1998 HONDA INTEGRA engine

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Transmission Assembly
Installation (cont'd)
Install the shift rod, the spring pin, and the clip.
NOTE:
. lnstall the clip and the spring pin on the change
joint as shown.
. Turn the shift rod boot so the hole is facing
down as snown.
. Make sure the shift rod boot is installed on the
shift rod.
lnstall the extension rod.
Installthe heat shield (818C1 engine).'t 4.
8 x 1.25 mm22 N.m 12.2 kgfm.16lbt.ft)
I e--erru
1 l+.-PUNCH
EXTENSION ROD
6x1.0mm9.8 N.m 11.0 kgf m,? rbf.ft)
SHIFT ROD BOOT
^ SPRING PIN -- -1
?ffi A'W
Nfu *rry
CLlp HOLE
13-48
DRIVESHAFTS
15. lnstall the intermediate shaft 8nd the driveshafts
(see section 16).
NOTE: Beplace the set rings with new ones.
16. Install the ball joints onto the lower arm (soe ssc-
tion 18).
17. Install the right damper fork (see ssction 18).
10 r 1.25 mm43 N.m lir.a kgt m. 32 lbtftl
LOWER ARM
SELF.LOCKING NUTReplace.12 x 1,25 mm6a N.m 16.5 kg{.ft,/u rbl.tt)
CASTLE NUT12 x 1.25 mm49 - 59 N.m (5.0 - 6.0 kgf.m, Reptace.35 - 43 lbf.ftl
"\
COTTER PIN

18.Install the exhaust pipe A. and the three way cat-
alytic converter {B18Cl and B18C5 engines), and
connect the heated oxygen sensor {HO2S) connec-
tors.
GASKETReplace.
HO2SCONNECTORSSELF-LOCKING NUTFeplace.10 x 1.25 mm33 N.m {3.4 kg{.m,jj25 rbr.ftl
GASKETReplace.SELF.LOCKING NUTReplace.8 x 1.25 mm'16 N.m (1.6 kgf.m,12 tbtfr)
SELF.LOCKING NUTReplace.10 x 1.25 mm54 N.m (5.5 kgt.m,40 tbt frlTHREE WAYCATALYTICCONVENTER{Bl8Cl and 8'18C5 engincsl
'19. Install the engine splash shield.
20. lnstall the slave cylinder, then instsll the clutch pipe
bracket.
NOTE: Use only Super High Temp Urea Grease(P/N 08798 - 9002).
6x1.0mm9.8 N.m 11.0 kgt m,7 lbI.ft)
SLAVECYLINDER
8 r 1.25 mm22 N.m 12,2 kotm_- 9(x)21 16 tbt.ftt
Connect the vehicle speed sensor (VSS) connestor
and the staner motor cables.
Install the wire harness clamps.
6x1.0mm9.8 N.m {1.0 kgf m, 7 lbt'ft)
VSS CONNECTOR8 x 1.25 mm8.8 N.m {0.9 kg{.m,6.s rbr.ft)
5{P/N 08798
21.
WIREHARNESSCLAMPS
(cont'd)
13-49

