Pistons
Installation
Before installing the piston, apply a coat of
engine oil to the ring grooves and cylinder
bores.
1. If the crankshaft is already installed:
Remove the connecting rod caps and slip short
sections of rubber hose over the threaded ends
of the connecting rod bolts.
Install the ring compressor, check that the bear-
ing is securely in place, then position the piston
in the cylinder and tap it in using the wooden
handle of a hammer.
Stop tapping after the ring compressor pops
free, and check the connecting rod-to-crank jour-
nal alignment before pushing piston into place.
Install the rod caps with bearings, and torque the
nuts to 32 N-m (3.3 kgf-m, 24 Ibf-ft)
2. If the crankshaft is not installed:
Remove the rod caps and bearings, install the
ring compressor, then position the piston in the
cylinder and tap it in using the wooden handle of
a hammer.
Position all pistons at top dead center.
The arrow must face
the timing belt side
of the engine and the
connecting rod oil hole
must face the intake
manifold.
CONNECTING ROD
OIL HOLE
RUBBER HOSES
NOTE: Maintain downward force on the ring com-
pressor to prevent rings from expanding before
entering the cylinder bore.
Use the wooden handle
of a hammer to push, or
tap the piston into the
cylinder bore.
RING
COMPRESSOR
(Commercially
available)ProCarManuals.com
Oil Filte r
Replacemen t (cont'd )
3. Instal l th e oi l filte r b y hand .
4. Afte r th e rubbe r sea l seats , tighte n th e oi l filte r clock -
wise wit h th e specia l tool .
Tighten : 7/ 8 tur n clockwise .
Tightenin g torque : 2 2 N- m (2. 2 kgf-m , 1 6 Ibf-ft )
OIL FILTE R WRENC H07912-611000 1
Use thi s procedur e t o tighte n th e filte r i f eigh t num -
ber s ( 1 t o 8 ) ar e printe d o n th e surfac e o f th e filter .
1 ) Mak e a mar k o n th e oi l filte r bas e unde r th e num -
be r tha t show s a t th e botto m o f th e filte r whe n
th e rubber seal i s seated .
2 ) Tighte n th e filte r b y turnin g i t clockwis e seve n
number s fro m th e marke d point . Fo r example , i f a
mar k i s mad e unde r th e numbe r 2 whe n th e rub -
be r sea l i s seated , th e filte r shoul d b e tightene d
unti l th e numbe r 1 come s u p to th e marke d point .
Numbe r whe n rubbe rseal i s seated .Number afte r tightening .
Number whe n rubbe r
sea l i s seate d
Numbe r afte r tightenin g1
8
2
1
3
2
4
3
5
4
6
5
7
6
8
7
CAUTION : Usin g an y procedur e othe r tha n thos e
show n coul d resul t i n seriou s engin e damag e du e
t o oi l leakage .
5 . Afte r installation , fil l th e engin e wit h oi l u p to th e spec -
ifie d level , ru n th e engin e fo r mor e tha n thre e minutes ,
the n chec k fo r oi l leakage .
ProCarManuals.com
Intake Air Bypass (IAB) Control System
Description
Two air intake paths are provided in the intake manifold to allow the selection of the intake path most favorable for a
given engine speed. Satisfactory power performance is achieved by closing and opening the intake Air Bypass (IAB)
valves. High torque at low rpm is achieved when the IAB valves are closed, whereas high power at high rpm is achieved
when the IAB valves are opened.
IAB CONTROL
DIAPHRAGM
From No. 4 ECU (ECM)
('95-96 models: 15A,
'97 - 98 models: 20A) FUSE
(In the under-dash
fuse/relay box)
VARIOUS
SENSORS
IAB
CONTROL
SOLENOID
VALVE
IAB VACUUM TANK
IAB CONTROL SOLENOID VALVE OFF
ENGINE RPM IS ABOVE 4,800 rpmProCarManuals.com
Description
The automatic transmission is a combination of a 3-element torque converter and a dual-shaft electronically controlled
automatic transmission which provides 4 speeds forward and 1 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, assembled in a single unit.
