Although the front seats are definitely better to look at than they are to sit in. While nicely made, they simply lack much anatomical shape or support. The car is very quiet which is exactly what I expected from a Honda engineered product. The ride is on 17” standard alloy wheels and a four- wheel double wishbone suspension with a multi-link rear.

Very state-of-the-art hardware – and yet I think they might have gone one step too stiff for the stock suspension. Acura offers a dealer-installed “A-Spec” performance package that includes 18” wheels, brake upgrades, suspension stiffening and lowering, and a rear wing. But this stock suspension might be just a bit to harsh for the traditional Honda upgrade buyer. This is where the Euro builders still seem to have a leg up – the ability to provide a compliant ride that adapts readily to sporting driving. However, as our trip will lead us to Thunderhill Raceway, we’ll find out if there is an upside to this small dose of harshness soon enough. The final run on I-5 was quite late, and true confessions compel me to admit to an acceleration run as a part of any good test. The TL has a 270 horsepower single overhead cam VTECH V6, but the torque is at a modest-for-a 3500 lb -car 238 lbs-ft. Having driven the high revving VTECH four cylinder Acura engines which take off at motorcycle-like revs, I expected to have a strong pull at the higher range. Didn’t really happen. This is a perfectly nice V6, with plenty of power for a sporty sedan. But it never excited us – it’s a linear pull all the way up the RPM’s, but it kind of poops out early for a VTECH. The cruise continued – XM on the stereo, stealth, quiet speed on the interstate, and good gas mileage as well. In fact, Acura should get credit here, as this is a capable car that qualifies as an Ultra Low Emissions Vehicle by C.A.R.B. standards. In addition, the TL has a five star frontal crash rating – another feel good. Speaking of feel good – we arrive at Willows, check in at the motel and rest up for a Hooked On Driving day at the track. While the journalist fleet of automobiles probably gets hammered pretty hard (rumor has it that the four fleet Vipers lasted 90 days), I suspect that this may be one of the few opportunities for the TL to really be given a track test. With admittedly guarded expectations, we entered the course first thing and did some lead and follow with novices who were there for the first time.

I assumed that this would be a perfect pace for the TL – nice and easy with a briskly taken turn here and there. Nope. Had to slow down for the novices, even those with Porsches and M3’s. As the day wore on, the pace picked up, and so did the TL. Having assumed that the TL would be retired by 10:00am to avoid getting in the way, we began getting remarks like, “Hey that thing’s pretty quick!” What was it really like? Substantially better than you’d think. The slight harshness we felt on the street translated to the sense of a very rigid chassis, which resisted the common nosedive as we broke and prepared to turn in. This car was very drivable. Certainly, there was the natural understeer of a larger front wheel drive sedan. But after a few laps of being pushed, I was actually able to get a routine down of braking, tossing the car into the turn and throttling on to get the tail out just a bit. No – I was not karting the car, but if I went into the turn under control, it would rotate quite nicely. One complaint was almost no feel of the tires on the pavement – way over-insulated. With regard to brakes, while not pushing them real hard, I drove the car briskly for 8-10 laps three times, and the brakes did not fade. This makes one ask – “What would the TL with the 6-speed manual and standard Brembo brakes be like?” Let’s not get carried away here though. This is a sedan that is not a track car. But I was very impressed that we could really have a bit of fun while participating in a Hooked On Driving track day event.

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Acura TL Accord 2005 on Steroids or Legitimate Sports/Luxury Contender

The Acura TSX is a four-door, five-passenger, front-wheel-drive sedan. Considered a near- luxury car, the TSX comes standard with leather-trimmed seats, power everything, dual-zone climate control and heated seats and outside mirrors, electronic stability control and a full array of airbags. The 2010 TSX is available with a 2.4-liter four-cylinder engine or a 3.5-liter V6. The four-cylinder comes with a choice of manual or automatic transmission, while the V6 comes with an automatic. The four-cylinder is rated at 201 horsepower and just 172 pound-feet of torque but it revs happily and, with the six-speed manual, it’s the enthusiast’s choice; figure on 0-60 acceleration in the mid-seven-second range. Fuel economy, according to the federal government, for a TSX four-cylinder automatic is 21/30 mpg City/Highway. The new V6 changes the character of the car. Acura’s V6 is smooth and linear, and up in the higher revs makes a pleasant growl.

Good as the five-speed automatic is with paddles and a sport mode that holds manual gear selections, it hasn’t the involvement factor of the six-speed manual offered only with the four-cylinder. The V-6 model is heavier by 210 pounds and takes 3 mpg off EPA city and highway ratings. And it needs an extra 15 inches of space for a U-turn. The TSX V-6 gets an EPA-estimated 18/27 mpg. The TSX uses front-wheel drive, whereas true sports sedans are rear-wheel drive. That said, the TSX is one of the better-handling front-wheel-drive sedans. And in its class it’s hard to beat as an everyday driver that can still be fun on a winding road. The 2.4-liter engine is rated at 201- hp, Styling is true to Acura themes, the more aggressive, buff look to emphasize stance introduced on the 2009 model. The 2010 Acura TSX competes primarily with the Audi A4, BMW 7 Series, and Lexus IS. Other competitors include the Cadillac CTS, Infiniti G37, Mercedes-Benz C-Class, Saab 9-3,

Walkaround There is a consistency to Acura’s styling that ties its current models together and the TSX is no exception. Although it stretches the mold a bit, as it should, there’s still no mistaking it for anything but one of Honda’s luxury line. The front end blends elements from Acura’s other two sedans, the sporty TL and the more serious RL, and from the MDX sport utility. The headlight housings, for instance, with their squinty lenses curling around the front fenders to reach deep into the arcs of the front wheelwells, look like a direct lift from the TL. The elongated, pentagonal silver bar topping the similarly outlined grille pulls from both the MDX grille. The gaping lower air intake is a new design cue and shaves visual mass from what might otherwise be an overpowering front bumper while adding function by funneling needed cooling air into the engine compartment and reducing front end lift. Hood sculpting defines the TSX’s centerline and front fenders. The side view departs a bit more from the family look, but keeps just enough of the cues to stay true to its design DNA.