Description
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14-3
The automatic transmission is a combination of a 3-element torque converter and triple-shalt electronically controlled
automatic transmission which provides 4 speeds forward and 1 speed reverse. The entire unit is positioned in line with
the engrne.
Torque Converter, Gears, and Clutches
The torque converter consists of a pump, turbine, and stator, assembled in sigle unit. The torque converter is connected to
the engine crankshaft so they turn torether as a unit as the engine turns. Around the outside of the torque convener 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 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, and 2ndl4th clutches,and gear for 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 parking. Reverse and 4th gears can
be loched to the countershaft at its center,providing 4th gear or reverse, depending on which way the selector is moved.
The sub-shaft includes the 1st-hold clutch and gears fo 1st and 4th.
The gears on the mainshaft are in constant mesh with those on the countersahft and sub-shaft.When certain combinations
of gears in the transmission are engaged by clutches. power in transmitted from the mainshaft to the countershaft via the
sub-shaft to orovude oil, lo'1. E, E. and E.
Electronic Control
The electronic control svstem consists of the Transmission Control Module (TCM), sensors, and four solenoid valves.
Shilting and lock-up are electronically controlled for comfortable driving under all conditions.
The TCM is located below the dashboard, behind the lelt side kick panel on the driver's side.
Hydraulic Control
The valve bodies include the main valve body, the secondary valve body, the regulator valve body, the serbvo body, and
the lock-up valve body, through the respective separator plates, They are bolted to the torque converter housing,
The main valve body contains the manual valve, the 1-2 shift valve, the 2-3 shitt valve, the Clutch Pressure Control
lCPC) valve, the 4th exhaust valve, the reliel valve, and the ATF pump gears.
The secondary valve body contains the 4-3 kick-down valve, the 3-2 kick-down valve, the 2-3 orifice control valve, the
3-4 shift valve, the orilice control valve, the modulator valve, and the servo control valve.
The regulator valve body contains the pressure regulator valve, the lock-up control valve, the torque converter check
valve, and the cooler check valve.
The servo body contains the servo valve, which is integrated with shift fork shaft, the throttle valve B, and the accumula-
tors.
The lock-up valve body contains the lock-up shift valve and the lock-up timing B valve, and is bolted to the regulator valve
ooqy.
Fluid from the regulator passes through the manual valve to the various control valves.
Shift Control Mechanism
Input to the TCM from various sensors located throughout the car determines which shift control solenoid valve should
be activated. Activating a shitt control solenoid valve changes modulator pressure, causing a shift valve to move. This
pressurizes a line to one ol the clutches, engaging that clutch and its corresponding gear.
Lock-uD Mechanism
In @ position, in 2nd, 3rd and 4th, and @ position in 3rd, pressurized fluid can be drained lrom the back oI the tor-
que 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 TCM
optimizes the timing of the lock-up mechanism.
The lock-up valves controlthe 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)

Description
{cont'd)
Gsar Selection
The shift lever has seven positions; @ PARK, E REVERSE, N NEUTRAL. [Dt l st through 4th ranges, @ 1st through
3rd ranges, @ 2nd gear and [ 1sr gear.
Starting is possible only in @ and N positions through use of a slide-type, neutral-safety switch.
Automatic Transaxle (A/T) Gear Position Indicator
A/T gear position indicator in the instrument panel shows what gear has been selected without having look down at
the console.
PositionDescription
E PARK
E REVERSE
N NEUTRAL
[p"l DRrvE
('lst through 4th)
I p3l DRrvE
(1st through 3rd)
E sEcoND
E FIRST
F.ont wheels locked; parking brake pawl engaged with parking gear on countershaft. All clutches
released.
Reverse; reverse selector engaged with countershatt reverse gear and 4th clutch locked.
All clulches released.
General driving; sta.ts o{f in 1st, shitts automatically to 2nd, 3rd, then 4th, depending on vehicle
speed and throttle positlon. Downshifts through 3rd, 2nd and 1st on deceleration to stop.
The lock-up mechanism comes into operation in @ in Zna, 3rd and 4th gear.
For rapid acceleration at highway speeds and general driving; starts otf in 1st, shifts automatical-
ly to 2nd then 3rd, depending on vehicle speed and throttle position. Downshifts through lowe.gears on deceleration to stop. The lock-up mechanism comes into operation in 3rd gear.
Driving in 2nd geat; stays in 2nd gear. does not shift up and down.
For engine braking or better traction starting otl on loose or slippery surlece.
Driving in 1st gear; stays in 1st gear, does not shift up.
For engine braking.
14-4
{

