four wheel drive HONDA CR-V 1998 RD1-RD3 / 1.G Workshop Manual

General lnformation
Chassis and Paint Codes ....................... 1-2
ldentification Number Locations ......... 1-10
Warning/Caution Label Locations ....... 1-11
Under-hood Emissions Control
Label .......... ..................... 1-15
Lift and Support Points
Lift and Safety Stands ....................... 1-19
Floor Jack ....................... 1-20
Towing .........1-21
Service Precautions
Pafts Marking Locations ..,................. 1-22
Precautions for Real-time 4WD
(Four-wheel Drivel ......... ................. 1 -23
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Towing
lf the vehicle needs to be towed, call a professional
towing service. Never tow the vehicle behind another
vehjcle with just a rope or chain. lt is very dangerous.
Emergency Towing
There are three popular methods of towing a vehicle.
Flat-bed Equipment - The operator loads the vehicle on
the back of a truck. This is the best way of transporting the
vehicle.
Wheel Lift Equipment - The tow truck uses tlvo pivoting
arms that go under the tires lfront or rear) and lifts them
off the ground. The other two tires remain on the
ground. The vehicle's suspension and body can be
seriously damaged if this method of towing is attempted.
Sling-type Equipment - The tow truck uses metal cables
with hooks on the ends. These hooks go around parts of
the frame or suspension and the cables lift that end of
the vehicle off the ground. The vehicle's suspension and
body can be seriously damaged if thjs method of towing
is attempted. This methed of towing the CR-V is
unaccePtable.
The onlv recommended way of towing the CR-V is on a
flat-bed truck. Two wheel drive CR-V's may also be
towed with all four wheels on the ground.
Towing the four-wheel dlive CR-v with only two
wheels on the ground will damage parts of the 4wD
system. It this vehicle is damaged, it should be towed
on a flat-bed truck ol trailel.
It the 2 wheel drive CR-v is towed wiih all tour wheels
on the ground, do the following:
Manual Transmission
. Release the parking brake.
. Shift the transmission in Neutral
Automatic Transmission
. Release the parking brake.
. Sta rt the engine.
. Shift to lD.l position. then E position.
. Turn off the engine.
lmproper towing preparation will damage the
transmission. Follow the above procedure exactly. lf
you cannot shift the transmission or start the engine,
the vehicle must be transported on a flat-bed truck.
lf the vchicle is towed with four wheels on the ground,
il is best to tow the vehicle no larther than 50 miles (80
km), and keep the speed below 35 mph {55 km/h).
Trying to lift or tow the vehicle by ihe bumpers will
cause serious damage. The bumpers ale not dosigned
to support the vehicle's weight.
Front:
Rear:
lOwlNG HOOKS .ndTIE DOWN BRACKETS
TIE DOWN BRACKET
1-21
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Precautions for Real-time 4WD (Four-wheel Drivel
Under normal conditions, the vehicle is in 2WD (front-wheel drive). However, the system will instantly transmit
appropriate driving force to the rear wheels {depending on the driving force of the front wheels and the road conditons)
The Real-time 4WD-Dual Pump System does not have a manual switch to disable the 4WD system. Whenever service
work requires spinning the front or rear wheels with the engine, always lift up and support the vehicle so all lour wheels
are off the ground (see page 1- 19).
1-23
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Description
General Operation
The Automatic transmission is a 3-element torque converter and triple-shaft electronically controlled unit which provides 4
speeds forward and 1 reverse speed The unit is positioned in line with the engine'
There are two tvoes of automatic transmission on CR-V; the four-wheel drive (4WD) model ('97 - 00)' and the front-wheel
drive (2WD) model ('98 - 00).
Toroue Converter, G€ars, and Clutches
The torque converter consists of a pump. turbine. and stator assembly in a single unit. The torque converter is connected to
the engine crankshatt. These parts 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 started. The torque converter assembly serves as a fly-
wheel 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, 2nd. and 4th clutches, and gears lor 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 park. Reverse and 4th gears can be locked to the countershaft at its cen-
ter, providing 4th gear or reverse, depending on which way the selector is moved. The sub-shaft includes the lst-hold
clutch and gears for lst and 4th.
The gears on the mainshaft are in constant mesh with those on the countershaft and sub-shaft. When certain combinations
of gears are engaged by the ctutches, power is transmitted from the mainshaft to the countershaft to provide E, D!, tr, tr,
and E position ('97 - 98 models). and E. E, E, and E position ('99 - 00 models)'
Electlonic Control
The electronic controt system consists of the Powenrain Control Module (PCM), sensors, a linear solenoid, and four
solenoid valves. Shifting and lock-up are electronically controlled for comfortable driving under all conditions. The PCM is
located below the dashboard, under the kick panel on the passenger's side.
