DATSUN B110 1973 Service Manual PDF

AUTOMATIC
TRANSMISSIO
N

Trouble

IA
BCD

IE
F
G
H

IIJ
K
L

1M
NO
P

1m
n
q

riB
t

u
v
w

x

y

No
shock
at

changing
from
I
to

7
5

@
@
I

1
2
3
4

1
6

I
2

range
or

engine
extremely
races

Failure
to

change
from
3rd
to
2nd

1
2
4
5
7

16
3

I
@@
@

by

turning
lever
into
I

range

Engine
brake
does
not

operate
in

I
2
4
5
3

@
J

I

range

Gear

change
from
1st
to

2nd

or
from

2nd
to
3rd
in
I
I
2

@

range

Does

not

change
from
2nd

1
2
456
7
3

@
@

to
1st
in
I

range

Large
shock

changing
from
2nd

1

2
4
3

IDI

to
1st
in

I

range

Vehicle

will
move

when

changing
into

P

range
or

parking
gear
does
not

1

@

disengage
by
turning
off
P

range

Transmission
overheats
1
3

4

12
6
8
7
5

@@@I@@
@

Oil

shoots

out

during
run

@@@
@@
@
White
smoke
issues
out
from
tail
1

3
5

6
2
7
8
4

pipe
during
run

Offensive
smell
at
oil

charging

11
2

I@
@
ID@I

J
@@

@

pipe

Transmission
noise
in
P

and
N

1

2

I
I@
ranges

Transmission
noise
in

0

2
I

1
2

@
@

@
@

and
R

ranges

AT

57

CHASSIS

Trouble

shooting
guide
for

3N71B
Automatic
Transmission

Order
Test
item

Checking
Oil

level

gauge

2
Downshift
solenoid

3

ManuaIlinkage

4

Inhibitor
switch

5

Engine
idling
rpm

6
Vacuum

pressure
of
vacuum

pipe

7

Operation
in
each

range

8

Creep
of
vehicle

Stall
lest
Oil

pressure
before

testing

2
Stall
test

3

Oil

pressure
after

testing

Road
test
Slow
acceleration

Ist
2nd

2nd
3rd

2

Quick
acceleration

Ist
2nd

2nd
3rd

3
Kick
down

operation

3rd
2nd
or

2nd
1st
Procedure

Check

gauge
for
oil

level
and

leakage
before

and
after
each

test

Check

by
sound
whether
solenoid

operates
when

depressing

accelerating
pedal

fully
with

ignition
key
ON

Check

changing
conditions
into

P
R

N
D
2

and
I

ranges
by
moving
selector
lever

Check

whether
starter

operates
in
N

and
tp

ranges
only

and
whether

reverse

lamp
operates
in
R

range
only

Check
whether

idling
rpm
meet
standard

Checking
whether
vacuum

pressure
is
more
than
450

mmHg

in

idling
and

whether
it

decreases
with

increasing
rpm

Check
whether
transmission

engages
positively
by
shifting

N
o
D
N
2
N
I

and
N
R

range

while

idling
with
brake

applied

Check
whether
there

is

any

creep
in
D
2
I
and

R

ranges

2
1

and
R
range
Measure
line

pressures
in
D

while

idling

Measure

engine
rpm
and
line

pressure
in
D
2
I

and

R

ranges
during
fullthrallIe

operation

Notes

a

Temperature
of

torque
converter
oil

used
in
test
should

be

from
600
to
lOOoC

1400
to
2120F
i
e

sufficiently

warmed

up
but
not
overheated

b

For

cooling
oil

between
each
stall
test
for
D
2

1

and
R

ranges
idle

engine
i
e

rpm
at
about

1
200

rpm
for
more
than
1
minute
in
P

range
Measurement

time
must
not
be
more
than
5
secon

Same
as
the
item
I

Check
vehicle

speeds
and

engine

rpm
in

shifting
up
1st

2nd

range
and
2nd
J
3rd

range
while

running
with

lever
in

D

range
and

