1999 HONDA CR-V HIGH PRESSURE

TOROUE CONVEFTER
Full Lock-up
. Lock-up Control Solenoid Valve A: ON
. Lock-up Control Solenoid Valve B: ON
. Linear Solenoid Pressure: High
When the vehicle speed further increases, linear
solenoid pressure increases to high in accordance with
the linear solenoid which is controlled by the PCM.
The lock up timing valve overcomes the spring force
and moves to the left side. Also, this valve closes the
fluid port leading to the left side of the lock-up control
valve.
Under this condition, modulator pressure in the left side
of the lock-up control valve had already been released
by the lock-up control solenoid valve B; the lock-up con-
trol valve is moved to the left side. As this takes place,
torque converter back pressure is released fully, causing
the lock-up clutch to be engaged fully.
NOTE: When used. "left" and "right" indicates direction
on the hydraulic circuit.
+ LINEAR SOLENOIO PRESSURE
(cont'd)
LOCK-UP CONTROLSOLENOID VALVE
MODULATORPRESSURE
MAINSHAFT
COUNTERSHAFT
SUB-SHAFT
RELIEF VALVE
LOCK.UP TIMINGVALVE
COOLER BELIEF VALVE
ATF STRAINERATF COOLER
ATF PUMP
14-43
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Symptom-to-Component Chart
Hydraulic System (cont'd)
SYMPTOMCheck these items on thePROBABLE CAUSE ListCheck these items onthe NOTES Lisr
Shift lever does not operate smoothly.o, JdPFails to shift; stuck in 4th gear.14, 41 , 48
Transmission will not shift into park in E position.6, 38, 61PStall rpm high; all clutch pressures are in specification.40D,K,OLock-up clutch does not disengage.18, 43, 44, 45, 46, 49,50,57
Lock-up clutch does not operate smoothly.14, 40, 43, 44, 45, 46, 49, 50. 57Lock-up clutch does not engage.'t8, 40, 43, 44, 45, 46, 49, 50, 56, 57Vibration in all positions.
No engine braking in I position.59
Shift position indicator does not indicate anv position,6. 38, 60
PROBABLE CAUSE
I 33 Thrust washer worn/damaged
ATF pump worn or binding34Clutch clearance incorrect
Regulator valve stuck or regulator valvespflng wornDrive plate delective or transmission mtsas-sembled
Servo valve stuck5ttTorque converter housing or transmissionhousing bearing worn/damagedMainshaft worn/damaged
Shift cable broken/out of adjustmentATF strainer clogged
7Final gears worn/damaged38Shift cable is worn where it attaches to thetransmission or at the body mountsIOne-way (sprag) clutch worn/damaged
1st gears worn/damaged {2 gears)39Modulator valve stuck10lst clutch defective40Torque converter check valve stuck112nd gears worn/damaged (2 gears)41Foreign material in separator plate't22nd clutch defectiveCPB valve stuck
t53rd clutch defective43Lock-up timing valve stuck144th clutch defective44Lock-up shift valve stucktcReverse gears worn/damaged (3 gears)Lock-up control valve stuck16Excessive ATF46Lock-up clutch Diston defective17Torque converter one-way clutch defective47Shift control solenoid valve A defecttve
18Linear solenoid assemblv defective (,98 - OOmodels)48Shift control solenoid valve B dsfectrve
49Lock-up control solenoid valve A defective'19CPC valve stuckLock-up control solenoid valve B deleqtve20l-2 shift valve stuck51Servo control valve stuck212-3 shift valve stuck52lst accumulator defective3-4 shift valve stuck53Foreign material in 2nd exhaust orifice2nd accumulator defective54Foreign material in 3rd exhaust orifice3rd accumulator defectiveForeign material in 4th exhaust orifice4th accumulator defective56Mainshaft speed sensor defective262nd orifice control valve stuckCountershaft speed sensor defective273-4 orifice control valve stuck583rd sub accumulator defective2aForeign material in main orifice59lst-hold clutch defective29Foreign material in lst orifice60A/T gear position switch defective or out ofadjustment30Foreign material in reverse orifice
31Engine output low61Park gear mechanism defective32Needle bearing worn/damaged
14-154
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Symptom-to-Com ponent Chart
Hydraulic System (cont'd)
NOTES
See flushing procedure, page l4-264 and 265,
BSet idle rpm in gear to specified idle speed. lf still no good, adjust motor mounts as outlined in enginesection of this manual.
clf the large clutch piston O-ring is broken, inspect the piston groove for rough machining.
