HONDA INTEGRA 1998 4.G Workshop Manual

Description
{cont'd)
Gsar Selection
The shift lever has seven positions; @ PARK, E REVERSE, N NEUTRAL. [Dt l st through 4th ranges, @ 1st through
3rd ranges, @ 2nd gear and [ 1sr gear.
Starting is possible only in @ and N positions through use of a slide-type, neutral-safety switch.
Automatic Transaxle (A/T) Gear Position Indicator
A/T gear position indicator in the instrument panel shows what gear has been selected without having look down at
the console.
PositionDescription
E PARK
E REVERSE
N NEUTRAL
[p"l DRrvE
('lst through 4th)
I p3l DRrvE
(1st through 3rd)
E sEcoND
E FIRST
F.ont wheels locked; parking brake pawl engaged with parking gear on countershaft. All clutches
released.
Reverse; reverse selector engaged with countershatt reverse gear and 4th clutch locked.
All clulches released.
General driving; sta.ts o{f in 1st, shitts automatically to 2nd, 3rd, then 4th, depending on vehicle
speed and throttle positlon. Downshifts through 3rd, 2nd and 1st on deceleration to stop.
The lock-up mechanism comes into operation in @ in Zna, 3rd and 4th gear.
For rapid acceleration at highway speeds and general driving; starts otf in 1st, shifts automatical-
ly to 2nd then 3rd, depending on vehicle speed and throttle position. Downshifts through lowe.gears on deceleration to stop. The lock-up mechanism comes into operation in 3rd gear.
Driving in 2nd geat; stays in 2nd gear. does not shift up and down.
For engine braking or better traction starting otl on loose or slippery surlece.
Driving in 1st gear; stays in 1st gear, does not shift up.
For engine braking.
14-4
{

I
,
TOROUEASSEMBLY
VEHICLE SPEED SENSOR IVSS}
VALVEBODIES
1ST HOLD CLUTCH
3RD CLUTCH
COUNTERSHAFTSPEED SENSOR
MAINSHAFTSPEED SENSOR
1ST CLUTCH
I
I
COUNTERSHAFT
14-5

Description
Clutches
t
{
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 is applied. This presses the friction discs
and steel plates together, locking them so they don't slip. Power is then transmitted through the engaged clutch pack
to its hub-mounted gear.
Likewise, when hydraulic pressure is bled from the clutch pack, the piston releases the friction discs and steel plates,
and they are free to slide past each other while disengaged. This allows the gear to spin independently on its shaft, trans-
mrrrng no power.
lsr Clutch
The 1 st clutch engages/disengages 1st gear, and is located at the end of the msinshaft, just behind the right side cover.
The 1st clutch is supplied hydraulic pressure by its ATF feed pipe within the mainshaft.
l st-hold clurch
The '1 st-hold clutch engages/disengages 'lst-hold or E] position, and is located at the middle of the sub-shaft. The 1st-
hold clutch is supplied hydraulic pressure by its ATF feed pipe within the sub-shaft.
2nd Clutch
The 2nd clutch engages/disengages 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 circuit connected
to the internal hydraulic circuit.
3rd ClutchThe 3rd clutch engages/disengages 3rd gear, and is located at the end of the counte.shaft, opposite the right side cover.
The 3rd clutch is supplied hydraulic pressure by its ATF feed pipe within the countershaft.
4th Clutch
The 4th clutch engages/disengages 4th gear, as well as reverse gear, and is located at the middle of the mainshaft.
The 4th clutch is joined back-to-back to the 2nd clutch. The 4th clutch is supplied hydraulic pressure by its ATF feed
oiDe within the mainshaft.
One-way Clutch
The one-way clutch is positioned between the parking gear and the countershaft 1st gear. with the parking gear splined
to the countershalt. The countershaft 1st gear provides the outer race, and the parking gear provides the inner race sur-
face. The one-way clutch locks up when power is transmitted from the msinshaft 1st gear to the countershaft I st gear.
The 1st clutch and gears remain engaged in the 1st, 2nd. 3rd, and 4th gear ranges in the Lqd, Lq9.l or La position.
However, the one-way clutch disengages when the 2nd, 3rd, or 4th clutches/gears are applied in the E, lDll o, Eposition. This is because the increased rotational speed of the gears on the countershatt over-ride the locking "speed
range" ot the one-way clutch. Thereatter, the one-way clutch free-wheels with the lst clutch still engaged.
COUiITERSHAFT lST GEAR
FREE
-".--)
LOCKS
F
LOCKS FREE
PARKING GEAR
NOTE:View from right side cover side.
14-6

I
2NO CLUTCHSUB-SHAFT 4TH GEAR
1ST HOLO CLUTCH
SUB SHAFT 1ST GEAE
SUB,SHAFT
MAINSHAFT 1ST
CLUTCH
MAINSHAFT
COUNTERSHAFT
ONE.WAY CLUTCH
PARKING GEAR
COUNTERSHAFT 1ST GEAR
COUNTERSHAFT REVERSE GEAR
REVERSE SELECTOR
SELECTOR HUB
TOROUE4TH CLUTCH
LOCK-UPCLUTCH
DRIVE PLATE
ATF PUMP
COUNTERSHAFT 4TH GEAR
DIFFERENTIALCOUNTERSHAFT 2ND GEAR
COUNIERSHAFT 3RD GEAR
FINAL DRIVEN GEAR3RD CLUTCH
14-7
MAINSHAFT 3RD GEAR