engine
vacuum

pressure
of

about
200

mmHg

Same
as

the
item
1
above

except
with

engine
vacuum

pressure
of
0

mmHg
i
e
in

position
just
before
kick

down

Check
whether
the
kick
down

operates
and

measure
the

time

delays
while

running
at
30
40
50

60
70
km
h

19

25
31
38
44
MPH
in
D

range

AT
58

Order

Others
AUTOMATIC
TRANSMISSION

Test
item

4

Shift
down

Dr4D2
DI

5

Shift
down

DJ
I2
l

6
Shift
down

DJ
2

7

Shift

up

I

12

8
Shift

up
or

down
when
start

ing
in
2

range

9

Parking

Abnormal
shock
oil

leakage
Procedure

Check
vehicle

speeds
and

engine
rpm
in

shifting
down
3rd

2nd
I

st
continued

while

coasting
with

acceleraling

pedal
released
in

0

range
and

engine
vacuum

pressure
of

about

450

mmHg

Check
for

shifting
down

DJ
12
and

engine

braking
and

further
for

shifting
down

12
11
and

engine

braking
after

shifting
the
lever
into
I

range
with
the
accelerator

pedal

released

and
the

engine
vacuum

pressure
of
0

mmHg
while

driving
at
about
SO
km
h
31

MPH
in

DJ
range

Check
for

quick

shifting
down

DJ
2
and

engine
braking

after

shifting
the
lever
into

2

range
while

driving
at
about

50
km
h
31
MPH
in

DJ
range

Further
check

the
transmission
for

being
locked
to
the

2nd

gear
ratio

regardless
of
vehicle

speed

Check
for
the

transmission
not

shifting

up
during
acceIera

tion
when

starting
in
1
t

nge

It

Check
the
transmission

for
not

shifting

up
or
down

durih
t

acceleration
or

deceleration
when

starting
in
2

range

Confirm
that
vehicle
will
not
move
on

grade
when

shifting

to
P

range

Put
on

record
of
observed
conditions

during
these

tests

such

as

gear
noise

abnormal
noise

of
clutches
and

acceleration

performance

AT

59

CHASSIS

SERVICE
DATA
AND
SPECIFICATIONS

General

specifications

Torque
converter

Type

Stall

torque
ratio

Transmission

Type

Control
elements

Gear
ratio

Selector

positions

Oil

pump

Type

Number
of

pump

Oil

Capacity

Hydraulic
control

system

Lubrication

system

Cooling
system
Multiple
disc
clutch

Band
brake

Multiple
disc
brake

One

way
clutch

1st

lnd

3rd

Reverse

P
Park

R
Reverse

N
Neutral

D
Drive

1
lnd
lock

I
Lock

up

AT
60
Symmetrical3
element
I

stage
l

phase
torque

converter

coupling

2

0
I

3

speed
forward
and
one

speed
reverse
with

planetary
gear
train

1

I

I

I

2

458

1
458

1
000

2
182

The
transmission
is

placed
in
neutral
The

output

shaft
is
fixed
The

engine
can
be
started

Backward

running

The
transmission
is
in

neutral
The

engine
can
be

started

Up
or
downshifts

automatically
to
and

from
1st

lnd
and

top

Fixed
at
2nd

Fixed
at
low

or
downshifts
from
2nd

Internally
intermeslting
involute

gear
pump

Automatic
transmission
fluid

Dexron

type

5

5
liters
57
8
U
S

qts
47
8

Imp
qts

Approximately
1
7
liters
27
8
U

S

qts
2

3
8

Imp
qts
in

torque
converter

Controlled

by

detecting
the

negative
pressure

of
intake
manifold
and
the
