1999 HONDA CIVIC piston ring

Connecting RodsPiston Pins
Selection
Each rod falls into one of four tolerance ranges {from O to+ 0.024 mm (0 to + 0.0009 in), in 0.006 mm (0.0002 in)increments) depending on the size of its big end bore. lt,sthen stamped with a number {1, 2,3, or 4) indicating therange.
You may find any combination ot l, 2, 3, or 4 in any
engrne.
Normal Eore Size: 48.0 mm (1.89 in)
NOTE:
o Reference numbers are for big end bore size and doNOT indicate the position of the rod in the engine.. Inspect connecting rod for cracks and heat damage.
CONNECTING ROD AOREREFERENCE NUMBERHalf of number is stamped onbearing cap, the other half onconnectrng rod.
7-18
Installation
1. Use a hydraulic press for installation.
. When pressing the pin in or out, be sure you posi
tion the recessed flat on the piston against the lugson the base attachment.
816A2 engine
The arrow must face thetiming belt side of theeng Ine.
The mark must facethe timing belt sideof the engine.
D16Y5, D16Y7, O16Y8 engines
The arrow must face thetiming belt side o{ theengine and the connectingrod oil hole must face therear of the engine.
Adjust the length of thepiston pin driver to53 mm (2.09 4n)
PISTON PIN DRIVER SHAFT07973-PEOo3r0
PISTON PIN DRIVER HEAD
il--Z
P,"roNPrN
PILOT COLLAR07973-PE00200
PISTON PIN BASE INSERT07973 PEO0400
PISTON EASE HEAO07973 -5800100
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Piston Rings
End Gap
1.Using a piston, push a new ring into the cylinderbore 15 - 20 mm (0.6 - 0.8 in) from the bottom.
Measure the piston ring end-gap with a feeler gauge:
. lf the gap is too small, check to see if you have
the proper rings for your engine.. lf the gap is too large. recheck the cylinder borediameter against the wear limits on page 7-16,
lf the bore is over the service limit, the cvlinderblock must be rebored.
Pkton Ring End-cap:
Top Ring
81642 engino
Siandtrd (New): 0.20 - 0.35 mm
{0.008 - 0.01,1 in)
Service Limit: 0.60 mm l0-02i1 inl
D16Y5. Dl6Y7, D16Y8 enginos
Standard lNewl: 0.15 - 0.30 mm
{0.006 - 0.012 in)
Ssrvic€ Limit 0.60 mm {0.024 inl
Socond Ring
816A2 ongina
Standard (Nowl: 0.40 - 0.55 mm
10.016 - 0.022 inl
Service Limit: 0.70 mm (0.028 inl
D16Y5, D16Y7, Dt6Y8 engines
Standard (New): 0.30 - 0.ia5 mm
{0.012 - 0.018 in)
Sorvice Limit 0.70 mm 10.028 inl
Oil Ring
81642 ongine
Standard {Now): 0.20 - 0.50 mm(0.008 - 0.020 inl
Sorvico Limit: 0.70 mm (0.028 in)
Dl6Y5. Dl6Y7, D16Y8 €nginos
Standard (Nowli 0.20 - 0.70 mm(0.008 - 0.028 inl
Servica Limit: 0.80 mm 10.031 in)
7-20
Replacement
1.Using a ring expander. remove the old piston rings.
Clean all ring grooves thoroughly.
NOTE:
. Use a squared-off broken ring or ring groove
cleaner with blade to fit piston grooves.
o Top ring groove is 1.0 mm (0.039 in)wide.. Second ring groove is 1.2 mm (0.047 in) wide.. Oil ring groove is 2,8 mm (0.11 in) wide.. File down the blade if necessary.
CAUTION: Do noi use a wire blush to clean ringlands. or cut ring lands deepol with cleaning tool.
NOTE: lfthe piston is to be separated from the con-necting rod, do not install new rings yet.
3. Install new rings in the proper sequence and posi-
taon (see page 7-22).
NOTE: Do not reuse old piston rings.
(Commercially available)

