1999 HONDA CIVIC Gear select

Description
(cont'dl
Gear Selection
The shift lever has six positions: E PARK. E REVERSE, N NEUTRAL, E 1st through 4th gear ranges, E 1st through 3rdgear ranges, @ 2nd gear.
Starting is possible only in E and E positions through the use of a slide-type, neutral-safety switch.
Automatic Transaxle (A/f, Gear Position Indicator
The Ay'T gear position indicator in the instrument panel shows which gear has been selected without having to look downat the console.
Clutch€s
The four-speed automatic transmission uses hydraulically-actuated clutches to engage or disengage the transmission gears.When 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 transmitted through the engaged clutch pack to itshub-mounted gear. Likewise, when the hydraulic pressure is bled from the clutch pack, the piston releases the friction discsand the steel plates, and they are free to slide past each other. This allows the gear to spin independently on its shaft,transmitting no power.
lst Clutch
The 1st clutch engages/disengages 1st gear, and is located at the end of the mainshaft, just behind the right sroe cover.The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.
2nd Clulch
The 2nd clutch engagegdisengages 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 circutr connect-ed to the internal hvdraulic circuit,
3rd Clutch
The 3rd clutch engages/disengages 3rd gear, and is located at the end of the countershaft. The 3rd clutch is suooliedhydraulic 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. The4th clutch is joined back-to-back to the 2nd clutch. The 4th clutch is supplied hydraulic pressure by its ATF feed pipewith in the mainshaft.
\-a
PositionDe3cription
E PARK
E REVERSE
N NEUTRAL
E DRIVE
{1st through 4th)
Ei DRtvE('lst through 3rd)
B SECOND
Front wheels locked; park pawl engaged with pa* on countershaft. All clutches released.
Reverse; reverse selector engaged with countershaft reverse gear and 4th clutch locked.
All clutches released.
General driving; starts off in 1st, shifts automatically to 2nd, 3rd, then 4th, depending on vehiclespeed and throttle position. Downshift through 3rd, 2nd and 1st on deceleration to stop. The lock-upmechanism comes into operation in @ position in 3rd and 4th gear.
Use for rapid acceleration at highway speeds and general driving; up-hill and down,hill dfiving; stansotf in 1st, shifts automatically to 2nd, then 3rd, depending on vehicle speed and throttle position.
Downshifts through 2nd to lst on deceleration to stop. The lock-up mechanism comes into operationin 3rd gear,
Use for engine braking or better traction starting off on loose or slippery surfaces; stays in 2ndgear, does not shift up and down.
14-4

Description
Power Flow (cont'dl
lst Gesr (E or @ position)
In lE or E position, the optimum gear is automatically selected from 1st,2nd,3rd and 4th gears, according to conditionssuch 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, causing the mainshaft 1stgear to rotate.
Power is transmitted to the countershaft 1st gear, which drives the countershaft via the one-way clutch.
Power is transmitted to the final drive gear, which drives the final driven gear.
TOROUE CONVERTER
MAINSHAFT 1ST GEAR
lST CLUTCH
MAINSHAFT
AY CLUTCH
FINAL DRIVE GEAR
PARK GEAR
L
COUNTERSHAFT1ST GEAR
14-8

Description
Power Flow (cont'd)
El Po3ition
1, Hydraulic pressure is switched by the manual valve to the servo valve, which moves the reverse shift fork to thereverse position. The reverse shift fork engages with the reverse selector, reverse selector hub, and the countershaftreverse gear.
Hydraulic pressure is also applied to the 4th clutch. Power is transmitt€d from the mainshaft reverse gear via thereverse idler gear to the countershaft reverse gear.
The rotation direction of the countershaft reverse gear is changed via the reverse idler gear,
Power is transmitted to the final drive gear, which drives the final driven gear.
TOROUE
MAINSHAFT
COU TERSHAFT
REVERSE SELECTORHUBREVERSE SETICTOR
REVERSE SHIFTFORK
REVERSE IDLER
14-12
FINAL ON|VEN GEAR

Description
Electronic Control System (cont'd)
Shift Control
The PCM instantaneously determines which gear should be selected by various signals sent from sensors, and actuatesthe shift control solenoid valves A and B to control shifting. Also. a Grade Logic Control System has been adopted to con-trol shifting in E position while the vehicle is ascending or descending a slope, or reducing speed.
PoshionGearShift Control Solenoid
Vslve A
Shift Control Solenoid
Valve B
8,tr
1stOFFON
2ndONON
3rdONOFF
E4thOFFOFF
tr2ndONON
E-ReverseONOFF
*See page 14-31 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 controlsolenoid valve A and/or B accordingly. The combination of driving signals to lock-up control solenoid valves A and B andthe linear solenoid pressure is shown in the table below.
Lock-up ConditionsLock-up Control
Solenoid Valvo A
Lock-up Control
Solenoid Valve B
Linoar Solonoid
Prggguro
Lock-up OFFOFFOFFHigh
Lock-up, HalfONDuty operation
OFF * ONLow
Lock-up, FullONONHigh
LOCK-Up
during decelerationONDuty operation
OFF - ON
a
14-14

