1997 HONDA CR-V gears

Transfer Assembly
Disassembly (cont'd)
Secure the transfer housing in a bench vise withsoft jaws.
COMPANION FLANGEHOLDER07RAA -
Install the special tool on the companion flange,then loosen the transfer driven gear shaft locknut.
Remove the transfer driven gear shaft locknut, coni-cal spring washer, back-up ring, O-ring, and com-psnion flange.
7.
TRANSFER DRIVENGEAR SHAFT LOCKNUTReolace,
13-48
9. Remove the transfer driven gear shaft, then removethe transfer spacer from the transfer driven gearshaft.
TRANSFER ORIVENGEAR SHAFT
Remove the oil seal and the tapered roller bearingfrom the transfer housing,
OIL SEALReplace.
TAPEREO ROLIIRAEARING
TRANSFER HOUSING
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Gearshift Mechanism
Overhaul
Note these itemsl
. InsDect rubber parts for wear and damage when disassembling'
. Check that the new cotter pin is seated firmly.
. Be carelul not to damage the guide pipe when removing the cables'
CHANGE LEVER KNOS8 N.m (0.8 kgl.m, 5.8 lbf.ft)
SELECT CABLE
PLATESReplace.WASHEB
I curur(PlN I I
\II
\"1 a,?-@ -.4'
-(
I
\
6x9.8
Guide pipe in theDOOI,
COTTEF PIN
PLASTIC WASHERGUIDE PIPESSHIFT CABLE
'l.0 mmN.m {1.0 kgf.m, 7.2 lbf.ftl
(stLlcoNE
GREASEI
LEVER ASSEMBLY
8 x 1.25 mm13 N.m 11.3 kgt'm,9.4lbf ft)
FLOATINGCOLLAR
13-77
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Description
General Operation
The Automatic transmission is a 3-element torque converter and triple-shaft electronically controlled unit which provides 4
speeds forward and 1 reverse speed The unit is positioned in line with the engine'
There are two tvoes of automatic transmission on CR-V; the four-wheel drive (4WD) model ('97 - 00)' and the front-wheel
drive (2WD) model ('98 - 00).
Toroue Converter, G€ars, 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 crankshatt. These parts 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 started. The torque converter assembly serves as a fly-
wheel while transmitting power to the transmission mainshaft.
The transmission has three parallel shafts: the mainshaft. the countershaft, and the sub-shaft. The mainshaft is in line with
the engine crankshaft. The mainshaft includes the 1st, 2nd. and 4th clutches, and gears lor 3rd,2nd,4th. reverse and 1st
(3rd gear is integral with the mainshaft, while reverse gear is integral with the 4th gear). The countershaft includes the 3rd
clutch and gears for 3rd,2nd, 4th, reverse, 1st, and park. Reverse and 4th gears can be locked to the countershaft at its cen-
ter, providing 4th gear or reverse, depending on which way the selector is moved. The sub-shaft includes the lst-hold
clutch and gears for lst and 4th.
The gears on the mainshaft are in constant mesh with those on the countershaft and sub-shaft. When certain combinations
of gears are engaged by the ctutches, power is transmitted from the mainshaft to the countershaft to provide E, D!, tr, tr,
and E position ('97 - 98 models). and E. E, E, and E position ('99 - 00 models)'
Electlonic Control
The electronic controt system consists of the Powenrain Control Module (PCM), sensors, a linear solenoid, and four
solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is
located below the dashboard, under the kick panel on the passenger's side.
Hydraulic Control
The valve bodies include the main valve body, the secondary valve body, the regulator valve body, the servo body, and
the lock up valve body. They are bolted to the torque converter housing. The main valve body contains the manual valve,
the 1-2 shift valve, the 2nd orifice control valve. the CPB {Clutch Pressure Back-up) valve, the modulator valve, the servo
control valve. the relief valve, and ATF pump gears. The secondary valve body contains the 2-3 shift valve, the 3-4 shift
valve, the 3,4 orifice control valve. the 4th exhaust valve and the CPC (Clutch Pressure Control) valve. The regulator valve
bodv contains the pressure regulator valve, the torque converter check valve, the cooler relief valve, and the lock-up con-
trol valve. The servo body contains the servo valve which is integrated with the reverse shift tork, and the accumulators
The lock-up valve body contains the lock-up shift valve and the lock-up timing valve. The linear solenoid and the shift con-
trol solenoid valve Ay'B are bolted to the outside of the transmission housing, and the lock-up control solenoid valve Ay'B is
bolted to the outside of the torque converter housing. Fluid trom the regulator passes through the manual valve to the
various control valves. The clutches receive fluid from their respective feed pipes or internal hydraulic circuit
ShiftControl Mechanism
input from various sensors located throughout the vehicle determines which shift control solenoid valve the PCM 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. The shift control solenoid valves A and B are
controlled by the PCM.
