1998 HONDA INTEGRA Valve cover

The valve bodies include the main valve body, the secondary valve body, the regulator valve body, the servo body andthe lock-up valve bodv.
The ATF pump is driven by splines behind the torque converter which is attached to the engine, Fluid {lows through
the regulator valve to maintain specified pressure through the main valve body to the manual valve, directing pressure
to each of the clutches.
SHIFT CONTROL SOLENOIDVALVE ASSEMBLY
RIGHT SIDE COVER
LOCK'UP VALVE BODYSERVO BODY
SECONDARY VALVEBODY
VALVE BODY
REGULATOR VBODY
LOCK-UPOIL PUMP GEARS
SOLENOID VALVEASSEMBLYTOROUEHOUSING
{cont'd)
%<->--::/ )C)
IrY,
14_23
'

Servo Body
The servo body is located on the secondary valve body.
The servo body houses the servo valve (integrated with the shift fork shaft), the throttle valve B, and the accumulator pis-
tons.
THROTTLE
Accumulator Pistons
The accumulator pistons are assembled in the servo body and right side cover. The 1st-hold clutch accumulator piston is
in the right side cover, and the 1st,2nd,3rd, and 4th accumulator pistons are in the servo bodv.
lST.HOLD ACCUMULATORPISTON
lST ACCUMUI.ATOR
2ND ACCUMULA3RO ACCUMULATOR PISTON
THBOTTLE LONG VALVE
RIGHT SIDE COVER
14-27

Iznd Goar
The ftow ot fluid up the 1-2 shift valve is the same 8s in 1st gear. As the speed of the vehicle reaches the prescriabed
value, the shift control solenoid valve A is turned ON by means of 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 pressure (4) -r 1-2 Shift Valve i 2-3 Shift Valve - znd Clutch Pressure (21) i 2nd Cluch
The hydraulic pressure also flows to the lst clutch. However, no pow€r is transmitted because ofthe one-way clutch.
NOTE: When used, "Ieft" or "right" indicates ditection on the hydraulic circuit.
14-33

Description
Hydraulic Flow (cont'dl
3rd Gear
The flow of fluid up to the 1-2 and 2-3 shift valve is the same as in 2nd gear. As the speed of the vehicle reaches theprescribed value. the shift control solenoid valve B is turned OFF (shift control solenoid valve A remains ON). The 2-3
shift valve is then moved to the left, uncovering the port leading to the 3rd clutch. Since the 3-4 shift valve is moved
to the right to vover the port to the 4th clutch, the 3rd clutch is turned on.
Fluid flows by way of:- Line pressure (4) rj) 1-2 Shift Valve + 2-3 Shift Valve - 3rd Clutch Pressure (31) r 3-4 Shift Valve(not controlledl - 3rd Clutch Pressure (30) + 3rd Clutch
The hydraulic pressure also flows to the lst clutch. However, no power is transmitted because of the one-way clutch
as in the 2nd gear.
NOTE: When used, "|eft" or "right" indicates direction on the hydraulic circuit.
14-34

Iq1 Position
4. 4th Gear
The flow of fluid up to the 1-2, 2-3 and 3-4 shift valves is the same as in 3rd gear. As the speed of the vehicle reaches
the prescribed value, the shift control solenoid valve A is turned OFF (shift control solenoid valve B remains OFF). As
this takes place, 3-4 shitt valve is moved to the left and uncovers the port leading to the 4th clutch. Since thel-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 (4) + 1-2 Shift Valve ) 2-3 Shift Valve - 3rd Clutch Pressure (3'1) -t 3-4 Shift Valve -
4th Clutch pressure (41) + Manual Valve - 4th Clutch Pressure (40) + 4th Clutch
The hvdraulic pressure also flows to the 1st clutch, However, no power is transmitted because of the one-way clutch
as in 2nd and 3rd gears.
NOTE: When used, "1eft" or "right" indicates direction on the hydraulic circuit.
I
T(cont'd)
14-35

In E position in 2nd, 3rd and 4th, and E position in 3rd, pressurized fluid is drained from rhe 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 crankshatt. Together with hydraulic control, the TCM op-
timized the timing of the lock-up system. Under certain conditions, the lock-up clutch is applied during deceleration in
3rd and 4th gear.
The lock-up system controls the range of lock-up according to lock-up control solenoid valves A and B, and the 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.
LOCK,UP CONTROL
LOCT.UP SHIfT VALVE
AlF COOIER
tocK uP coNTno! valvE
Solenoid valve
L*r""r "o.Jtio" \B
Lock'up OFFOFFOFF
Lock-up, slightONOFF
Lock-up, halfONON
Lock-up, fullONON
LOCK-Updu.ing decelerationONDuty operationOFF - ON
IOCK UP TIMING B VATVE
(cont'd)
14-39