Ring-to-Groove Clearance
After installing a new set of rings, measure ring-to-
groove clearances:
Top Ring Clearance
Standard (New):
B16A2 angine:
0.045 - 0.070 mm (0.0018 - 0.(X128 in)
Dl6Y5, Dt6Y7, Dl6Y8 engin€s:
0.035 - 0.060 mm {0.0014 - 0.002'l in)
service Limit: 0.13 mm (o.fixi in)
Second Ring Clearance
Standard lNow):
B16A2 engine:
0.0/t0 - 0.065 mm (0.0016 - 0.0026 in)
Dl6Y5, D16Y7, D16Y8 onginos:
0.030 - 0.055 mm (0.(X)12 - 0.0022 in)
Sewica Limh: 0.13 mm (0.005 io)
.,o
Alignment
1. Installthe rings as shown.
NOTE: The manufacturing marks must be facing
upward.
SECOND RING (Darkl
Piston Ring Dimsnsions:
Unit mm (in)
Unit mm (in)
TOP RING (Chrome)
t----T f
lB
t---f_-L
A
Top Ring (Standard)
Second Ring (Standard)
B
Bl642 engine3.1 (0.12)1.0 (0.04)
D16Y5, D16Y7,
D16Y8 engines2.6 (0.10)1.0 (0.04)
B
816A2 engine3.3 (0.13)1.2 (0.05)
D16Y5, D16Y/.
D16Y8 engines3.0 (0.12)1.2 {0.05t
(cont'd)
7-21

Piston RingsCrankshaft Oil Seal
Alignment (cont'dl
TOP RING ---.>
SECOND RING >
MARK
,a-)
/\_4
o,.r^o( qffi<--sPACER
\Z-.
v
Rotate the rings in their grooves to make sure theydo not bind.
Position the ring end gaps as shown:
DO NOT position any ring gapat piston thrust surfaces.
DO NOT position any ring gapin line with the piston pin hole.OIL RING GAP
SECOND RING GAP
Approx.90
TOP RING GAP
7-22
Installation
The seal surface on the block should be dry.Apply a light coat of oil to the c.ankshaft and tothe lip of the seal.
1. Drive the crankshaft oil seal squarely into the right
side cover using the special tools.
HANDLE DRIVER07749 0010000
seal with thepan number sidefacing out.
Confirm that the clearance is equal all the way
around with a feeler gauge.
Clearance:0.5 - 0.8 mm (0.02 - 0.03 inl
NOTE: Refer to page 8-14 for installation of the oilpumo side crankshaft oil seal.
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PistonsGrankshaft
lnstallation
Before installing the pistons, apply a coat of
engine oil to the ring grooves and cylinder
bores.
lf the crankshaft is already installed:
. Set the crankshaft to BDC for each cylinder.
. Remove the connecting rod caps, and slip short
sections of rubber hose over the threaded ends
of the connecting rod bolts.
. lnstall 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.
o Stop after the ring compressor pops free, and
check the connecting rod-to-crank journal align-
ment before pushing the piston into place
. Apply engine oil to the bolt threads. Install the
rod caps with bearings, and torque the nuts to:
815A2 engine:
40 N.m {,1.1 kgf.m, 30 lbf'ft|
D16Y5, D16Y7, D16Y8 engines:
31 N.m (3.2 kgf'm,23 lbf'ft)
lf the crankshaft is not installed:
. Remove the rod caps and bearings, install the ring
compressor, then position the piston in the cylin-
der, and tap it in using the wooden handle of a
hammer.
. Position all Distons at top dead center.
1.
2.
The arrcw must facethe taming belt sideof the engine.
CONNECTING ROOOIL HOLE lD16Y5, D16Y7, D16YB ongines)
NOTE: Maintain downward force on the ring com-
pressor to prevent the rings from expanding before
entering the cylinder bore.
RUBBER
,lll
lnstallation
Before installing the crankshaft, apply a coat of
engine oil to the main bearings and rod bearings.
Insert the bearing halves into the cylinder block and
connecting rods.
Hold the crankshaft so the rod journals for cylinders
No.2 and No. 3 are straight down.
Lower the crankshaft into the block, seating the rod
journals into connecting rods No. 2 and No. 3, and
install the rod caps and nuts finger-tight.
1.
2.
3.
5.
Grooved sides faceoulward.Botate the crankshaft clockwise, seat journals into
connecting rods No, 1 and No.4, and install the rod
caps and nuts finger-tight.
NOTE: Install caps so the bearing recess is on the
same side as the recess in the rod.
Check rod bearing clearance with plastigage (see
page 7-11), then torque the capnuts. Apply engine
oil to the bolt threads.
Torque:
816A2 sngine:/l{, N.m {a.l kgf.m, 30 lbf'ftl
D16Y5, D16Y7, Dl6Y8 engines:
31 N.m (3.2 kgf.m, 23 lbf'ft|
NOTE: Reference numbers on connecting rod are
for big-end bore tolerance and do not indicate the
position of piston in the engine.
Line up the marks wheninstalling the connectrng rod
cap.
6. Install the thrust washers on the No. 4 journal. Oil(cont'd)
7-23
the thrust washer surfaces,

