1994 HONDA INTEGRA valve cover

S6rvo Body
The servo bodv is located on the secondary valve body.
The servo valve is integrated with the shiit fork shatt, throttle valve B. and accumulator pistons, which are all assembled
in the servo bodv.
SERVO VALVE/SHIFT FORK SHAFT
THROTTLE VALVE BSERVO BODY
Accumulator Pislons
The accumulator pistons are assembled in the servo body and right side cover. The l st-hold clutch accumulator piston
is in the right side cover, and the 1st, 2nd 3rd, and 4th accumulator pistons are assembled in lhe servo body.
RIGHT SIDE COVER
THROTTLE LONG VALVE
1ST-HOLD ACCUMULATOR
4TH ACCUMULATOR
IST ACCUMUI-ATOR
2ND ACCUMULATOR PISTON3RD ACCUMULATOR PISTON
14-27

2nd Sgeed
The llow of fluid up the 1-2 shift valve is the same as in 1st speed. As the speed of the car reaches the prescribed
value, the solenoid valve A is tulned on by means ot the TCM. As a result, the 1-2 shift valve is moved to the left
and uncovers the port leading to the 2nd clutch; the 2nd clutch is engaged'
Fluid flows by way of:- Line Dressure l4l - 'l-2 Shift Valve - 2-3 Shitt Valve - 2nd Clutch Pressure (2'1) * 2nd Clutch
The hvdraulic pressure also flows to the 1st clutch, However, no power is transmitted because of the one-way clutch.
NOTE:. When used, "lett" or "right" indicates direction on the flowchart
. SOL-@: Shift Control Solenoid Valve A
. SOL@: Shift Control Solenoid Valve B
. SOL-@: Lock-up Control Solenoid Valve A
. SOL-@: Lock-up Control Solenoid Valve B
{cont'd)
14-33

Description
Hydraulic Flow (cont'd)
3rd Speed
The tlow of fluid up to the 1-2 and 2 3 shift valves is the same as in 2nd speed. As the speed of the car reaches
the prescribed value, the shift control solenoid valve B is turned off {shilt control solenoid valve A remains on). The
2-3 shift valve is then moved to the left, uncovering the oil port leading to the 3rd clutch. Since the 3-4 shitt valve
is moved to the right to cover the oil port to the 4th clutch, the 3rd clutch is turned on.
Fluid tlows by way of:- Line pressure l4l - 1-2 shift valve - 23 Shift Valve * 3rd ctutch pressure (31) - 3-4 shift valve(not controlled) 3rd Clutch Pressure (3O) - 3rd Clutch
The hydraulic pressure also flows to the l st clutch. However, no power is transmitted because of the one-way clutchas in the 2nd speed.
NOTE:. When used, "lett" o( " tight" indicates direction on the flowcharl.. SOL-@: Shift Control Solenoid Valve A. SOL-@:Shift Control Solenoid Valve B. SOL-O: Lock-up Control Solenoid Valve A. SOL-@: Lock-up Control Solenoid Valve B
14-34

Lq4 Position
4. 4th Spe6d
The flow of tluid up to the 1-2, 2-3 and 3-4 shift valves is the same as in 3rd speed. As the speed of the car reaches
the prescribed value, the shift control solenoid valve A is turned oJt (shift control solenoid valve B remains off).
As this takes place, 3-4 shift valve is moved to the left and uncovers the oil port leading to the 4th clutch. Since
the 1-2 and 2-3 shift valves are kept on the left side, the fluid flows through the 4th clutch; the power is transmitted
through the 4th clutch.
Fluid flows by way of:- Line Pressure l4l - 'l'2 Shift Valve -t 2-3 Shitt Valve - 3rd Clutch Pressure (31) - 3-4 Shift Valve
4th Clutch pressure (41) - Manual Valve 4th Clutch Pressure {4O) - 4th Clutch
The hvdraulic pressure also tlows to the '1st clutch. However, no power is transmitted because of the one-way clutch
as in 2nd and 3rd soeed.
NOTE:. When used, "left" or "right" indicates direction on the flowchan.
. SOL-@: Shitt Control Solenoid Valve A
. SOL-@: Shift Control Solenoid Valve B
. SOL-O: Lock-up Control Solenoid Valve A
. SOL-@: Lock-up Conttol Solenoid Valve B
(cont'dl
14-35