This is especially evident in the side lenses of the headlight and taillight housings and the silhouette of the trailing lip of the trunk lid, all of which closely mirror the previous TSX. In much sharper relief, though, are the sculpted character lines in the door panels. These add visual bulk and combine with edgy wheel arches remindful, again, of the MDX to make a stronger statement about the car’s sporty aspirations. Door handles embedded in the upper crease give the view a cleaner look. The rear aspect, sad to say, suggests of recent Toyota Camrys more than of the previous TSX in its overly busy styling. A deeply cut horizontal line slices straight across the rear vertical of the trunk lid, itself looking almost concave against the gently convex vertical of earlier models. Taillights bridge the seam between trunk and fenders and the license plate recess mirrors the five-angle grille, visually pushing the trailing lip higher and seeming to add sheet metal across the lower reaches of the trunk lid. The rear bumper cups the trunk opening with unflattering sedan like bulk, which makes the hot rod-spec dual exhaust tips look a little lame. Six-cylinder models are identified only by standard 18-inch wheels, “V6” badge on the trunk, and slightly larger lower grille inlets. Interior Features Liking the new Acura TSX interior is easy. It’s comfortable without being plush, sporty without being sparse. Communication between driver and car is, for the most part, open and easy and unabridged.

The front seats are supportive, with enough side bolstering for reasonably rambunctious motoring on twisty roads. The bottom cushion could be deeper, but this is a common shortcoming in many cars. The front seat passenger still gets shortchanged with no height adjustment, which leaves even taller people feeling as if they’re sitting in a hole. Cabin measurements show the TSX with the least front headroom, more rear legroom than the IS, and about par elsewhere.

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Acura TSX 2010 V6 Model With More Power PDF Car Specification

IF A FACTORY XM TUNER IS PRESENT:
To access the iPOD functions and text, press the XM button one time. When you hear the OEM XM tuner, Press FM and then push the XM button again. This will start the iPOD control Mode. To switch back to factory XM, Press FM and then the XM button again. This will return to standard XM radio.

IF A FACTORY XM TUNER IS NOT PRESET:
To access the iPOD functions and text, press the XM button one time.

OPERATION OF THE HONDA/ACURA IPOD LOCKPICK
The HONDA/ACURA iPOD LOCKPICK is programmed to operate in a large variety of HONDA and ACURA vehicles. Below are examples of different compatible year and type radios along with demonstrations of iPOD functions and text displayed. Other radios and navigation systems are also compatible and not pictured in the below demonstrations. If your radio has an XM button present, then the HONDA/ACURA LOCKPICK will work in your car.

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Honda Acura iPod LockPick PDF Installation And Operational Manual

Backup Sensors
The sensors are ready for operation when the shift lever is moved to the reverse position with the backup sensor switch turned ON. Operation of the sensors is dependent upon the ultrasonic waves they emit. They calculate the distance between the sensor and a rear obstacle by measuring the time until the ultrasonic waves reach the sensor after being reflected by the obstacle. The sensors are designed to give you an audible signal when the rear bumper of your vehicle is approaching an obstacle. The sensors detect only the closest obstacle. The sensors may detect other obstacles as the vehicle moves. The sensors may not work if the ambient air temperature is below -4°F (-20°C) or above 122°F (50°C). The sensors may not work if the obstacle is an odd shape or made of material that does not reflect ultrasonic waves.

Limitations
The sensors may not sound for the following obstacles or under the following conditions:
• Piece of wire, rope, and net fence
• Objects low in height such as curbstone, etc.
• Objects that absorb ultrasonic waves, such as soft snow, cotton and sponges The audible signal may sound warning even if there is no obstacle behind the vehicle:
• Droplets of water frozen on the sensor The audible signal may sound warning even if there is no obstacle behind the vehicle:
• Sensors clogged with snow, dirt or mud The sensors may sound continuously under the following conditions:
• When driving on rough surfaces or gravel roads or in grass, or when stopped on a hill
• When the vehicle is equipped with a high- power radio and antenna
• When detecting loud noises such as a vehicle horn, a motorcycle’s engine, or air brakes Operation Before using the backup sensors, become familiar with the types of sounds in relation to the distances between the sensors and the obstacle by actually backing your vehicle into a garage or parking space. Also confirm the obstacle detecting range of each backup sensor.
1. Check that the parking brake is applied.
2. Turn the ignition switch ON (II). Do not start the engine yet.
3. Turn the backup sensor switch ON. ON
4. Move the shift lever to reverse.
5. From behind the vehicle, check that the audible signal sounds by slowly bringing the palm of your hand close to each sensor as described:
For the center sensors: From 6 feet Confirm that the sound of the corner sensors is different from that of the center sensors.
6. Check that the intermittent warning beeps become quicker as you bring the palm of your hand closer to the sensor. For the corner sensors: About 1.5 feet For the center sensors: About 4 feet
7. Check that the intermittent warning beeps are changed to a continuous beep as you bring the palm of your hand closer to the sensor. The sensor may stop sounding or sound intermittent beeps if you bring the palm of your hand closer too quickly. For the corner sensors: About 1 foot
For the center sensors: About 2 feet
8. Turn the ignition switch to the LOCK “0” position.

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Honda Acura MDX Backup Sensors PDF Owner’s Manual