1994 HONDA INTEGRA steering

Steering
Special Tools ............. 17-2
Component Location
lndex ................ ...... 17-3
System Description
Ff uid Flow Diagram ......................... 17 -1
Steering Pump ................................. 17-5
Steering Gearbox ............................. 17-7
Troubleshooting
General Troubleshooting ................ 17-10
Noise and Vibration ......................... 17-14
Fluid Leaks ............. 17-16
Inspection and Adiustment
Steoring Operation .......................... 17 -14
Power Assist Check
with Car Parked ........................... 17-18
Steering Linkage and Gearbox ....... 17-19
Pump Beh .............. 17-20
Rack Guide Adjustment ............. ..... 17-21
Ff uid Replacement ...................... ..... 17 -21
Pump Pressure Check .................. .... 17 -22
Ffuid Leakage lnspection ................ 17-23
+ Steering Wheel
Removal ..,,,,,,,........ 17-24
Disassembly/Reassembly ............... 17 -25
fnstallation ,......,,,,,. 17-26
* Steering Column
Removaf .................17-28
Inspection .............. 17-30
Installation ............. 17-31
Power Steering Hoses. Pipes
Replacemont ......... 17-3tl
Power Steering Pump
Removal ................. 17-35
Disassembly .......... 17-35
Reassembly ........... 17-'10
lnstallation ........,..., l7-tltl
Steering Gearbox
Removaf .,.,............. 17-45
Disassembly .......... 17-/E
Reassembly ........... 17-53
lnstallation ............. 17-63
Ball Joint Boot Replacement .......... 17-65
SUPPLEMENTAL RESTRAINT SYSTEM {SRSI
The Integra SRS includes a driver's airbag. located in the steering wheel hub, In addition, all models except the
RS model for Canada have a front passenger's airbag located in the dashboard above the glove box. Information
necessarv to safely service the SRS is included in this Service Manual. ltems marked with an asterisk {') on the
contents page include, or are located near, SRS components. Servicing. disassembling or replacing these items
will require special precautions and tools, and should therefore be done by an authorized Acura dealer.
a To avoid rsndering ths SRS inoporative, which could load to po.sonal iniury 01 d€ath in th€ event ot a ssvare
lrontal collision, all SRS service work muat be performod by an authorizod Acura deal6t.
a lmploper service procodules. including incorloct romoval and installation of the SRS, could lead to personal iniu-
ry caused by unintontional activation ot the airbags.
a All SRS elsctdcal wiring harnesses ara covorod with ysllow insulation. Rolalod compon€nts 8re locatsd in tho
stse ng column, tront console, dashboard, and dashboard lower panel, and in the dashboard above the glove
box. Do not use oloctrical tost equipmoni on thosa cilcuits.
NOTE: The original radio has a coded thett protection circuit. Be sure to get the customer's code number before
- disconnecting the battery.- removing the No. 32 (7.5 A) tuse from the under-hood fuse/relay box.
- removing the radio.
Alter service, reconnect power to the radio and turn it on. When the word "CODE" is displayed' enter the cus-
tomer's 5-digit code to restore radio operation.

Component Location
lndex
Powar Siooring:
NOTE:
a
a
It an intact airbag ass€mbly has been r€moved from a scrapped car or has been found defective or damaged during
transit. storage or service, it should be doploy€d (see section 23).
Before removing tho gearbox, remove ths ignition key to keep the steering shaft Jrom turning.
After installing the gearbox, check ths whe€l alignment and adiust if necessary.
CAUTION:
. All SRS aloctricll wiring h!m!|$a rrc covcred with
yrllow in3uhtion.
. 8€for€ disconnocling lny ptrt ol thc SRS wiro h!r'
ne*r, connect thc lhort conncctor{3l.
. Rcplsce lhc ontira ttfact d SRS harnccc a$embly il
it hs3 !n oprn circuh 01 dtm!9.d wiring.
SIEERING COLUiINRemoval, page 17-28Inspection, pago 17-30Installation, p6ge 17-31rcNMON SwlTCHSee s6ction 23
STEERII{G GEARBOXRack Guide Adjustment, pag.11-21
Removal, pags 17-45Diossombly, page 17-{8Bea65€mbly, page 17-53Installation, page 17-63
POWEN STEERING PUMPPump Beft Inspoction. page 17-2OPump Eeft Adjustm6nl, pago 17-2OPump Pressurg Ch€ck, page 17-22Removai, p6go 17-35Disassembly, p3gs 17-35Reassombly, psge l7-40lnstallation, page 17-44
STEERING WHEELRemoval. page 17-24Oisassembly/Reassembly, pageInstallation, page 17-2617-25
TIE'ROD END BALL JOINTBall Joint Eoot Replacement, page 17-63
17-3

