1994 HONDA INTEGRA low oil pressure

-
'14.
Valve Seals
Replacement (cylinder head removal not required) (cont'dl
'11.Using a downward motion on the lever arm. com-press the valve spring and remove the keepers from
the valve stem. Slowly release pressure on the
spring.
Repeat step l1 for the other valve in that cylinder.
Remove the valve seals (see page 6-22).
Installthe valve seals (see page 6-23).
Install the springs, the retainers and the keepers in
reverse order of removal.
16. Repeat steps 9 to l5 for the other three cylinders.
ExhaGt Valvs Soals
17. Using the 6 mm bolts supplied with the tool, mount
the two uprights to the cylinder head at the end
camshaft holders. The uprights fit as shown.
18. Insert the cross shaft through the bottom hole of
the two uprights.
Select the 7/8 in. diameter short compressor attach-ment and fasten the attachment to the No. 4 hole ofthe lever arm with the speed pin supplied.
Position the piston at TDC and insert an air adaptorinto the spark plug hole. Pump air into the cylinder
to keep the valve closed while compressing springs
and removing the valve keepers.
19.
20.
21. Position the lever arm unde. the cross shaft so thelever is perpendicular to the shaft and the compres-
sor attachment rests on top of the retainer for thespring being compressed. Use the rear position sloton the lever as shown.
NOTE: Put shop towels over the oil passages toprevent the valve keepers from falling into the cylin-der head.
Using a downward motion on the lever arm, com-press the valve spring and remove the keepers fromthe valve stem. Slowly release pressure on thespring.
Repeat step 22 for the other valve in that cylinder.
Remove the valve seals (see page 6-22).
Install the valve seals (see page 6-23).
Install the springs, the retainers and the keepers inreverse order of removal.
Repeat steps 20 to 26 on the other three cylinders.
NOTE: Reler to page 6-31 when installing cylinderneao cover.
OIL PASSAGE
27.

(From page 6-38)
Ropair op€n in BLU/BLK $,iro between ECM lD6) and 2P conn.c-tor,
Check for continuity between D6terminal and body ground.
R6pri. short in BLU/BLK wir. bc-tweon ECM (D6l .nd 2P connec-toa,
Remove 10 mm sealing bolt andconnect orl pressure gauge.
Connect a tachometer {soe sec-tion 11).
Start the engine and warm it upto normal operatrng temperature.
Check oil pressure at enginespeeds of 1,000, 3,000 and 5,000rpm,
ls pressure bolow 50 kPa(0.5 kgflcm', 7 psi)?Inrpoct tho VTEC aolanoid v.lv..
Turn off the engine.Check lor continuity between the2 terminals on the VTEC pressure
switch.
o oooooo ooo ooo I oooooooo trt!*Hffi Oooooo ooooo
o oooo ooooo ooo I oo oooo ooo ooooo oo oo o
Coitlnuity?
D6
I
GAUGE JOINT ADAPTERSNAPON MT2&1710 x 1.0 mm. lJse new washer wheninstalling the sealing bolt.
Y AVAILAEIIOIL PRESSURE GAUGE


\-
]L
vtEc sot-€NotD
(cont'd)
NOTE:Keep mgasuring time as short as possible bocaus€ engine isrunning with no load (less than one minute).
YES
(To page 6-40)
Conlinuity?
6-39

VTEC
Troubleshooting FlowchartVTEC Pressure Switch (cont'dl
lFrom pag6 6-39)
Disconnsct lhe 1P connectortrom the VTEC sol6noid valve.
Attach the battery positivo torminal to the GRN/WHT terminal.
Start the engine and chgck oilpressure at 5,000 rpm (lor VTECoil pr€ssure test).
ls pressure above 400 kPa(4kgt/cm,, 60 psi)?In.p.ct th. VIEC .olrnoid v.lv..
Check tor continuity betwe6n the2 terminsls on th€ VTEC prsssure
switch !nder above condition.
Sub.titut. . klown-eood ECMand rachack. |f aymplom/indica-tion goaa away rrplaca th. o?igi-n.l ECM.
u
OOMMERCIALLY AVAILABIIOIL PRESSURE GAUGE
GAUGE JOIMf ADAPIORSNAPON MT2S1'10x 1.0 mm. Use new washer wheninstalling th6 soaling bolt.NOTE:Keep moasuring tim6 as shon 6s possi-
ble because engine i5 running with noload lless than ono minuto).

