Acceleration HONDA CR-V 1997 RD1-RD3 / 1.G Workshop Manual

Description
Electronic Control System (cont'd)
Descending Control
When the PCM determines that the vehicle is going down a hill in E and @ positions ('97 - 98 models). and in @ posi-
tion {'99 - 00 models), the shitt-up speed from 3rd to 4th gear and from 2nd to 3rd (when the throttle is closed) becomes
faster than the set speed for flat road driving to widen the 3rd gear and 2nd gear driving areas. This, in combination with
engine braking from the deceleration lock-up, achieves smooth driving when the vehicle is descending. There are three
descending modes with different 3rd gear driving areas and 2nd gear driving areas according to the magnitude of a gradi-
ent stored in the PCM. When the vehicle is in 4th gear, and you are decelerating when you are applying the brakes on a
steep hill, the transmission will downshift to 3rd gear, When you accelerate, the transmission will then return to higher
gear.
2ND - 3RD 3RD - 4TH
o50
F
DESCENDING MODE: Downshift Schodule
- : FLAT ROAD MODE
----'-----' I GRADUAL DESCENDING MODE
- - - - - : MEDIUM OESC€NOING MODE
. . ... : STEEP DESCENDING MODE
62 mph Vehicle sp€ed1100 km/hl
Deceleration Control
When the vehicle goes around a corner, and needs to decelerate first and then accelerate, the PCM sets the data for deceleration
control to reduce the number of times the transmission shifts. When the vehicle is decelerating from speeds above 27 mph(4i| km,ih), the PCM shifts the transmission from 4th to 2nd earlier than normal to cope with upcoming acceleration,
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Symptom-to-Component Chart
Hydraulic System
Before troubleshooting a problem on Hydraulic system, check the self-diagnosis Dl ('97 - 98) or Lq ('99 - 00) indicator
light indication. lf the El or E indicator light indicates a trouble code, perform the electrical troubleshooting according to
the Electrical System-to-Component Chart. lf the Ol or E indicator light does not indicate a trouble code and failure is not
found on the electrical troubleshooting, perform the hydraulic troubleshooting following the chart.
SYMPTOMCheck these items on the
PROBABLE CAUSE List
Check these items on
the NOTES List
Engine runs, but vehicle does not move in any gear.1r2FAt?82?K,L.R,S
Vehicle moves in El. @, but not in lE. E, E, or E, position6, 8, 9, 10, 29, 52c,M,o
Vehicle moves in [D!. E, E. E, E, but not in E] position.al
Vehicle moves in .&1, E. E, E, E, but not in E position4,6, 14, 15c,L.o
Vehicle moves in E position.10 , 12, 13, 'l4, '16, 2A, 32, 33, 34
Excessive idle vibration1,2, 18,3'1,35, 44, 46, 41B,K,L
Poor acceleration; flares on starting off in E, Di position
or E position
Stall rpm hish in El, El, E, E, E Position
Stall rpm hiqh in E, E, E, E position
1,2,3,6,37, 40K,L,R
6, 8, 10C,D
Stall rpm high in E positionc,D
Stall rpm high in hl position14N
Stall rpm low17,31, 44, 46, 47R
No shift18, 19, 39, 47, 48G,L
Fails to shift in Pr, E position or E position; from 1st to
3rd gear
21, 48
Fails to shift in EJ, E position or E position; from 1st to
4th gear
21,22, 47
Erratic upshifting
fz upshlft. ,3 ripshlft, 3r. up+ilft57
ffi20, 47
il21, 4A
3-4 upshift22, 47
Harsh upshift ('l-2)12, 18, 19,2A,49, 50, 56, 57
Harsh upshift (2-3)13, 1A, 19,23,26,28, 49, 50, 56, 57C,D.E,H,L
Harsh upshift {3-4)14,1A, 19,24,27,28, 49, 50, 56. 57C, D, E, I,L
Harsh downshitt (2-1)18, 19,23, 42,53,56,51o
Harsh downshift (3-2)12, 18,19,24,41,42, 54. 56, 57, 58
Harsh downshift (4-3)13,'1A, 19, 25, 41, 42, 55, 56, 57C, D, E, I
Flares on 2-3 upshift13,1A,19,23,26,50FI
Flares on 3-4 upshift14, 1A, 19,24,27,50E,L,N
Excessive shock on 2-3 upshift13. '18, 19 , 23, 26, 42, 49 , 50, 51E.L.N
Excessive shock on 3-4 upshift14, 1A, 19,24,27 , 42, 49,50,51E,L,N
Late shift from N position to ld or Erl position. or to E
position
10, 29M
Late shift from E position to E position4, 14,20,51o
Noise from transmission in all shift lever positions2,36K,L.O
Vehicle does not accelerate more than 3l mph (50 km/h).11
(cont'd)
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Description
Hydraulic Flow
Forward Start and Acceleration l4WD)During a forward start and forward acceleration, the dual pump system can engage four wheel drive.lf the front wheels spin faster than the rear wheels, the front oil pump spins faster than the rear oil pump. The front pump
draws fluid through check valve B and discharges it. Some of the discharged fluid is drawn in the by the rear oil pump.The remaining fluid will pass through check valve E into the clutch piston. There, hydraulic pressure is regulated by twoorifices.
The regulated hydraulic pressure at the clutch piston pushes the plates and discs of the clutch together to form a connec-tion. The engaged clutch then passes driving force from the transfer assembly to the rear wheels, producing 4WD.
oRrFtcEsFRONT OIL PUMPREAR OIL PUMP
Forward Driving at Constant Speed lzWD)When driving forward at a constant speed (cruising), the dual pump system functions in two wheel drive mode.The rotation speed of the front and rear wheels is the same, so the speed of the front and rear pumps is also the same.Fluid discharged by the front oil pump is drawn in by the rear oil pump and is circulated through the system. Becausethere is no pressure built up at the clutch piston, the clutch does not engage, and the vehicle remains in 2WD (front wheeldrive).