System Description
Fluid Flow Diagram
The system is a compact rotary-valvs-type power stssring, connocted to the st€oring gearbox. Th6 fluid pressure is pro-vided by a vane-type pump which is driven by the engine crank pulley. The amount of fluid and pressurs is regulsted bythe flow control valve built into ths pump, The fluid prssaurs from th6 pump is dolivsred to tho valve unit sround the pin-ion of the steering g€arbox. The vslv€ inside the valvs unit controls the hydraulic prossur€ End changos the direction otthe flow. The fluid then flows to the power cylinder, where rack thrust is gen6rat6d. Fluid returning from th6 powsr cylin-der flows back to the .eservoir, where the fluid is 'filtered" and supplied to the pump Egain.
17-4

System Description
Steering Pump (cont'dl
Flow Control
The flow control valve in the pump performs the follow-
ing steps @ through O to control the flow of fluid, i.e. to
increase the discharge volum€ wh6n engine speed is
low and to decrease it when the engine speed increases.
The assistance thrust of the steering gearbox changes in
compliance with the change in the discharge volume.
When the engine starts, fluid discharged from the
discharge port starts to run through the metering
orifice in the pump. The discharge volume increas€s
as the engine speed increases,
As the flow has already been regulated by the
metering orifice when the engine speed is at or near
the idle speed, a constant and regulated amount ot
fluid is discharged until the engine speed reaches
the middle speed range. As the engine speed
increases, the pressure difference between the ends
of the metering orifice increases. A pressure differ-
ence is created between the top and bottom ends ofthe flow control valve, too, pushing the flow control
valve to open the by-pass passage. This allows the
excess fluid to return to the inlet pon preventing
pressure at the discharge port trom rising exces-
sively.
As the engine speed continues to increase, the tlow
control valve is pushed back further. When the
engine speed reaches a given speed. the return pas-
sage outside the metering orifice is connected to
the inlet port, and the opening to the inlet port
widens in proportion to the increase in engine
speed. This makes pan of the fluid regulated by the
metering orifice return to the inlet pon of the pump;
there by discharged fluid from the pump is
decreased slowly by this amount.
The orifice in the return passage regulates and
maintains the flow of fluid discharged from thepump at a given level until the engine speed reach-
es the high speed range.
.5IJ
lot=ro
FLOW CURVE
PUMP R.P,M.
o
@
VALVE
@
@
17-6

System Description
Steering Gearbox
The rack-and-pinion type steering gearbox has a valve unit incorporated with the pinion to control the steering fluid pres-
sure. Steering fluid from the pump is regulated by a rotary valve in the valve unit and is sent through the cylinder pipe to
the power cylinder, where hydraulic pressure is applied. The steering fluid in the other side of the power cylinder returns
through the cylinder pipe and valve unit to the reservoir.
VALVE UNIT
CYLINDER PIPE
POWEB CYLINDER
Valve Unit
Inside the valve unit is the valve, which is coaxial with the pinion shaft, and controls the steering fluid pressure. The valve
housing is connected with the fluid pipe from the pump, return pipe to the pump, and the two cylinder pipes from the
respective power cylinder.
The pinion shaft is double - structured with the input shaft connected to the pinion gear, both of which are interconnected
with the torsion bar.
The pin insened in the valve and the pinion shaft groove engage; this allows the pinion shaft to rotate together with the
Because of this construction, the difference in angle in the circumferential direction between the input shaft and the valve
becomes larger according to the torsional strength of the pinion or steering resistance. However, maximum torsion
between the shafts is regulated by the engaged splines of the shafts at the pin engagement section to hold the torsion bar
within the set value.
This allows the steering system to lunction as an ordinary rack-and-pinion type steering if the steering fluid is not pressur-
ized because of a faulty pump.
VALVE
Difforcnco in .ngl. bo{w€cn thainput shalt rnd pinion !h.tt
ln-1
B
lEngag€ with the pinionshaft groove)