Oil Pressure
Testing
lf the oil pressure warning light stays on with the enginerunning, check the engine oil level. lf the oil level is
correct:
1. Connect a tachometer.
2. Remove the oil pressure switch and install an oil pres-
sure gauge.
3. Stan the engine. Shut it off immediately if the gauge
registers no oil pressure. Repair the problem before
continuing.
4. Allow the engine to reach operating temperatu,e {fancomes on at least twice). The Dressure should be:
Engine Oil Pressure:
At ldle: 70 kPa (0.7 kgf/cmr, 10 psi)
minimum
At 3,OOO lpm: 340 kPa {3.5 kgf/cmz, 50 psi}
minimum
a lJ oil pressure is within speciJications, replace the
engine oil pressure switch and recheck.
a lf oil pressure is NOT within specifications, in-
spect the oil pump (see page 8-1O).
1.2 mm 10.05 in)
'16 N.m (1.6 kgt.m, l2lbt.ftl
Oil Jet
Inspection (B18C1 engine only|
Remove the oil jet (see page 8-4) and inspect it as
follows.
a Make sure that a I .l mm (O.04 in) diameter drill
will go through the nozzle hole {1 .2 mm {O.OS in)
diameterl.
a Insert the other end of the same 1.1 mm (O.O4
in) drill into the oil intake {1.2 rnm {0.05 in}
diameter).
Make sure the check ball moves smoothlv and has
a stroke of approximately 4.0 mm {O. 16 in).a Check the oil jet operation with an air nozzle. lt
should take at least 2OO kPa (2.O kgf/cmr,28
Dsi) 10 unseat the check ball.
NOTE: Replace the oiljet assembly if the nozzle
is damaged or bent.
2. Mounting torque is critical. Be very precise when in-
stalling.
Torque: 16 N.m (1.6 kgt.m, 12lbf.ftl
OIL PRESSURE GAUGECOMMERCIALLYAVAILABI.E
8-8

PGM-FI System
Engine Control Module (ECM)
lB18B1 ongino onlyl
The Malfunction Indicator Lamp(MlL) n6v6. com6s on lovon follwo socondal aftor ignition istumed on.
lurn the ignition switch ON.
Inspect No. 15 {BACK-UP LIGHT}l1O A) luse in the underdashtuse/relay box.ls the low oil pressure light on?
- R€placo No. 'l5
IBACK-UP LIGHT)llo Al fuso.- Ropair short inYEL wiro botwoonNo. 15 (BACK-UP
LIGHT) {10 A) fusoano gauge 6$om-blv.
Turn lhe ignition switch OFF.
ls the fuse OK?
Connecl the test harness betweenthe ECM and connectors (seepag€ 11-37).Repair opon in YEL wiio botw6onNo.'15 IBACK-UP LIGHTI 110 A)luso and gaug6 assombly.
Turn the ignition switch ON.
- RsDlaco tho MIL bulb.- Ropair opon in GRN/ORN wi.ebetwoen ECM {A13} andgaug€ a$6mbly.
ls the MIL on?
Measure voltage between body
Oround and the tollowing termi-nafs individuallv: 423, 424.
Ropah op6n in BLK wirolsl bo-tw6en ECM and GlOl llocatod atthormostat housing) that hadmoro than 1.0 V.
ls there less than 1.O V?
Substituto a known-good ECMand rochgck, lf symptom/indica-tion go€s away, roplaco tho origi-nal ECM.
NOTE: lf this svmptom is intermittent. check for a loose fuse No. 15 (BACK
UP LIGHT, 1OA) in the under-dash Juse/relay box, a poor connection at ECM
terminal A13, or an intermittent open in the GRN/ORN wire between the ECM(A13) and the gauge assembly.
I A13
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G 10'l
11-42

Fuel Supply System
Fuel Injectors
- --l- - \-l-l
116l- -ltc l-/---r- / ---i- \
The Fuel Injectors a.e a solenoid-actuated constant-stroke pintle type consisting of a solenoid, plungel n€edle valvs and
housing. When cur.ent is applied to the solsnoid coil, the vslve litts up and pressurized fuel is injected. Because the nee-
dle valve litt and the luel pressure are constant, the iniection quantity is determined by the length of time that the valv€
is open (i.e., the duration the cu.rent is supplied to the solenoid coill. The Fu€l Iniector is sealed by an O-ring and seal
ring at the top and bottom. These seals also reduce operating nois6.
O.RII{G FUEL RAIL
The Malfunction Indicator Lamp (MlL) indicates Diagnostic Trouble Code (DTC) l6: A problem in
the Fuel lniector circuit.
FILTER
PTUNGER
-_-- - ___L-
IrGl- lto l--|.---:_-
- Tho MIL has boen roportod on.- Wilh tho SCS .hon connocto.conoctod (soo pago 11-34),code 16 is indicalod.
Do the ECM Besel Procedure (seepage l l -351.
Intermittant tailura, aystam ir OKat thir tim. (t..1 drivo m.y b.nocaar!ry1.Ch.ck lor poor connactiona ot100!6 wir6!.t C221 (loortod rtright .hock low.rl, C121,C122,Cl23, Cl24 llu6l InFctorrl, lndECM.
ls the MIL on and does itindicate code l6?
NOTE: lf engine willnot start, it may tak6lO seconds ol cranking to sgt th6 code.
{To page 1 1-1O31
11-102