revolution

speed
of

output
shaft

Forced
lubrication

by
an
oil

pwnp

Air
cooled

AUTOMATIC
TRANSMISSION

Specifications
and

adjustment

Automatic
transmission
assembly

Model
code
number

Torque
converter
assembly

Stamped
mark
on
the

TIC

Front
clu
tch

Number
of
drive

plate

Number
of
driven

plates

Clearance

Thickness
of

retaining
plate

Rear
clutch

Number
of
drive

plates

Number
of
driven

plate

Clearance

Thickness
of

retaining
plate

Low
reverse
brake

Number
of
drive

plates

Number
of
driven

plates

Clearance

Thickness
of

retaining

plate

Brake
band

Piston
size

Big
dia

Small
dia

Control
valve

assembly

Stamped
mark
on
trainer

Governor

assembly

Stamped
mark
on

governor
body
mm

in

mm

in

mm
in

mm
in

mm

in

mm
in

mm
in

AT
61
x
0100

IO

C

3

3

1

6
to

1
8
0
0630
to
0
071

10
6

0
417

10
8
0
425

11
0
0
433

11
2
0
441

II
4

0
449

11
6
0
457

3

3

1
0
to
1

5
0
039

to
0
059

8
35

0
3287

3

3

0

80
to
1
05
0

0315
to
0

0413

15

8
0

622

16
0

0
630

16
2

0
638

16
4
0

646

16
6
0
654

16
8

0
661

64
2
520

44
I

732

E

35

CHASSIS

Engine
idling
and
stall
revolution

Engine
with

emission
control
device

Idling
revolution

rpm
650
at
0

position

800
at
N

position

1
750
to
2

000

Stall
revolution

rpm

Tightening

torque
kg
m
ft
Ib

Test

plug
oil

pressure
inspection
hole

Support
actuator

parking
rod

inserting
position
to
rear
extension

Oil

charging
pipe
to
case

Dust
cover
to

converter

housing

Selector

range
lever
to

manual
shaft

Lower
shift
rod

lock
nut
6
5
t07
5

47
to

54

0
8

to
1
0
5
8
to
7
2

4
0
to
5
0
30
to

36

4
0
to
5
0

30
to

36

2
0
to
2
5
15

to
18

0
5

to
0
7
3
6

to
5
1

0
5

to
0
7
3
6toS
I

1
2

to
1
5
8
7

to
10
8

1
5
to
4

0
II
to

29

1
3

to
1

8
9
4
to

13

0
55
to
0
75
4
0
to
5
4

0

25
to

0
35
1

9
to
2
5

0
25
to

0
35
1
9
to
2
5

0
5
to
0
7
3

6
to
5
I

0
25

to
0
35
1
9
to

2
5

0
5
to
0
7
3

6
to
5
1

0

6
to
0
8
4
4
to
5
8

0
5
to
0

7
3

6
to
5
1

3
0
to
4

0
22
to

29

3
0

to
5
0

22
to

36

14
to
2
1

10
to
15

0

8
to
l
l
5
8
to

7
9

0
55
to
0
75
4
0

to
5
4

0
55

to
0
75
4
0
to
5
4

3
0
to
4
0
22
to

29

2
0
to
2

9

15
to

21
Drive

plate
to
crankshaft

Drive

plate
to

torque
converter

Converter

housing
to

engine

Transmission
case
to
converter

housing

Transmission

case
to

rear
extension

Oil

pan
to

transmission
case

Servo

piston
retainer
to
transmission
case

Piston
stem

when

adjuting
band
brake

Piston
stem

lock
nut

One

way
clutch
inner

race
to
transmission
case

Control
valve

body
to
transmission

case

Lower

valve

body
to

upper
valve

body

Side

plate
to
control
valve

body

Nut
for
control

valve
reamer
bolt

Oil

strainer
to
lower
valve

body

Governor
valve

body
to
oil
distributor

Oil

pump
housing
to

oil

pump
cover

Inhibitor
switch
to
transmh
sion
case

Manual
shaft
lock
nut

Oil

tube
to

transmission
case

Turn
back
two
turns
after

tightening

AT
62

r

r

QRr