17-8
INPUT SHAFT

Pressure Control
Low assist at higher speeds:
When steering resistance is low. such as when driving at high speeds. or when driving straight ahead, the input shaft is
near or in the neutral position, so there is little or no flow to any of the power cylinder orifices, Most of the feed pressure
trom the pump is bypassed to the reservoir. Because of this, the pressure stays the same in both sides of the power cylin-
der, resulting in low or no assist.
vaz =- S\->/-\7/RETURN PASSAGE(To RESERVOIRI
VALVE UNITINPUT SHAFT
High assist at lower speeds:
When steering resistance is high, such as when driving at low speed, or when turning the wheel with the car stopped, the
difference in angle created between the input shaft and the valve opens the fluid passage on one side, and closes the fluid
passage on the other side, at each pair of orifices. The fluid pressure increases in the side of the power cylinder fed by the
larger fluid passage. This increased pressure pushes on the rack piston, allowing the steering wheel to be turned with light
effon. On the other side of the power cylinder, the return passage opens allowing the steering fluid to return through the
input shaft to the reservoir. The fluid passages to the power cylinder automatically change in size, increasing as the steer-
ing resistance increases. In other words, the passages become larger and power assist increases when the steering effort
would normally be high, (for example. when parking or making low speed turns). and the passages become smaller and
power assist decreases when the steering effort would normally be low, (for example, when driving at high speeds or
straight ah€ad).
FLUIO PASSAGE TOPOWER CYLINDERFrom PUMP
A
/t-:\
v"
=iJ
RETURNPASSAGE
FLUID PASSAGE FROMPOWER CYLINDER
ALVE F.om PUMP
RESERVOIR

Troubleshooting
General Troubleshooting
Check the following betore you begin:
. Has the susp€nsion been modified in a way that would affect steering?. Are tire sizes and air pressure correct?
. ls the steering whe€l original squipment or equivalent?
. ls the power steering pump belt properly adiusted?
o ls steering fluid reservoir filled to proper level?
o ls the engine idle speed correct and steady?
Normal reliel pressure
I
I
Go to pate tu.l t
r Fluid pro$ure is too low:Chock th€ rgturn circuit pipe and hose between thogearbox and pump tor clogging and dotormation.* Fluid pressure is too hioh:Check the pipe and hosg connected from th6 pumpto tho georbox tor clogging and delormation.
Check pump fluid pressurg (soepage 17-221,Measure steady-state fluid pres-sure while idling with the shut-offvalve fully open.Ir shoutd be 1,500 kPa (15 kgtcm', 213 psi) or bolow.
Normal
Check pump fluid pr€ssur€ {se€page 17-221.Measure pump relief pressurewhile idling with the shut-offvalve fully closod.h should be 6,400 - 7,400 kPa {65- 75 kgtcm,, 924 - 1,067 psi)
Check the flow control valve.* Check lhe valve for smooth movement in thg hou6-Ing.* Chock thg reli€f valve for leaks.
Abnormal
I
I
Faulty flowtontroi valve
17-10

Ch6ck force r6quired to turn thowheel(see page 17-18).St6 the engine and m6asureforce required to turn the whgelto the right and left. Dilference olthe lo.ce required to turn thewho€l to the right and to the lettshould be 5 N (0.5 kgf, 1 lbf) orbelow.
Normal
Ch6ck pump fluid pressure (seepage 17-221.Turn the steering wheel lully tothe right and left whil€ idlingwith the shut-off valvo fully op6n,and measure tho fluid pressu.e. ltshould be 6,400 - 7,400 kPa (65 -
75 kg?cm,, 924 - 1,067 psil.
Normal
Abnormal -----|. Faulty gearbox
Abnormal |r
Chsck the other parts than the gearbox-ralated psrts forpropor rotstion,* lmpropor rotation ofthe steering column-rolat€d pan(sl'Faulty st6€ring jointa Faulty rack end^ie-rod end balljoints'Intederence in the steering system
lmproperly adjusted rack guide
(cont'dl
Chock the gearbox.Remove the goarbox and mea-sure the pinion torque.The torque should be;* 0.7 - 1.2 N.m (7 - 12 kgf.cm, 6 -'10 lbt in) with the steering rackin the straight driving position.
Normal
Adjust the rack guide (see page11-211.Adiust the rack guide and recheckthe pinion torque.
17-11