I
Description
Power Flow
{
TOROUE
coN-
VERTER
1ST-
HOLD
CTUTCH
lST GEAR
1ST
CLUTCH
2ND GEAR
2ND
CLUTCH
3RD GEAR
3RD
CLUTCH
4THREVERSE
GEAR
PARKING
GEAR
GEARCLUICH
EoXXXXXXXo
BoXXXXXooX
NoXXXXXxXx
-;t
1SToXo*,XXXXXX
2NDoXo.,oxXXXX
3RDoXo''XoxXXX
4THoXo*,XXooXx
E
1SToXO*'XXxXXX
2NDoXo*'oXXXXX
3RDoXo*'XoXXXX
f-loXo-,oXxXXX
troooXXXXXX
O: Operates, Xr Doesn't operate.*1r Although the lst clutch engages. driving power is not transmitted as the one-way clutch slips.*2: The one-way clutch engages when accelerating, and slips when decelerating.
14-8

l'
t
LNI Position
Hydraulic pressure is not applied to the clutches. Power is not transmitted to the countershaft.
[] Position
Hydrsulic pressure is not applied 10 the clutches. Power is not transmitted to the countershaft.
The countershaft is locked by the parking brake pawl interlocking the parking gear.
TOROUE CONVERTEB
PARKING GEAR
REVERSE SELECTOR
REVERSE GEAR
REVERSE SEI.ECTORHUB
SERVO VALVE/SHIFT FORK SHAFT
{cont'd)
14-9

Description
Power Flow (cont'dl
E] Position Acceleration
In f position, hydraulic pressure is applied to the 1st clutch and the 'lst-hold clutch.
The power flow when accelerating is as follows:
1 . Hydraulic pressure is applied to the 1st clutch on the mainshaft and power is transmitted via the 1st clutch to the
mainshalt '1st gear.
2. Hydraulic pressure is also applied to the 1st-hold clutch on the sub-shaft. Power transmitted to the mainshaft 1st
gear is conveyed via the countershaft 1st gear to the one-way clutch, and via the sub-shaft 1st gear to the 1st-hold
clutch. The one-way clutch is used to drive the countershaft, and the lst-hold clutch drives the countershatt via
the 4th gears.
3. Power is transmitted to the final drive gear, which drives the final driven gear.
SUB-SHAFT 4TH GEAR
1ST-HOLD CLUTCHSUB-SHAFT
MAINSHAFT 1ST GEAR
1ST CLUTCH
MAINSHAFT
COUNTERSHAFT
ONE-WAY CLUTCH
PARKING GEAR
1ST GEAR
SUB-SHAFT 1ST GEAR
FINAL DRIVEN GEAR
14-10
'l
t

\E Position Deceleration
The power flow when decelerating is as follows;
1. Rolling resistance from the road surface goes through the front wheels to the final drive gear, then to the sub-shaft'lst gear via the 4th gear, and 1st-hold clutch which is applied during decelerarion.
2, The one-way clutch disengages at this time because the application of torque is reversed.
3. The counterforce conveyed to the countershaft 4th gear turns the sub-shaft 4th gear via the mainshaft 4th gear.At this time, since hydraulic pressure is also applied to the 1st clutch, counterforce is also transmitted to the main-shatt. As a.esult. engine braking can be obtained with 1st gear.
CLUTCH
SUB.SHAFT4TH GEARSUB-SHAFT 1ST GEAR
t
TOROUE CONVERTER
FINAL ORIVE
SUB.SHAFT
1ST CLUTCH
MAINSHAFT
COUNTERSHAFT
REVERSE SELECTOR HUB
REVERSE SELECTOR
4TH GEAR
(cont'dl
14-11
\
FINAL ORIVEN GEAR

Description
Power Flow (cont'd)
@ Position
E Position is provided to drive only 2nd gear.
'1. Hydraulic pressure is applied to the 2nd clutch on the mainsha{t and power is transmitted via the 2nd clutch to the
mainshaft 2nd gear.
2. power transmifted to the mainshaft 2nd gear is convey€d via the countetshaft 2nd gear, which drives the countershaft.
3. Power is transmitted to the tinal drive gear, which drives the final driven gear.
NOTE:
Hydraulic pressure is also applied to the 1st clutch, but since the rotation speed of the 2nd gear exceeds that of'lst gear, power from 1st gear is cut off at the one-way clutch
TOROUE CONVERTER2ND CLUTCH
MAINSHAFT
FINAL DRIVE GEAR
14-12
FINAL DRIVEN GEAR
.a
t
{

I
t
In @ or @ position, the optimum gear is automatically selected from 1st, 2nd, 3rd and 4th gears, accororng ro con-ditions such as the balance between throttle opening (engine load) and vehicle speed.
[Dn] or lDil Posirion, tsr geal
1. Hydraulic pressure is appiied to the 1st clutch, which rotates together with the mainshaft, and the mainshaft 1stgear rotates,
2. Power is transmitted to the countershaft 1st gear, which drives the countershaft via the one-way clutch.
3. Power is transmitted to the final drive gear, which drives the final driven gear.
NOTE:
In lDr'l or lDil position, hydraulic pressure is not applied to the 'tst-hold clutch.
TOROUE CONVERTER
1ST CLUTCH
MAINSHAFT
FINAL ORIVE GEAR
COUNTEBSHAFT
ONE-WAY CLUTCH
PARKING GEAR
\
14_13
,
FINAL DRIVEN GEAR