Description
The automatic transmission is a 3-element torque converter and a dual-shaft electronically controlled unit which provides
4 soeeds forward and 1 reverse.
Torque Convertel, Geats, 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 torque converter is a ring gear
which meshes with the starter pinion when the engine is being started. The entire torque converter assembly seryes as a
flywheel while transmiuing power to the transmission mainshaft.
The transmission has two parallel shafts: the mainshaft and the countershaft. The mainshaft is in Iine with the engine
crankshaft. The mainshaft includes the 1st, 2nd and 4th clutches, gears tor 2nd, 4th, reverse and lst (3rd gear is integral
with the mainshaft, while the reverse gear is integral with the 4th gear). The countershaft includes the 3rd clutch, and
gears for 3rd,2nd, 4th, reverse. 1st and park. The gears on the mainshaft are in constant mesh with those on the counter-
shaft. When certain combinations of gears in transmission are engaged by clutches. power is transmitted from the main-
shaft to the countershaft to provide E, ld, E, and E positions.
Electronic Control
The electronic control svstem consists of the Powertrain Control Module {PCM), sensors, a linear solenoid and four
solenojd valves. Shifting and lock-up are electronically controlled for comtonable driving under all conditions. The PCM is
located below the dashboard, under the front lower panel on the passenger's side
Hydraulic Control
The valve bodies include the main vatve body, the secondary valve body, the regulator valve body, the servo body and the
lock-up valve body through the respective separator plates, They are bolted on the torque converter housang
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 body contains the pressure regulator valve, the torque converter check valve,
the cooler relief valve, and the lock-up control valve. The servo body contains the servo valve which is integrated with the
reverse shift fork, 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 control solenoid valve Ay'B are bolted on the outside of the transmission housing,
and the lock-up control solenoid valve Ay'B is bolted on the outside of the torque converter housing. Fluid from regulator
passes through the manual valve to the various control valves. The clutches receive fluid from their respective teed pipes
or internal hydraulic circuit.
Shift Control Mechanism
Input from various sensors located throughout the car determines which shift control solenoid valve the PCM will activate
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 con-
trolled by the PCM.
Lock-up Mechanism
In ,Dt1 position, in 3rd and 4th. and in E position in 3rd, 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 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 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

\
Lock-up System
Lock-up Clutch
1. Ooeration (clutch onl
with the lock-up clutch on, the fluid in the chamber between the torque converter cover and the lock-up piston is drained
off, and the converter fluid exerts pressure through the piston against the torque converter cover, As a result, the conven-
er turbine is locked to the convefter cover. The effect is to bypass the converter, thereby placing the vehicle in direct drive
LOCK.UP PISTONDAMPER SPRING
The power flows by way ot:
Engine
{
Drive plate
i
Torque converter cover
I
Lock-up piston
Damper spring
I
Turbine
Mainshaft
ODeration {clutch off}
With the lock-up clutch off, the fluid flows in the reverse of "clutch on." As a result, the lock-up piston moves away from
the converter cover, and the torque converter lock-up is releassd.
Engine
t
Drive plate
I
Torque convener cover
{
Pump
I
Turbine
Mainshaft
TOROUECOVER
(cont'd)
COI{VERTER
\
TURBNE
MAINSHAFT
14-33

Description
Lock-up System (cont'd)
TOROUE CONVERTER
In B.rl position, in 3rd and 4th, and lDl_- position in 3rd.pressurized fluid is drajned from the back of the torqueconverter through a fluid passage. causing the lock-uppiston to be held against the torque convener cover. Asthis takes place, the mainshaft rotates at the same speedas the engine crankshaft, Together with the hydrauliccontrol, the PCM optimized the timing of the lock_upsystem. Under certain conditions, the lock_up clutch isapplied during deceleration, in 3rd and 4th gear.
The lock-up system controls the range of lock_up accord_ing to lock-up control solenoid valves A and B. and thelinear solenoid. When lock-up control solenoid valves Aand B activate, modulator pressure changes. Lock_upcontrol solenoid valves A and B and the linear solenoidare mounted on the outside of the torque converterhousing. and are controlled by the pclvl.
Lock-up Conditions/Lock-up Control Solenoid Valves/Linear Solenoid Pressure
MODULATOR PRESSURE
.-- LINEAR SOLENOID PRESSURE
LOCK.UP CONTROL. VALVE
LOCK.UP CONTROLSOLENOID VALVELock-up
Conditions
Lock-up Control
Solenoid ValveLineal
Solenoid
PressureAB
Lock-up OFFOFFOFFHig h
Lock-up. HalfONDuty operation
OFF - ON
Lock-up. FullONONHigh
Lock-up
during
decelerationONDuty operation
OFF * ONLowTOROUE CONVERTERCHECI( VALVE
RELIEF VAI-VE
LOCK.UP TIMINGVALVE
^ r______rr r cooLER RELTEF VALVE
t'-
14-34
ATF PUMP