Hydraulic Control
The valve bodies include the main valve body, the secondary valve body, the regulator valve body, the servo body, and
the lock up valve body. They are bolted to the torque converter housing. 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
bodv contains the pressure regulator valve, the torque converter check valve, the cooler relief valve, and the lock-up con-
trol valve. The servo body contains the servo valve which is integrated with the reverse shift tork, 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 con-
trol solenoid valve Ay'B are bolted to the outside of the transmission housing, and the lock-up control solenoid valve Ay'B is
bolted to the outside of the torque converter housing. Fluid trom the regulator passes through the manual valve to the
various control valves. The clutches receive fluid from their respective feed pipes or internal hydraulic circuit
ShiftControl Mechanism
input from various sensors located throughout the vehicle determines which shift control solenoid valve the PCM will acti-
vate. 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
controlled by the PCM.
Lock-up Mechanism
tn E! position (,97 - 98 modets) and in E position ('99 - O0 models), in 3rd and 4th, and in Del position in 3rd ('97 - 98
models) and in El position with Over,Drive (O/D) is OFF (by pressing rhe O/D switchl in 3rd ('99 - 00 models), 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 speed 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 the 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
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Description
Rear Differential
Outline
The Real-time 4WD-Dual Pump System model has a hydraulic clutch and a differential mechanism in the rear differential
assembly. Under normal conditions, the vehicle is driven by the front wheels. However, depending on to the driving force
of the front wheels and the road conditions. the system instantly transmits appropriate driving force to the rear wheels
without requiring the driver to switch between 2WD (tront wheel drive) and 4WD (four wheel drive). The switching mecha-
nism between 2WD and 4WD is integrated into the rear differential assembly to make the system light and compact.
ln addition, the dual-pump system switches off the rear-wheel-drive force when braking in a forward gear. This allows the
braking system to work properly on models equipped with an Anti-lock Braking System (ABS).
Construction
The rear differential assembly consists of the torque control differential case assembly and the rear differential carrier
assembly. The torque control differential case assembly consists of the differential clutch assembly, the companion
flange, and the oil pump body assembly. The rear differential carrier assembly consists of the differential mechanism. The
differential drive and driven gears are hypoid gears.
The oil pump body assembly consists of the front oil pump, the rear oil pump, the hydraulic control mechanism, and the
clutch piston. The clutch piston has a disc spring that constantly provides the differential clutch assembly with a preset
torque to Drevent abnormal sound.
The clutch guide in the differential clutch assembly is connected to the propeller shaft via the companion flange, and it
receives the driving force lrom the transfer assembly. The clutch guide rotates the clutch plate and the front oil pump in
the oil pump body.
The clutch hub in the differential clutch assembly has a clutch disc that is splined with the hypoid drive pinion gear. The
hypoid drive gear drives the rear oil pump.
The front and rear oil pumps are trochoidal pumps. The rear oil pump capacity is 2.5 percent larger that the front oil pump
to handle the rotation difference between the front and rear wheels caused by worn front tires and tight corner braking.
The oil pumps are designed so the fluid intake works as a fluid discharge when the oil pumps rotate in reverse. Genuine
Honda CVT fluid is used instead of differential fluid.
Operation
When there is a difference in rotation speed between the front wheels (clutch guide) and rear wheels (hypoid driven gear),
hydraulic pressure from the front and rear oil pumps engages the differential clutch, and drive force from the transler
assembly is applied to the rear wheels.
The hydraulic pressure control mechanism in the oil pump body selects 4WD mode when the vehicle is started abruptly,
or when accelerating in a forward or reverse gear (causing rotation difference between the front and rear wheels). or
when braking in reverse gear {when decelerating). lt switches to 2WD mode when the vehicle is driven at a constant speed
in forwar! or reverse gear (when there is no rotation difference between the front and rear wheels), or when braking in a
fo rwa rd gear (when decelerating).
To protect the system, the differential clutch assembly is lubricated by hydraulic pressure generated by the oil pumps in
both 4WD and 2WD modes. Also, the thermal switch relieves the hydraulic pressure on the clutch piston and cancels 4WD
mode if the temDerature of the differential fluid rises above normal.
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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
15-6
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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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Description
Hydraulic Flow (cont'dl
Reverse Driving at Constant Speed l2WD)when driving in reverse at a constant speed, 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. But, becausethe there is a difference in the capacity between the two pumps, fluid flows through check valve E, and then through ori-Iices. This fluid lubricates and cools the clutch assembly and bearings.ls this condition, only a low pressure is built up at the clutch piston. Therefore the clutch does not engage, and the vehicleremains in 2WD (front wheel drive).
Reverse Deceleration l/tWDl
During reverse deceleration, the dual pump system can engage four wheel drive.When decelerating in reverse direction, the speed of the rear wheels may exceed the speed of the front wheels (due toengine braking). In this condition, the rear oil pump draws fluid through check valves B and C. Fluid discharged from therear oil pump then flows through check valve E to the clutch piston. There, pressure 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,nection. The engaged clutch passes driving force from the transfer assembly to the rear wheels, producing 4WD.
oRtFtcEsREAR OIL PUMP
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ABS Control
The ABS control unit detects the wheel speed based on the wheel sensor signal it received, then it calculates the vehicle
speed based on the detected wheel speed. The control unit detects the vehicle speed during deceleration based on the
rate of deceleration.