Dlf the clutch pack is seized or is excessively worn. inspect the other clutches fot 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.
lf the 1-2 shift valve is stuck closed. the transmission will not upshift. lf stuck open, the transmission hasno lst gear.
Hlf the 2nd orifice control valve is stuck, inspect the 2nd and 3rd clutch Dacks for wear.
lf the 3-4 orifice control valve is stuck, inspect the 3rd and 4th clutch packs for wear.
Jlf the clutch pressure control valve is stuck closed. the transmission will not shift out of lst gear.
Klmproper alignment of 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.
Llf 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.
Mlf the lst 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.
N' Replace the mainshaft if the bushing for the 4th feed pipe is loose or damaged, lf the 4th feed pipe is darrFaged or out of round. replace the end cover.' Replace the mainshaft if the bushing for the l st feed pipe is loose or damaged. lf the 1st feed pipe is dam-aged or out of round, replace it.
oA worn or damaged sprag clutch is mostly a result of shifting the transmission in E!. E, or E positionwhile the wheels rotate in reverse. such as rocking the vehicle in snow.
PInspect the frame for collision damage.
lnspect for damage and wear:
l. 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 under pinion 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, or whirring 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, replace ATF strainer, and thoroughly cjeantransmission, flush torque converter. cooler, and lines,lf bottom of 3rd clutch is swirled and transmission makes gear noise. replace the countershaft and final drivenoear,
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 Drooer tools.
SInstall 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.
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Stall Speed
Test
CAUTION:
. To prevent transmission damage, do not te3t stall speed for mors than 10 s€€onds at a time'
. Do not shift the lever while raising th€ engine spsed.
. Be sure to remove tho pressuro gauge bofore testing stall speed,
1. Before testing, check the transmission fluid level, s€e page 14-160.
2. Engage the parking brake and block all four wheels
3. Connect the tachometer, and start the engane.
4. Make sure the Ay'C switch is OFF
5. After the engine haswarmed upto normal operating temperature (the radiator fan comes on),shiftinto@ position.
6. Fully press the brake pedal and accelerator for 6 to 8 seconds, and note engine speed '
j. A|ow 2 minutes for cooling, then repeat the test in E, E ('97 - 98). E {'99 - 00}, and E positions. Stall speed should
be the same in E, E, E, tr. and E positions
Stall Speed rpm:
Specitication: 2,550 rpm
S€rvice Limit: ?,400 - 2.700 rpm
TROUBLEPROBAELE CAUSE
Stall rpm high in El, E, E, E and E
positions
ATF pump output is low
Clogged ATF strainer
Pressure regulator valve stuck closed
Slipping clutch
Stall rpm high in E positionSlippage of 1st clutch, 1st-hold clutch, or 1st gear one-way clutch
Stall rpm high in E positionSlippage of 2nd clutch
stall rpm high in E! or E positionSlippage of 1st clutch or 1st gear one-way clutch
Stall rpm high in E positionSlippage of 4th clutch
Stall rpm low in [dd, E. E, E, ana E
positions
. Engine output low
. Torque converter one-way clutch slipping
14-159
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Pressure Testing
(cont'd)
Line Proslure, lst Clutch, lst.hold Clutch prsssuro Measuromont
1. Start the engine, and shift to E or @ position.
2. Run the engine at 2,000 rpm, then measure line pressure. Higher pressure may be indicated if measurements aremade in shift lever positions other than E or @ position.
shift to E ('97 - 98) or E ('99 - oo) position and hold the engine at 2.ooo rpm, then measure 1st clutch pressure.