In E position in 2nd, 3rd and 4th, and @ position in 3rd, pressurized fluid is drained from the back of the torque con-
verter through an oil passage, causing the lock-up piston to be held against the torque converter cover. As this takes
place, the mainshaft rotates at the same speed as the engine crankshaft. Together with hydraulic control, the TCM op-
timized the timing ot the lock-up system. Under certain conditions, the lock-up clutch is applied during deceleration, in
3rd and 4th sDeed.
The lock-up system controls the range of lock-up according to lock-up control solenoid valves A and B, and throttle valve B.
When lock-up control solenoid valves A and B activate. modulator pressure changes. Lock-up control solenoid valves
A and B are mounted on the torque converter housing, and are controlled by the TCM.
NOTE:
When used, "left" or " tight" indicates direction on the tlowchart.
LOCK IJP COIITBOL
Solenoid valve
L""f."p "."aiti""\B
Lock-up OFFOFFOFF
Lock-up, slightONOFF
Lock-up, halfONON
Lock-up. fullONON
Lock-up
during decelerationONDuty operation
OFF -ON
LOCI( UP TIMII{G B VAIVE
{cont'd)
ott coot€R
14-39

NOTES
A.See flushing procedure, page l4-168 and 169.
B.Set idle rpm in gear to specitied idle speed. lf still no good, adiust motor mounts as outlined in engine
section of service manual.
lf the large clutch piston O-ring is broken, inspect the piston groove for rough machining.
lf the clutch pack is seized or is excessively worn, inspect the other clutches Jor wear, and check the
orifice control valves and throttle valves for free movement.
E.It throttle valve B is stuck, inspect the clutches for wear.
lf the 1-2 shift valve is stuck closed, the transmission will not upshift. lI stuck open, the transmission
has no lst gear.
H.lf the 2-3 orifice control valve is stuck, inspect the 2nd and 3rd clutch packs for wear.
ll the orifice cont.ol valve is stuck, inspect the 3rd and 4th clutch packs for wear.
lf the clutch Dressure control valve is stuck closed, the transmission will not shilt out of 1st gear.
K.improper alignment or main valve body and torque converter housing may cause oil pump seizure. The
symptoms ale mostly an rpm-related ticking noise or a high-pitched squeak.
L.ll the ATF strainer is ctogged with panicles of steel or aluminum, inspect the oil pump and ditferential
pinion shaft. lt both are OK and no cause lor the contamination is found, replace the torque converter.
M.lf the 1st clutch feedpipe guide in the right side cover is scored by the mainshaft, inspect the ball bear-
ing for excessive movement in the transmission housing. lf OK. replace the right side cover as it is dent-
ed. The O-ring under the guide is probably worn.
N.ReDlace the mainshstt if the bushing for the 4th feedpipe is loose or damaged.
It the 4th feedpipe is damaged or out ot tound, replace the right side cover'
Replace the subjshaft it thtbushing for the 1st-hold Jeedpipe is loose or damaged.
lf the 1st-hold feedpipe is damaged or out of round, replace it.
Replace the mainshaft if the bushing lor the 1st feedpipe is loose or damaged.
lf the lst feedpipe is damaged or out ot round, replace it.
o.A *o- r, da."s"d "p-g clutch is mostly a result of shifting the transmission in El or Lq! position
while the wheels rotate in reverse, such as rocking the car in snow.
P.InsDect the frame for collision damage.
o.Inspect for damage or wear:
1. Reverse selector gear teeth chamfers.
2. Engagement teeth chamters of countershaft 4th and reverse gear.
3. Shift fork for scutt marks in center.
4. Differential Dinion shaJt for wear under pinion gears.
5. Bottom of 3rd clutch for switl marks.
Replace items 1 , 2, 3 and 4 it worn or damaged. lf transmission makes clicking, grinding or.whirring
noise, atso replace mainshaft 4th gear and reverse idler gear and countershaft 4th gear in addition to
1,2,3ot4.lf ditiersntial Dinion shaft is worn, overhaul differential assembly, and replace ATF strainel, and thoroughly
clean transmission, tlush torque convertet, cooler and lines.
lf bottom of 3rd clutch is swirled and transmission makes gear noise, replace the countershaft and tinal
driven gear.
R.Be wry careful not to dsmage the torque converter housing when replacing the main ballbearing. You
may al;o damage the oil pump when you torque down the main valve body. This will result in oil pump
seizure it not detected. Use proper tools.
qInstall the main seal tlush with the torque converter housing, lf you push it into the torque converter
housing until it bottoms out. it will block the oil return passage and result in damage.
T,Harsh do\/vnshiJt"\./l,'hen coasting to a stop with zero th.ottle may be caused by a bent-in throttle valve
retainer/cam stopper. Throttle cable adjustment may clear this problem.
ifuitle cable adjustment is essential for proper operation of the transmission. Not only does it affect
the shift points if misad,usted, but also the shift quality and lock-up clutch operation'
A cable adjusted too long will result in throttle pressure being too low for the amount of engine torque
input into ihe trsnsmission and may cause clutch slippage. A cable adjusted too short will result in too
hi;h throttle pressure which may cause harsh shitts, erratic shrfts and torque con
14-89