NOTES
See flushing procedure, page 14-172 and 173.
B.Set idle rpm in gear to specilied idle speed. lf still no good, adjust motor mounts as outlined in enginesection of service manual.
c.lf the large clutch piston O-.ing is broken, inspect the piston groove for rough machining.
D.lf the clutch pack is seized or is excessively worn, inspect the other clutches lor wear, and check the
orifice control valves and throttle valves for free mov€ment.
E.lf throttle valve B is stuck. insDect the clutches for wear.
lf the 1 - 2 shift valve is stuck closed, the transmission will not upshitt. lf stuck open, the transmissionhas no lst gear.
H.lf the 2-3 orilice control valve is stuck, inspect the 2nd and 3rd clutch packs for wear.
lf the orifice control valve is stuck. inspect the 3rd and 4th clutch packs for wear.
J.lf the clutch pressure control valve is stuck closed, the transmission will not shift out oI 1st gear.
lmproper alignment or main valve body and torque converter housing may cause ATF pump seizure.
The symptoms are mostly an rpm-related ticking noise or a high-pitched squeak.
lf the ATF strainer is clogged with particles of steel or aluminum, inspect the ATF pump and differentialpinion shaft. lf both are OK and no cause for the contamination is found, replace the torque converter.
M.lf the 1st clutch feed pipe guide in the right side cover is scored by the mainshaft, inspect the ball bear-
ing lor 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.Replace the mainshaft if the bushing for the 4th feed pipe is loose or damaged.lf the 4th feed pipe is damaged or out of round, replace the right side cover.Replace the sub-shaft il the bushing for the 1st-hold teed pipe is loose or damaged.lf the 1st-hold teed pipe is damaged or out of round, replace it.
Replace the mainshaft iI the bushing for the lst feed pipe is loose or damaged.lf the 1st leed pipe is damaged or out of round, replace it.
A worn or damaged sprag clutch is mostly a result of shifting the transmission in El or LDll position
while the wheels rotate in reverse, such as rocking the vehicle in snow.
P.Inspect the trame for collision damage.
Inspect lor damage and wear:1. Reverse selector gear teeth chamfers.2. Engagement teeth chamfers of countershaft 4th and reverse gear.
3. Shift fork for scuff marks in center.4. Differential pinion shaft tor wear under pinion gears.
5. Bottom of 3rd clutch for swirl marks.Replace items 1 . 2, 3 and 4 iI worn or damaged. lf transmission makes clicking, grinding or whirringnoise, also replace mainshaft 4th gear, reverse idler gear, and countershatt 4th gear in addition to '1,
2,3or4.It differential pinion shalt is worn, overhaul differential assembly, and replace ATF strainer, and thoroughly
clean transmission, tlush torque conveder, cooler and lines.lf bottom ot 3rd clutch is swirled and transmission makes gear noise, replace the countershaft and final
onven qear.
R.Be very careful not to damage the torque converter housing when replacing the main ball bearing. You
may also damage the ATF pump when you torque down the main valve body. This will result in ATFpump seizure if not detected. Use proper tools.
S.Install the main seal llush with the torque converter housing. lf you push it into the torque converterhousing until it bottoms out. it will block the fluid return passage and result in damage.
T.Harsh downshifts when coasting to a stop with zero throttle may be caused by a bent-in throttle valve
retainer/cam stopper. Throttle cable adjustment may clear this problem.
Throttle cable adjustment is essential tor proper operation ol the transmission. Not only does it affectthe shift points if misadjusted, 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 torqueinput into the transmission and may cause clutch slippage. A cable adjusted too short will result in toohiqh throttle pressure which may cause harsh shifts, erratic shifts and torque converter hunting.

Transmission
Removal
. Make sure lifts, iacks and salety stands are placed
properly, and hoist brackets are attached to lhe cor-
rect position on the engine (see section 11.
. Apply parking brake and block real wheels, so vehi-
cle will nol roll off stands and fall on you while work-
ing under it.
CAUTION: Use fender covers to avoid damaging paint-
ed surtaces.
1 . Disconnect the battery negative (- ) and positive { + )
cables from the battery.
2. Remove the intake air duct and air cleaner housing
assemoty.
AIR CLEANERHOUSING ASSEMBLY
Remove the starter motor cables and cable holder
from the starter motor.
MOTOR CABLECABLE HOLDER
STARTER MOTOR'/,/ \
STARTER MOTOR CABI-E
14-104
-
5.
Remove the transmission ground cable from the
transmission hanger.
Disconnect the lock-up control solenoid valve con-
nector and the shift control solenoid valve connec-
tor, then remove the harness clamp on the lock-up
control solenoid harness from the harness s1ay.
HARNESS CLAMP
TRANSMISSIOIGROUND CABLE
Disconnect the vehicle speed sensor (VSS), main-
shalt speed sensor and countershalt speed sensor
connecrors.
{
6.
VEHICLE SPEED
VEHICLE SPEED
ll t2tor coNNEcroR
V
MAINSHAFT SPEEDSENSOR CONNECTOR
MAINSHAFTSPEED SENSORCOUNTERSHAFTSPEED SENSOR{