Special Tools
Rol. No. Tool NumbslDescriptionOty Page Reference
o
IA\
,6\
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@rt)
@
@
\9
@
@
@
@
@
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OTGAB PF50l OO
oTGAB-PF50101
oTGAE-PG40200
oTHAC-PK4010A
oTHAE-PL50lOO
oTLAE-PX40100
OTLAJ PT30l OA
OTMAJ-PY4O'I 1A
oTMAJ-PY40120
oTPAZ -OO10100
07406-OO20003
o7406 0070000
07736 A01000A
o7746-O010100
o7746-O010500
07746-OO10600
07746 0030100
o7749-O010000
07947-6340500
Mainshatt Holder
Clutch Spring Compressor Bolt Assembly
Housing Puller
Clutch Spring Compressor Attachment
Clutch Spring Compressor Attachment
Test Harness
A/T Oil Pressure Hose, 221O mm
A/T Oil Pressure Adapter
SCS Short Connector
A/T Oil Pressure Gauge Set w/panel
A/T Low Pressure Gauge w/panel
Adjustable Bearing Puller, 25-40 mm
Attachment, 32 x 35 mm
Attachment, 62 x 68 mm
Attachment, 72 x 75 mm
Driver, 40 mm l.D.
Driver
Oriver Attachment
'I
I
1
1,1
1
1
1,|
1
1
1
1
1
I
I'I
1
14-1 1 1.160
14-144,147
14-1 1 3
14- 144,147
14 144,'t47
14-49,90
14-94
14-94't 4-44
14-94
14-94
14-150,151
14-139,140
14-140.1 50,1 51,1 52, 1 53
14-150,152
14-134
1 4-1 39,'140, 1 50.1 51,1 52
14,150
Edrn$r--€
o
a)
a6l@o
@@@@(r)
*@ Must be used with commercially available 3/8 in. x 16 threads/in. slide hammer.
@
14-2

The Automatic Transmission is a combination of a 3-e,ement torque convefter and triple-shaft electfonically controlled
automatic transmission which provides 4 speeds forward and 1 speed reverse. The entire unit is positioned in line with
the engine.
Torque Converter, Gears and Clutches
The torque converter consists of a pump, turbine and stator assembly in a single unit, The torque converter is connected
to the engine crankshaft so they turn together as a unit as the engine turns. Around the outside of the torque converter
is a ring gear which meshes with the starter pinion when the engine is being staned. The entire torque converter assem-
bly serves as a flywheel while transmitting power to the transmission mainshaft.
The transmission has three parallel shafts, the mainshaft. countershaft and sub-shaft. The mainshatt is in line with the
engine crankshaft.
The mainshaft includes the clutches for 1 st, and 2ndl4th, and gears for 3rd. 2nd, 4th, reverse and l st (3rd gear is in-
tegral with the mainshaft, while reverse gear is integral with the 4th gear).
The countershaft includes the 3rd clutch and gears Ior 3rd, 2nd,4th, reverse, lst and parking. Reverse and 4th gears
can be locked to the countershaft at its center, providing 4th gear or reverse, depending on which way the selector is moved.
The sub-shaft includes the lst-hold clutch and gears for 1st and 4th
The gears on the mainshait are in constant mesh with those on the countershaft and sub-shaft. When certain combina-
tions of gears in the transmission are engaged by the clutches, power is transmitted from the mainshaft to the counter-
shaft via the sub-shatt to provide @, E, tr. tr and @ position.
Electronic Control
The electronic control system consists of the Transmission Control Module {TCM), sensors, and 4 solenoid valves. Shift-
ing and lock-up are electronically controlled for comfortable driving under all conditions.
The TCM is located below the dashboard, behind the left side kick panel on the driver's side.
Hydraulic Control
The valve bodies include the main valve body, secondary valve body, regulator valve body. servo body, and lock-up valve
body throuqh the respective separator plates.
They are bolted on the torque converter housing.
The main valve body contains the manual valve, 1-2 shift valve, 2-3 shift valve, Clutch Pressure Cont.ol (CPC) valve,
4th exhaust valve, relief valve, and oil pump gears.
The secondary valve body contains the 4-3 kick-down valve,3-2 kick-down valve,2-3 orifice cont.ol valve, 3-4 shitt
valve, orifice control valve. modulator valve, and servo control valve
The regulator valve body contains the pressure regulator valve. lock-up control valve, torque converter check valve, and
cooler check valve.
The servo bodv contains the servo valve which is integrated with the reverse shift fork, throttle valve B, and accumulators.
The lock-ug valve bodv contains the lock-up shift valve and lock-up timing B valve. and is bolted on the secondary valve
body.
Fluid from the regulator passes through the manual valve to the various control valves.
Shitt Control Mochanism
Input to the TCM i.om various sensors located throughout the car determines which shift control solenoid valve should
be activated.
Activating a shift control solenoid valve changes modulator pressure, causing a shift valve to move. This pressurizes
a line to one of the clutches. engaging that clutch and its corresponding gear.
Lock-up Mechanism
In @ position. in 2nd, 3rd and 4th, and E position in 3rd, pressurized tluid can be drained from the back of the tor-
que converter through an oil passage, causing the lock-up piston to be held against the torque converter cover. As this
takes Dlace, the mainshaft rotates at the same speed as the engine crankshatt. Together with hydraulic control, the TCM
optimizes the timing ol the lock-up mechanism.
The lock-up valves control 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.
(cont'd)
14-3