S

IJ
lrll
r

W

bI15

I
Q
ll
rrll
l

0
fl

AU
1

i
L
Ill

J

cr
U
J
r

Jj

I

DATSUN
1200

MODEL
B
11
0

SERIES

L
NISSAN

I

NISSAN
MOTOR
CO
LTD

TOKYO
JAPAN
I

I

i

I

I

I

SECTION
PD

PROPELLER

SHAFT

DIFFERENTIAL

CARRIER

PROPELLER
SHAFT
AND

UNIVERSAL
JOINT

DIFFERENTIAL

CARRIER
PD
1

PD
4

PROPELLER
SHAFT
DIFFERENTIAL
CARRIER

PROPELLER
SHAFT
AND
UNIVERSAL
JOINT

CONTENTS

DESC

R
I
PTI
ON

REMOVAL

DISASSEMBL
Y

INSPECTION

ASSEMBL
Y
PD

PD
2

PD
2

PD
2

PD
2
SERVICE
DATA
AND

SPECIFICATIONS

TROUBLE

DIAGNOSES

AND
CORRECTIONS
PD
3

PD
3

j
j

lI
ID

1
Assembly

yoke
sleeve

2
As

mbly
journal
with

lever

3

Ring
snap
bearing
race

4

Assembly
race

bearing

5

Assembly
journal
with

bearing
6
Yoke

flange

7

Ring
snap
bearing

race

8

Assembly
race

bearing

9
Bolt

10
Washer
lock

11
Nut

Fig
PD
l

Propeller
shaft

DESCRIPTION

Propeller
shaft

adopts
solid
tubular
steel
construction

A

correct
balance
of

propeller
shaft
is

very
important

for
a

good
riding
comfort
at

high

speed
Therefore
the

propeller
shafts
in
service

parts
and

ones
assembled
in
the

vehicle

are
counterbalanced
within
an
unbalance
of
IS
gr
cm
0
2
in

oz
at
4

000

rpm
at

the

factory
with

the

best
care

The

propeller
shaft
will
be
unbalanced
if

erroneously

tapped
with
a

hammer
while

servicing
or

flying
rocks
or

bottoming
during
off
road

driving
occurs

PD
1

CHASSIS

Mureover
excessive
sleeve

yoke
spline
ta
transmission

main

spline
lash
and

wear
of
both

front
and

rear
universal

joints
will

cause
vibrations

affecting
riding
comfort

REMOVAL

Disconnect

the

flange
yoke
and
the

pinion
flange
by

removing
bolts

at
the
rear
end
of
the

propeller
shaft

In

this
case
draw
out
the
sleeve

yoke
from
the
end

of

transmission

holding
the

disconnected
rear
end

of
the

propeller
shaft

Fig
PD
2

Removing
pmpeller
shaft

Before

disassembling
put
match

mark
on
all

com

ponents
of
shaft
so
that

they
are
reassembled
in
the

former

position
and
that
the

propeller
shaft
balance

may

not
be

deviated

DISASSEMBLY

Primarily
do

not
disassemble
the

propeller
shaft
since

it
has

been
balanced
as
an

assembly

When

disassembly
is

unavoidable
for

necessary
repair

the

following
instructions

apply

1

Remove

snap
rings
from
the

yoke
and
raise
the

propeller
shaft

2
Remove

snap
rings
used
to

secure
the

journal

bearings
in
the

yoke
flange
with
a

pair
of

pliers

If

the

snap
rings
cannot
be

snapped
out
of
the

groove

tap
the
end

of
the

bearing
with
a

wooden
mallet

slightly

This
will
relieve
the

pressure
from
the

snap
ring

3

Slightly
remove
the

journal
bearing
end

until
the

opposite
bearing
is

pushed
out
of
the

yoke
flange
Turn
over
and

secure
the

assembly
in
a
vise
Drive
the

first

spider
bearing
back
out

of
its

lug
by
tapping
the

projected

end

of
the

spider

4
Use
a
brass

drift
with
a

flat
face

5
Wash
and
clean
the

bearing
and

shaft
with

cleaning

solvent