\E Position Deceleration
The power flow when decelerating is as follows;
1. Rolling resistance from the road surface goes through the front wheels to the final drive gear, then to the sub-shaft'lst gear via the 4th gear, and 1st-hold clutch which is applied during decelerarion.
2, The one-way clutch disengages at this time because the application of torque is reversed.
3. The counterforce conveyed to the countershaft 4th gear turns the sub-shaft 4th gear via the mainshaft 4th gear.At this time, since hydraulic pressure is also applied to the 1st clutch, counterforce is also transmitted to the main-shatt. As a.esult. engine braking can be obtained with 1st gear.
CLUTCH
SUB.SHAFT4TH GEARSUB-SHAFT 1ST GEAR
t
TOROUE CONVERTER
FINAL ORIVE
SUB.SHAFT
1ST CLUTCH
MAINSHAFT
COUNTERSHAFT
REVERSE SELECTOR HUB
REVERSE SELECTOR
4TH GEAR
(cont'dl
14-11
\
FINAL ORIVEN GEAR

I
t
In @ or @ position, the optimum gear is automatically selected from 1st, 2nd, 3rd and 4th gears, accororng ro con-ditions such as the balance between throttle opening (engine load) and vehicle speed.
[Dn] or lDil Posirion, tsr geal
1. Hydraulic pressure is appiied to the 1st clutch, which rotates together with the mainshaft, and the mainshaft 1stgear rotates,
2. Power is transmitted to the countershaft 1st gear, which drives the countershaft via the one-way clutch.
3. Power is transmitted to the final drive gear, which drives the final driven gear.
NOTE:
In lDr'l or lDil position, hydraulic pressure is not applied to the 'tst-hold clutch.
TOROUE CONVERTER
1ST CLUTCH
MAINSHAFT
FINAL ORIVE GEAR
COUNTEBSHAFT
ONE-WAY CLUTCH
PARKING GEAR
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14_13
,
FINAL DRIVEN GEAR

Description
Elestronic Control System (cont'd)
. GRADE LOGIC CONTROL SYSTEM
How it works:
The TCM compares actual driving conditions with driving conditions memorized in the TCM. based on th€ input from the
vehicle speed sensor, throttle position sensor, engine coolant temperature sensor, barometric pressure sensor, bral(e
switch signal and shift lever position signal, to control shifting while a vehicle is ascending or descending a slope, or
reducing speed.
SIGNALS DETECTED
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Driving ResistanceJudgement of Controlling Aroa
. Ascending mode(Fuzzy logicl. Gl.dual Ascending mode' Steop Asconding mode' oesconding mode. Gradu.l D$conding modo. Slecp D$conding modo
\-t {t

. Ascending Control
When the TCM determines that the vehicle is climbing a hill in E position, the system extends the engagement area of
3rd gear to prevent the transmission from frequently shifting between 3rd and 4th gears, so the vehicle can run smooth
and have more power when needed,
NOTE:
Shift schedules between 3rd and 4th gear stored in the TCM enable the TCM'S fuzzy logic to automatically select themost suitable gear according to the magnitude of a gradient.
Fuzzy logic is a form of artificial intelligence that lets computers respond to changing conditions much like a human
mind would,
. Descending Control
When the TCM determines that the vehicle is going down a hill in E position, the shift-up speed from 3rd to 4th gear
when the throttle is closed becomes faster than the set speed for flat road driving to widen the 3rd gear driving area.This. in combination with engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is
descending,
There are two descending modes with different 3rd gear driving areas according to the magnitude of a gradient stored in
the TCM.
When the vehicle js in 4th gear, and you are decelerating on a gradual hill, or when you are applying the brakes on a steephill, the transmission will downshift to 3rd gear. When you accelerate, the transmission will then return to 4th gear,
GRAOUAL ASCENOING MOOESHIFTING CHARACTERISTICSCONTROL
STEEP DESCENDING MODE
Vehicle Speed
. Deceleraiion Control
When the vehicle goes around a corner, and needs to decelerate first and then accelerate. the TCM sets the data for deceleration
control to reduce the number of times the transmission shifts. When the vehicle is decelerating from speeds above 30 mph(,18 km/h), the TCM shifts the transmission from 4th to 2nd earlierthan normal to cope with upcoming acceleration. (cont'd)
E
F
Km/h(mph)
14-21