Transmission
Removal
4.Bemove the t.ansmission ground cable from the
transmission hanger.
Disconnect the lock-uD control solenoid valve con-
nector and the shitt control solenoid valve connec-
tor, then remove the harness clamp on the lock-up
control solenoid harness from the harness stav.
a Make sur€ lifts. iacks and safety stands are placad
properly, and hoist brackots are attachod to tho cor-
rect position on ths sngine {seo sectionl }.o Apply parking brake and block rear wheels, so car will
not roll off stands and fall on you whil6 working un-
del it
CAUTION: Use tender covers to avoid damsging paint-
ed surlaces,
1 . Disconnect the battery negative { - } and positive ( + )
cables from the battery.
2. Remove the intake air duct and air cleaner housino
assembly.
HARNESS CLAMP
LOCK-UP CONTROLSOLENOID VALVECONNECTOR
AIR CLEAI{ERHOUSING ASSEMBLY
SHIFT CONTROLSOLENOID VALVECONNECTORTRANSMISSIONGROUND CABI-E
Disconnect the vehicle speed sensor (VSS), main-
shaft sDeed sensor and countershaft speed sensor
connectors.
3.Remove the starter motor cables and cable holder
from the starter motor.VEHICLE SPEEDSENSOR CONNECTOR
STARTER MOTOR CABLECABLE HOLDER
VEHICLE SPEEDSENSOR
COUNTERSHAFTSPEED SENSORCONNECTOR
MAINSHAFT SPEEDSENSORCONNECTOR (cont,d)
STARTER MOTOR?/\
STARTER MOTOR CABLE
4-99

OIL FEED PIPE
ACCUMULATOR COVER
O-RING Replace.
OIL FEED PIPE
OIL FEED PIPE
SERVO OETENT EASE
LOCN WASHER Feplace.
ATF STRAINER
SUCTION PIPE COLLAR
SERVO BOOY
THROTTLE CONTROL SHAFT
E RING
SERVO SEPARATOR PLATE
1ST ACCUMULATOR CHOKE
CHECK BALL
STOPPER SHAFT STAY
SECONDARY VALVE BODY
DOWEL PIN
SECONDARY SEPARATOR PLATE
LUBRICATOR PLATE
OIL FEED PIPE
LOCK.UP VALVE BODY
DOWEL PIN
LOCK-UP SEPARATOR PLATE
TOROUE CONVERTER CHECK VALVE SPRING
TOROUE CONVERTER CHECK VALVE
COOLER CHECK VALVE SPRING
COOLER CHECK VALVE
TOROUE SPECIFICATIONS
@ REGULAToR vALvE BoDY
@ STOPPER SHAFT
@ O-RING Reptace.
@ STATOR SHAFT
@ otl FEED PIPE
@ MAIN vALvE BoDY
@ CHECK EALL
@ DowEL PIN
@ oIL PUMP DRIVE GEAR
@ OIL PUMP DRIVEN GEAR SHAFT
Q9 OIL PUMP DRIVEN GEAR
@ MAIN SEPARAToR PLATE
@ DowEL PrN
@ coNTBoL sHAFT
@ DETENT SPRING
@ DETENT ARM SHAFT
@) DETENT ARM
@ ATF MAGNET
@ COUNTEBSHAFT TOROUE CONVERTER HOUSING
NEEDLE BEANING
@ oIL GUIDE PLATE
@ TOROUE CONVERTER HoUSING
@) MAINSHAFT TOROUE CONVERTER HOUSING BEARING
@ oll SEAL Reptace.
@ LocK-up coNTRoL soLENotD vALvE A/B
@ coNNECTOR STAY
@ LOCK-UP CONTROL SOLENOTD VALVE A/B
FILTER/GASKET Replace.
ReI No.Torque ValueBolt SizeRemarks
12 N.m (1 .2 kgf.m, 8.7 lbf.ft)6 x 1.O mm
14-109