Lock-up Mechanism
tn E! position (,97 - 98 modets) and in E position ('99 - O0 models), in 3rd and 4th, and in Del position in 3rd ('97 - 98
models) and in El position with Over,Drive (O/D) is OFF (by pressing rhe O/D switchl in 3rd ('99 - 00 models), pressurized
fluid is drained from the back of the torque converter 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 PcM 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 the linear solenoid. When lock-up control
solenoid valves A and B activate, the modulator pressure changes. The lock-up control solenoid valves A and B and the
linear solenoid are controlled by the PCM.
{cont'd)
14-3
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Description
General Operation (cont'dl
Gsar Selection'97 - 98 Models
The shift lever has seven positions; El PARK, ts REVERSE, N NEUTRAL, Ell 1st through 4th ranges, lpq 1st th.ough 3rdranges, P 2nd gear, and [ 1st gear
'99 - 00 Models
The shitt lever has six positions; El PARK, E REVERSE, E NEUTRAL. E ,lst through 4th ranges, and 1st through 3rd(when Over-Drive (O/D) is OFF) ranges. @ 2nd gear, and E 1st gear.
Starting is possible only in @ and @ positions. using a slide-type. neutral-safety switch.
Automatic Transaxle (A/T) Gear Position IndicatorThis indicator in the instrument panel shows which gear has been selected.
Transler Mochanism {4WD}
The transfer mechanism consists of the transfer shaft drive gear. the transfer shaft. the transfer drive gear, the transfer driv-en gear shaft, and the companion flange, The transfer mechanism assembly is on the rear side ot the transmission. besidethe differential. The transfer shaft drive gear on the final driven gear drives the transfer shaft driven qear. power is transmit-ted to the rear differential via the transfer shaft and the Drooeller shaft.
Clutches
The four-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears.When the hydraulic pressure is introduced into the clutch drum, the clutch piston moves. This presses the friction discs andsteel plates together, locking them so they don't slip. Power is then transmifted through the engaged clutch pack to its hu$mounted gear. When hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates, andthey are free to slide past each other. This allows the gearto spin independently on its shaft, transmitting no power.
lst Clutch
The 1st clutch engages/disengages lst gear, and is located at the end ofthe mainshaft, just behind the end cover.The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.
lst-hold Clutch
The 1st-hold clutch engages/disengages 1st-hold or E position, and is located at the middle of the sub-shaft. The 1st-holdclutch is supplied hydraulic pressure by its ATF feed pipe within the sub-shaft.
2nd Clutch
The znd ciutch engages/disengages 2nd gear, and is located at the middle of the mainshaft. The 2nd clutch is joined back-to-back to the 4th clutch. The 2nd clutch is supplied hydraulic pressure through the mainshaft by a circuit connected to theinternal hydraulic circuit.
PositionDescription
Reverse; reverse selector engaged with countershaft reverse gear and 4th clutch locked.
Allclutches released.
General driving; starts off in 1st, shifts automatically to 2nd, 3rd, then 4th, depending on vehicle speedand throftle position. Downshifts through 3rd,2nd, and lst on deceleration to stop.The lock-up mechanism operates;n 3rd and 4th gear.
used for rapid €cceleration at highway speeds and general driving; stans off in 1st, shifts automatically to2nd_then 3rd, dejending on vehicle speed and throttle position. Downshifts through lower gears on decel-eration to stop. The lock-up mechanism comes into operation in 3rd gear.
Driving in 2nd_gear; stays in 2nd gear, does not shift up and down. For engine braking or better trac_tion starting off on loose or slippery surfaces.
Driving in 1st gear; stays in 1st gear, does not shift up. For engine braking.
tll PARK
t!!l l|EvEn>E
E NEUTRAL
Ell DRrvE ('97 - sB)E DRrvE ('ss - oo)(1st through 4th )
E DRrvE {'97 - s8)O DRTVE with over-Drive (O/D) is OFF('99 - 00)(1st through 3rd)
E SECOND
E FIRST
14-4
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3rd Clutch
The 3rd clutch engages/disengages 3rd gear, and is located at the end of the countershaft, opposite the end cover. The 3rd
clutch is supplied hydraulic pressure by its ATF feed pipe within the countershaft.
ilth Clutch
The 4th clutch engages/disengages 4th gear, as well as reverse gear, and is located at the middle of the mainshaft. The 4th
clutch is joined back-to-back to the 2nd clutch. The 4th clutch is supplied hydraulic pressure by its ATF feed pipe within the
mainshaft.
One-way Clutch
The one-way clutch is positioned between the park gear and the countershaft 1st gear, with the park gear splined to the counter-
shaft. The countershaft 1st gear provides the outer race surface, and the park gear provides the inner race surface The
one,way clutch locks up when power is transmitted from the mainshaft lst gear to the countershaft 1st gear. The 1st
clutch and gears remain engaged in the 1st, 2nd, 3rd, and 4th gear ranges in the lo], pt, E, or E position The one-way
clutch disengages when the 2nd, 3rd, or 4th clutches/gears are applied in the lor, [d, E, or E position'
This is because the increased rotational speed of the gears on the countershaft over-ride the locking "speed range" of the
one-wav clutch. The one-wav clutch free-wheels when the lst clutch is engaged
lST.HOLDCLUTCH
1ST CLUTCH
MAINSHAFT3RD CLUTCH
COUNTERSHAFT
TRANSFERSHAFT DRIVEGEAR
TRANSFERASSEMBLY
NOTE: The illustration shows the 4WD
automatic transmission {sectional view)
the 2WD transmission does not have a
transfer assembly and transfer shaft drive
gear on the differential assembly.
