Electronic transmissions have been around for a long time, and for almost as long, they've been viewed with wary suspicion. There's just something about the idea of electronics controlling hydraulics controlling mechanics that reeks of wrongness. But electronic transmissions like those used on 1992 Hondas are pretty simple, once you approach the systems independently.
Older automatic transmissions used torque converters that functioned solely as fluid couplers between the engine and transmission. Think of the torque converter as a fan blowing air through another fan; as the "drive fan" pushes air through the "driven fan," the air pressure on the driven fan's blades causes them to spin. However, no matter how close you place the fans, the driven fan will always spin a little slower than the drive fan, because a certain amount of the drive fan's air will just go through its blades. A torque converter uses fluid instead of air, because fluid isn't compressible; the "drive fan" on the engine pushes fluid through the "driven fan" on the transmission.
This works fine when you're idling or accelerating at low speeds, but the inefficient power transfer between the two means you're wasting fuel at cruise speed. For this reason, the torque converter contains clutches that lock the drive fan to the driven one in the higher gears. The TCC solenoid is an electrically powered valve that allows pressurized fluid to go to the converter's "lock-up" clutches. It's one of two solenoid valves on the transmission. The TCC solenoid is closer to the engine, and the shift control solenoids are further away; trace the wiring harness from the chassis to find them. Both solenoids look like a pair of small cylinders sticking out of a common base.