They are connected to the engine crankshaft so they turn together as a unit as the engine turns.
Around the outside of the drive plate is a ring gear which meshes with the starter pinion when the engine is being started.
The entire torque converter assembly serves as a flywheel while transmitting power to the transmission mainshaft.
The transmission has two parallel shafts: the mainshaft and the countershaft. The mainshaft is in line with the engine
crankshaft.
The mainshaft includes the 1st, 2nd and 4th clutches, and gears for 4th, 2nd, 1st and reverse (3rd gear is integral with the
mainshaft, while the reverse gear is integral with 4th gear).
The countershaft includes the 3rd, and 1st-hold clutches, and gears for 3rd, 4th, 1st, 2nd, reverse, and parking. The sec-
ondary drive gear is integrated with the countershaft.
The gears on the mainshaft are in constant mesh with those on the countershaft.
When certain combinations of gears in the transmission are engaged by clutches, power is transmitted from the mainshaft
to the countershaft to provide and positions.
Electronic Control
The electronic control system consists of the Transmission Control Module (TCM), sensors, a linear solenoid and four
solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions.
The TCM is located below the dashboard, behind the glove box on the passenger's side.
Hydraulic Control
The lower valve body assembly includes the main valve body, the servo body and the shift control solenoid valves. They
are bolted on the lower part of the transmission housing.
Other valve bodies, the regulator valve body, the ATF pump body, the 2nd accumulator body, and the throttle valve body,
are bolted to the torque converter housing.
The main valve body contains the manual valve, the 1 - 2 shift valve, the 2 - 3 shift valve, the 3 - 4 shift valve, the 4th kick-
down valve, the 2 - 3 orifice control valve, the 3 - 4 orifice control valve, the 4th exhaust valve, the servo control valve,
and the main orifice control valve.
The servo body contains the servo valve, 3rd and 4th accumulator pistons.
The regulator valve body contains the regulator valve, the lock-up shift valve, and the cooler relief valve.
Fluid from the regulator passes through the manual valve to the various control valves.
The throttle valve body includes the throttle valve which is bolted onto the 2nd accumulator body. The 2nd accumulator
piston is assembled in the 2nd accumulator body.
The linear solenoid is joined with the throttle valve body.
The ATF pump body contains the modulator valve, the lock-up control valve, the lock-up timing valve, and the relief valve.
The torque converter check valve is located in the torque converter housing under the ATF pump body.
The 1st and 1st-hold accumulator pistons are assembled in the rear cover.
The clutches receive fluid from their respective feed pipes or internal hydraulic circuit.
Shift Control Mechanism
Input from various sensors located throughout the vehicle determines which shift control solenoid valve the TCM will acti-
vate. 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 in position in 3rd, pressurized fluid is drained from the back of the torque con-
verter through a fluid 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 optimizes the
timing of 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. When lock-up control solenoid valves A and B activate, the modulator pressure changes.
The lock-up control solenoid valves A and B are mounted on the torque converter housing, and are controlled by the TCM.ProCarManuals.com
Description
Power Flow (cont'd)
Position
In position, hydraulic pressure is applied to the 1st clutch and the 1st-hold clutch.
The power flow when accelerating is as follows:
1. The hydraulic pressure is applied to the 1st clutch on the mainshaft, and power is transmitted via the 1st clutch to the
mainshaft 1st gear.
2. Hydraulic pressure is also applied to the 1st-hold clutch on the countershaft. Power transmitted to the mainshaft 1st
gear is conveyed via the countershaft 1st gear to the one-way clutch and the 1st-hold clutch. The one-way clutch is
used to drive the countershaft, and the 1st-hold clutch drives the countershaft.
3. Power is transmitted to the secondary drive gear, which drives the secondary driven gear.
TORQUE CONVERTER
MAINSHAFT
1ST GEAR
SECONDARY
DRIVE GEAR
1ST CLUTCH
MAINSHAFT
COUNTERSHAFT
1ST-HOLD
CLUTCH
COUNTERSHAFT
1ST GEAR
ONE-WAY CLUTCH
SECONDARY DRIVEN GEAR
PARKING GEARProCarManuals.com