Description
Electronic Control System {cont'dl
Ascending Control
When the PCM determines that the vehicle is climbing a hill in E position, the system oxtends the sngagement area of2nd gear and 3rd gear to prevent ths transmission from fr€quently shifting between 2nd and 3rd gears, and between 3rdand 4th gears, so the vehicle can run smooth and have more power when needed. There are two ascending modes withdifferent 3rd gear driving areas according to the magnitude of a gradient stored in the pCM.
NOTE:
. The PCM memory contains shift schedules between 2nd and 3rd gears, and between 3rd and 4th gears that enable thePCM's fuzzy logic to automatically select the most 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 humanmind would,
Dssconding Control
When the PCM determines that the vehicle is going down a hilt in E position, the shift-up speed from 3rd to 4th gearwhen th€ throftle 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 isdescending. There are two descending modes with different downshift (4 - 3) schedules according to the magnitude of agradient stored in the PCM. When the vehicle is in 4th gear, and you are decelerating on a gradual hill, or when you areapplying the brakes on a steep hill, the transmission will downshift to 3rd gear. When you accel6rate, the transmission willthen return to 4th gear.
ASCENDING MODEDESCENDING MODE
4TH SHIFTING
L.
F
CHARACTERISIICSCONTROL AREA
ff.1"11", vehicr. 3pe€dff;Tlr., vohicre speed
GRADUAL ASCENOINGCONTROL AREA
Docel6ration Control
When the vehicle goes around a corner. and needs to first decelerate and then accelerate. the rcM sets the data for decelerationcontrol to reduce the number of times the transmission shifts. When the vehicle is decelerating from speeds above 26 mph(41 km/h), the rcM shifts the transmission from 4th to 2nd earlier than normal to cope with upcoming acceleration.
14-16

The following symptoms can be caused
by improper repair or assembly
Check these items,on th€^ ltems on thePROBABLE CAUSE DUE TO NOTES ListIMPROPER REPAIR List
Vehicle creeps in N position.R1, R2
Vehicle does not move in &l or Pll position.R4
Transmission locks up in E position.R3, R11
Excessive drag in transmission.R6K,R
Excessive vibration, rpm related.R7
Noise with wheels moving onlY.R5
Main seal pops out.R8
Various shifting problems.R9, RlO
PROBABLE CAUSE DUE TO IMPROPER REPAIR
lmproper clutch clearance.
lmproper gear clearance.
Park lever installed upside down.
one-way {sprag) clutch installed upside down.
Reverse selector hub installed upside down.
ATF pump binding.
Torque converter not fully seated in ATF pump.
Main seal improperly installed.
Springs improperly installed.
Valves improperly installed.
Shift fork bolt not installed.
14-11

Symptom-to-Component Chart
Hydraulic System (cont'dl
G.
n,
set idle rpm in gear to specified idle speed. lf still no good, adjust motor mounts as outlined in enginesection of this manual.
lf the clutch pack is seized or is excessively worn. inspect the other clutches for wear, and check the orificecontrol valves, CPC valve and linear solenoid for free movement.
lf the linear solenoid is stuck, inspect the clutches for wear.
lmproper alignment or main valve body and torque converter housing may cause ATF pump seizure. Thesymptoms are mostly an rpm-related ticking noise or a high-pitched squeak.
lf the l st clutch feed pipe guide in the end cover is scored by the mainshaft, inspect the ball bearing forexcessive movement in the transmission housing. lf oK, replace the end cover as it is dented. The o-rinounder the guide is probably worn.
Replace the mainshaft if the bushing for the 4th feed pipe is loose or damaged. lf the 4th feed pipe is danFaged or out of round, replace the right side cover.
Replace the mainshaft if the bushing for the 1st feed pipe is loose or damaged. lf the 1st feed pipe is darn-aged or out of round, replace it.
A worn or damaged sprag clutch is mostly a result of shifting the transmission inthe wheels rotate in reverse, such as rocking the vehicle in snow.
or E position while
Inspect for 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 for wear u nder pin ion gears.
5. Bottom of 3rd clutch for swirl marks.
Replace items 1,2,3 and 4 if worn or damaged. lf transmission makes a clicking, grinding orwhirring noise,also replace mainshaft 4th gear, reverse idler gear. and countershaft 4th gear in addition to 1, 2, 3 or 4.lf differential pinion shaft is worn, overhaul differential assembly, and replace ATF strainer, and thoroughlyclean transmission, flush torque converter, cooler and lines.lf bottom of 3rd clutch is swirled and transmission makes gear noise, replace the countershaft and final drivengear.
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 ATF pumpseizure if not detected. Use the oroper roors.
Install the main seal flush 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.
See flushing procedure, page 14-187 and 188.
lf the large clutch piston O-ring is broken, inspect the piston groove for rough machining.
lf the l-2 shift valve is stuck closed, the transmission will not upshift. lf stuck open, the transmission hasno 1st gear.
lf the znd orifice control valve is stuck. inspect the 2nd and 3rd clutch oacks for wear.
lf the 3-4 orifice control valve is stuck, inspect the 3rd and 4th clutch oacks for wear.
lf the clutch pressure control valve is stuck closed, the transmission will not shift out of 1st gear.
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.
Inspect the frame for collision damage.
14-112

Accelerate to about 35 mph (57 km/h) so the transmlssion is in 4th, then shift from Dl position to Z position The
vehicle should immediately begin slowing down from engine braking'
CAUTION: Do not shift from -91 or -Dd position to E position at speeds ov6r 63 mph {100 km/hl; You mav damage
the transmission.
Check for abnormal noise and clutch slippage in the following positions'
E (2nd Gear) Position
ll Accelerate from a stop at full throttle. check that there is no abnormal noise or clutch slippage.
b. Upshifts and downshifts should not occur with the selector in this posirion'
E (Reverse) Position
i"ccelerate from a stop at fullthrottle, and check for abnormal noise and clutch slippage'
Test in B (Park) Position
Park the vehicle on slope (approx. l6'), apply the parking brake' and shift into E position Belease the brake; the veh'
cle shou,d nol move
1+115