The ABS control unit calculates the slip rate of each wheel, and it transmits the control signal to the modulator unit
solenoid valve when the slip rate is high
The pressure reduction control has three modes: pressure reducing, pressure retaining, and pressure intensi{ying modes.
Self-diagnosis Function
The ABS control unit is equipped with a main cPU and a sub cPU, that check each other for problems.
The CPUs check the circuit of the system.
When the CPUS detect failure, they shift to the "system down mode" or the "control inhibition mode".
The self-diagnosis can be classitied into these four categories:
O: Initial diagnosis
O: Except ABS control
O; During ABS control
@: During warning
On-board Diagnosis Function
The ABS system can be diagnosed with the Honda PGM Tester.
The ALB Checker cannot be used with this system. For air bleeding. and checking wheel sensor signals, use the Honda
PGIM Tester. See the Honda PGM Tester user's manuals for specific operating instructions.
(cont'd)
19-29
ABS CONTROL I-INIT
MODEABSINDICATOR LIGHTMAIN
RE LAY
SOLENOID
VALVERestan conditionDTC
SYSTEM
DOWNONNo
operatron
Drive
inhibitionOperation*rlgnition
switchOFF - oN (ll)Memory
CONTROL
INHIBITIONONNo
operaton
Drive
inhibitionOperationAutomaticlVemory
*1: Except CPU failure
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Troubleshooting Precautions
ABS lndicalor
1 lf the system is oK, the ABS indicator goes off two seconds after turning the ignition switch oN 1l) wathout staningthe engine, and then comes on again and goes off after two seconds. This occurs because the ABS control unit isturned on by the lG2 power source.2. The ABS indicator comes on when the ABS control unit detects a problem in the system. However, even thouoh thesystem is operating properly, the ABs indicator will come on too, under the following conditions:. Signal disturbance
. Wheel spin
. Only drive wheels rotate. Battery voltage fluctuates
To determine the actual cause of the problem, question the customer about the problem, taking these conditions intoconsideration:
3 When a problem is detected and the ABS indicator comes on, the indicator can stay on until the ignition switch isturned OFF, or it can automatically go off, depending on the mode.. Indicator stays on untilthe ignition switch is turned off: When the system is in the system down mode.. Indicator automatically goes off: When the system is in the control inhibition mode.4 The ABS indicator stays on when the system is reactivated without erasing the DTC, but it goes off after starting thevehicle.
When the wheel sensor system is faulty and the ABS indicator comes on. the algorithm of the system automatically turnsoff the ABS indicator after the wheel speed signal returns to the normal speed. Also, when the DTc is erased, the cpu isreset and the ABS indicator goes off when the system checked out normal by the initial diagnosis.Therefore, test-drive the vehicle after servicing the wheel sensor system. and be sure that the ABS indicator does notcome on.
5 When the ABS control unit outputs battery voltage to the gauge assembly, the ABS indicator ooes off.
Diagnostic Trouble Code (DTCI
1. The diagnostic trouble code (DTc) is memorized when a problem is detected and the ABS indicator does not go off,or when the ABS indicator comes on.The DTc is not memorized when the ABS indicator comes on unress the cpu is activated,2 The memory can hold any number of DTCs. However, when the same DTc is detected twice or more, the tater one iswritten over the old one.
Therefore, when the same problem is detected repeatedly, it is recorded as one DTC.3. The DTCs are indicated in the order of ascending number, not in the order they occur.4. The DTCS are memorized in the EEPROM (non-volatile memorv).Therefore, the memorized DTcs cannot be canceled by disconnecting the battery. perform the specified procedures toerase the DTCS.
Self-diagnosis
1. Self-diagnosis can be classified into these four categories:' Initial diagnosis: Performed right after the eng ine starts and untir theABS indicator goes off.. Except ABS control: Performed when the ABS is not functioning.. During ABS control: Performed when the ABS is functioning.. During warning: Performed when the ABS indicator is ON.2. The system performs the fo|owing contrors when a probrem is detected by the serf-diagnosis:. ABS indicator ON. Memorv of DTC. Mode changetothe "system down mode,, or the ,,control inhibition mode,,.
MODEABS INDICATORMAIN
RELAY
SOLENOID
VALVECPURestart conditionDTC
SYSTEM
DOWNONNo
operation
Drive
inhibitionOperation*rlgnition
switchoFF - ON l)Memory
CONTROL
INHIBITIONONNo
operal|on
Drive
inhibitionOperationAutomaticlMemory
*1: Except CPU failure
19-36
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