Shift to E position and hold the engine at 2,000 rpm, then measure lst-hotd ctutch Dressure.
LOCK.UP CONTROLSOLENOID VALVEA/B ASSEMBLY
4.
PRESSURESHIFT LEVER
POSmONSYMPTOMPROBABLE CAUSEFLUID PRESSURE
StandaldService Limit
LineEor@No (or low)
line pressure
Torque converter.
ATF pump, pres-
sure regulator,
torque converter
check valve
830 - 880 kPa(8.5 * 9.0 kgflcm,,
120 - '130 psi)
780 kPa
{8.0 kgf/cm,, 'l10 psi)
1st ClutchE (97 - 98)
E ('se - oo)
No or low 1st
pressurelst Clurch
lst-hold
ClutchtrNo or low lst-
hold pressure1st-hold Clutch
14-162
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Thermal Switch Operation l2WD)
During 4WD operation, pressure-regulated fluid is in contact with the clutch piston and the thermal switch.
lf the temperature of the fluid in the differential goes too high, the thermal switch pushes open the relief valve R. This
causes the pressure in the clutch piston to drop, and 4WD mode is disengaged.
THERMAL SWITCHRELIEF VALVE
Reliet Valve Operation
When the fluid pressure goes higher than the relief valve spring force, check valve R opens. Pressure applied at the clutch
piston is held constant. This feature adds stability by preventing the rear wheel drive system from experiencing excessive
to rque.
RELIEF VALVE
15-9
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Troubleshooting
General Troubleshootin g
Check the following before you begin:
. Has the suspension been modified in a way that would affect steering?
. Are tire sizes, tire variety and air pressure correct?
. ls the steering wheel original equipment or equivalent?
. ls the power steering pump belt properly adjusted?
. ls steering fluid reservoir filled to proper level?
. ls the engine idle speed correct and steady?
Hard Steering (Check the power assist, see page 17-12. lf the force is over 29 N (3.0 kgl 6.6 lbfl, proceed with this troubleshooting.i
Abnormalthiidpressure (Iluidpressure is toohigh)
Relief pressuretoo low
Faulty valve body unit
Abnormal
Check the teed and return circuit lines and hosebetween the gearbox and pump for clogging anddeformation.
Normal line and hose
Check the pump fluid pressure(see page 17-16 or 17-17).Measure steady state lluid pres-
sure at idle with the pressure con-trol valve and the shut-off valve (it
so equipped) fully open.The fluid pressure should be 1,500kPa (15 kgf/cm,,213 psi)or less.
Normal
Check the flow control valve (see page 17 26).. Check the valv€ lor smooth movement in the hous-ing.. Check the relief valve for leaks.
Check the pump fluid pressure(see page 17-16 or l7-17).Measure pump relief pressure atidle with the pressure controlvalve and the shut'off valve lil soequipped) fully closed.The fluid pressure should be 6,9007,800 kPa (70 - 80 kgflcm,, 1,000- 1,140 psi).
Normal relief pressure
17-4
Go to page 17 5Faulty pump assemblyFaulty flow control valve
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Troubleshooting
Noise and Vibration
NOTE: Pump noise in first 2 - 3 minutes after starting in cold weather is normal.
Humming
Rattle or chattering
Humming due to pulsation of fluid is normal, particularly when the wheel isturned with the vehicle stooDed.
lf equipped with automatic trans-mission, the hum could be thetorque converter or pump noase.
Confirm by temporarily removingthe pump belt.
Feed hose (high-pressure) touch-ing the frame.Beposition the feed hose.
Loose steering shaft connector,tie-rod, or balljoint.Check and tighten, or replaceparts as necessary,
Column shaft wobbling.Roplace the column assembly.
Check the rack guide for properadjustment (see page 17-15).Adjust, if necessary.
Rattling sound and feeling when turning the steering wheel right and left with th€engine OFF is normal.
Pump noise, though not loud, from the valve body unit can be heard when turn-ing the steering wheel to full lock in either direction. This is normal. Do not holdthe steering wheel at full lock lor more than five seconds when inspecting.
17-8
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