2NO CLUTCH4TH CLUTCH
INSIDE OF ONE.WAYCLUTCH
ONE.WAY CLUTCH
OUTSIDE OF ONE.WAYCLUTCH
The sprags engage/disengage outsideand inside of theSplined with counter- -
shaft
OVER.RIOINGLOCKING SPEED CONOITIONLOCKING CONDITION
14-5,
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Description
Power Flow (cont'dl
E Position
In E position, hydraulic pressure is applied to the lst clutch and the lst-hold clutch.
The power flow when accelerating is as follows:
1. Hydraulic pressure is applied to the lst clutch on the mainshaft, and power is transmitted via the 1st clutch to the main-
shaft 1st gear.
Hydraulic pressure is also applied to the lst-hold clutch on the sub-shaft. Power transmitted to the mainshaft 1st gear
is conveyed via the countershaft 1st gear to the one-way clutch, and via the sub-shaft 1st gear to the 1st-hold clutch.The one-way clutch is used to drive the countershaft, and the 1st-hold clutch drives the countershaft via the 4th gears.
Power is transmitted to the final drive gear, which drives the final driven gear, and the transfer shaft drive gear (4WD),
The transfer shaft drive gear drives the transfer shaft and the transfer driven gear shaft (4WD).
NOTE; The illustration shows the 4WD automatic transmissjon; power flow ot the 2WD automatic transmission is identi-cal to the 4WD except for parts related to the transfer assembly.
SUB.SHAFT 4TH GEARSU8-SHAFT 1ST GEAR
4.
TOROUECONVERTERlST.HOLD CLUTCHSUB.SHAFT
1ST GEAR
lST CLUTCH
COUNTERSHAFT
ONE.WAY CLUTCH
FINAL DRIVEGEAR
PARK GEAB
COUNTERSHAFT4TH GEAR
FINAL DRIVEN GEAR
TRANSFER SHAFT ORIVE GEAR {4WD}
TRANSFER SHAFT {4WD}
14-8TRANSFER DRIVEN GEAR SHAFT {4WD)
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Description
Power Flow lcont'd)
lst Gear (8. E or E positionl
In E, E, or D position, the optimum gear is selected from 1st, 2nd, 3rd, and 4th gears, according to conditions such as
the balance between throttle opening (engine load) and vehicle speed.
1. Hydraulic pressure is applied to the 1st clutch, which rotates together with the mainshaft, and the mainshaft 1st gear
rotates.
2. Power is transmitted to the countershaft 1st gear. which drives the countershaft via the one-way clutch.
3. Power is transm itted to the final drive gear.which drives the final driven gear and the transfer shaft drive gea r (4WD).
4. The transfer shaft drive gear drives the transfer shaft and the transfer driven gear shaft (4WD).
NOTE:
o In @, @, @, or E position. hydraulic pressure is not applied to the 1st-hold clutch.. The illustration shows the 4WD automatic transmission; power flow of the 2WD automatic transmission is identicalto the 4WD except for parts related to the transfer assembly.
CONVERTERMAIiISHAFT1ST
CLUTCH
MAINSHAFT
COUNTERSHAFT
FINAL OBIVE GEAR
ONE.WAY CLUTCH
PARK GEAR
FINAL DRIVEN GEAR
14-10
TRANSFER SHAFT DRIVE GEAR {4WD}
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Shift Control
The PCM determines which gear should be selected by various signals sent from sensors, and actuates the shift control
solenoid valves A and B to control shifting. Also. a Grade Logic Control System has been adopted to control shifting in E
anO E ('gZ - gg), and E ('99 - 00) position while the vehicle is ascending or descending a slope, or reducing speeo.
PositionGearShift Control Solenoid
Valve A
Shift Control Solonoid
Valve B
E, E, Or
E
'I stOFFON
2ndONON
3rdONOFF
E orE4thOFFOFF
a2ndONON
tr1stOFFON
E-ReverseONOFF
*See page 14-37 for reverse inhibitor control description.
Lock-up Control
From sensor input signals, the PCM determines whether to turn the lock-up ON or OFF, and activates lock-up control
solenoid valve A and/or B accordingly. Lock-up does not occur until the engine is warm. The combination of driving sig-
nals to lock-up control solenoid valves A and B and the linear solenoid pressure is shown in the table below.
Lock-up ConditionsLock-up Control
Solonoid Valve A
Lock-up Control
Solenoid Valve B
Linear Solenoid
Pressuro
LOCK-Up \JrrOFFOFFHigh
Lock-up, HalfONDuty operation
OFF - ON
Lock-up, FullONONHish
Lock-up
during decelerationONDuty operation
OFF - ONLow
(cont'd)
14-17
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