FRONT OIL PUMP
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Forward Deceleration l2WDl
During forward deceleration, the dual pump system functions in two wheel drive mode.
Because of braking characteristics, the speed of the rear wheels may exceed the speed ol the front wheels during deceler-
ation. lf so, the rear oil pump spins faster than the front oil pump.
Fluid discharged by the rear oil pump is simply drawn in again by the rear pump and recirculated. Because there is no
pressure built up at the clutch piston. the clutch piston does not engage, and the vehicle remains in 2WD (front wheel
drive).
Reverse Start and Acceleration (4WD)
During reverse start and reverse acceleration, the dual pump system can engage four wheel drive.
lf the front wheels spin faster than the rear wheels, the front oil pump spins faster than the rear oil pump. The front oil
pump draws in fluid through check valve A and discharges it. {Note that in reverse, the direction of the pumps is the oppo-
site of that during forward driving.)
Some of the fluid that is discharged by the front oil pump is drawn in by the rear oil pump. The remaining fluid passes
through check valve F into the cylinder of the clutch piston, where it is regulated by two orifices.
The regulated hydraulic pressure at the clutch piston may force the plates and discs of the clutch together to form a con-
nectlon. The engaged clutch passes driving force from the transfer assembly to the rear wheels, producing 4WD.
oRtFtcEsFRONT OIL PUMP
{cont'd)
15-7
REAR OIL PUMP
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Kickback'1. The motor operates when the ABS is functioning. and the fluid in the reservoir is forced out to the master cylinder,
causing kickback at the brake pedal.
2. The ABS control unit operates the solenoid valve when the brake pedal is released after the initial diagnosis You may
hear the solenoid valve operate at this time, but it is normal
Pumo Motol
1. The pump motor operates when the ABS is functioning
2. The ABS control unit checks the pump motor operation during acceleration. You may hear the motor operate at this
time, but it is normal.
Brake Fluid Replacement/Ail Bleeding
L Brake fluid replacement and air bleeding procedures are the same as for vehicles without ABS To ease bleeding, start
with the front wheels.
Troubleshooting
1. The troubleshooting flowchart procedures assume that the cause of the problem is still present and the ABS indicator
is still on. Following the flowchart when the ABS indicator does not come on can result in incorrect diagnosis.
2. Ouestion the customer about the conditions when the problem occurred, and try to reproduce the same conditions
for troubleshooting.
Self-diagnosis is made at various times such as the initial diagnosis, except ABS control, during ABS control, during
acceleration, during the specified vehicle speed, etc. Therefore, the symptom canngt be checked unless the check
conditions match with the problem conditjons
3. When the ABS jndicator does not come on during the test-drive. but troubleshooting is performed based on the DTC,
check lor loose connectors, poor contact of the terminals, etc., before you start troubleshooting.
4. After troubleshooting, erase the DTC and test-drive the vehicle. Be sure the ABS indicator does not come on.
5. The connector illustratjons show the female terminals with a single outline and the male terminals with a double out-
l ne.
ABS Function Test
To simulate ABS operation and activate the solenoid valves and pump, use the Honda PGM Tester.
Connect the PGM Tester to the 16P Data Link Connector (DLC). When the System Select menu is displayed, select the ABS
Test Mode menu, and follow the tester's prompts.
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Troubleshooting
Erasing the DTC Memory
To erase the DTC{S) from the SRS unit, use a Honda
PGM Tester (see the Honda PGM Tester SRS Vehicle
System Supplement) or the following procedure.
1. Make sure the ignition switch is OFF.
2. Connect the SCS service connector to the MES con,
nector (2P). Do not use a jumper wire.
MEMORY ERASESIGNAL (MES} CONNECTOR I2PIIGRY, GRYI or IGRN, GRNI
SCS SERVICE CONNECTOR07PAZ - 0010100
3. Turn the ignition switch ON (ll),
4. The SRS indicator light comes on for about six sec-
onds and then goes off. Remove the SCS servjce con
nector from the MES connector {2P) within four sec-
onds after the SRS indicator light went otf.
5. The SRS indicator light comes on again. Reconnect
the SCS service connector to the MES connector(2P) within four seconds after the SRS indicator lioht
comes on,
6. The SRS indicator light goes otf. Remove the SCS
service connector from the MES connector (2P)
within four seconds.
7. The SRS indicator light indicates that the memory is
erased by blinking two times.
L Turn the ignition switch OFF, and wait for ten sec
onos.
SRS indicatorliqtfi
MESconnac'lolterminals
OFF
CONNECTED
OISCONNECTEO
24-28
,l sec or less
3.
Troubleshooting Intermittent
Failures
lf there was a malfunction. but it doesn't recur, it will be
stored in the memory as an intermittent failure, and the
SRS indicator light comes on.
After checking the DTC, troubleshoot as follows:
1. Read the DTC (see "Reading the DTC").
4.
Erase the DTC memory (see "Erasing the DTC
Memory").
With the shift lever in neutral, turn the ignition switch
ON (ll), and let the engine idle.
The SRS indicator ljght comes on for about six sec-
onds and then goes off.
t*F
ON
lt--- _l
Shake the wire harness and the connector, take a test
drive (quick acceleration, quick braking, cornering),
and turn the steering wheel fully left and right, and
hold it there for five to ten seconds to find the cause
of the intermittent failure.
lf the problem recurs, the SRS indicator light will
stay on.
-+t 6!.c l.-
Problem recurs, light stays on.
6. lf you can't duplicate the intermiftent tailure, the sys-
tem is OK at this time.
:-
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