1

W

SNAP
RING

V
I
1Iiff

BEARING

ASSEMBLY

JOURNA

V

Fig
PD
3

Exploded
view

of
universal

joint

INSPECTION

Check
all

parts
and

repair
or

replace
if
defective
When

replacing
the

journal
unit
be
sure
to

replace
as

an

assembly

Replace
if
the

journal
pin
exterior
is

damaged
or

scarred

2

Replace
if
the

yoke
hole
is
worn
or

damaged

3

Replace
if
the

snap
ring
is

damaged
or
deformed

4

Replace
if
the

bearing
needle
roller
is

damaged
or

worn

5

Replace
both
sleeve

yoke
and
main
shaft
if
the
sleeve

yoke
and
main
shaft

spline
are

damaged
or
worn

6

Replace
if
the

propeller
shaft
tube
surface
is
cracked

or
Indented

ASSEMBLY

The

propeller
shaft
is

reassembled
in

reverse

sequence

of

disassembly

Install
the

spider
on
the

yoke
flange

PD
2

PROPELLER
SHAFT
DIFFERENTIAL
CARRIER

Insert
the

journal
into
the

yoke
flange
Tap
the

journal

bearing
into
the

yoke
flange
using
a
brass

drift
smaller

than
the
hole
in
the

yoke
Tap
the
other

bearing
into
the

opposite
end
of
the

yoke
flange
until
the

bearing
is
in
line

with
the

snap
ring
grooves

With

a

pair
of

pliers
install
the

snap
rings
on
both
ends

of
the

yoke
flange

Insert
the

flange
assembly
in
the
sleeve

yoke

Place
the
other

yoke
bearing
into
the

opposite
end
of

the

yoke
and

tap
this

bearing
into
the

yoke
until
the

bearing
is
in
line
with
the

snap
ring
grooves
Install
the

snap
rings
on
both
ends
of
the

yoke
When
all

parts
are

assembled

check
the

spider
and

surroundings
for

tightness

When
the
clearance
is
excessive

adjust
with

over
size

snap
rings
as
follows

Snap
ring
over
size

Thickness
Color

mrn
in
identification

I
46
0
0575
White

I
48
0
0583
Yellow

1
50
0
0591
Red

1
52
0
0598
Green

1
54
0
0606
Blue
1
56
0

0614

1
58
0
0622

SERVICE
DATA
AND

SPECIFICATIONS

Distance
between

joints
mm

in

Tube
outer
diameter
x
thickness

mm
in

Sleeve

yoke
specification

Outer
dia
x
inner
dia
x

pitch

mm
in
Brown

No
mark

I

189
46
8

68

9
x
1
6

2
713
x
0
0630

Involute

spline

20
x
80

x
I

0
787

x
3
150

x

0
0394

Permissible
unbalance

gr
cm
in
oz

rpm
15
0
2
4
000

Allowable
max

swinging

torque
of

spider
journal
10
9

kg
cm
in
lb

Propeller
shaft

run
out
mm
in

Tightening

torque
of

companion
flange
nuts

kg
m
ft
Ib

TROUBLE
DIAGNOSES
AND
CORRECTIONS

Condition
Probable
cause

Noise
and

vibration
Distorted

propeller
shaft

Unbalanced

propeller
shaft
Corrective
action
less
than
0
6
0

024

2
0
to
2
7

I4
to
20

Using
exclusively
an
arbor

press
restraighten

If
distortion
is
excessive

replace
propeller

shaft

Check
for
balance
If
unbalance
exceeds
the

limit

replace
it

Recorrect

Replace
the
sleeve

yoke

Replace
the

journal

Replace
with

correct

snap
ring

Retighten
nuts
to

the

specified
torque
Incorrectly
positioned
flange
yoke

Excessive

spline
lash

Worn
or

damaged

journal

Inconect

snap
rings

Loose
nuts

securing
the

flange
yoke
to
the

companion
flange

PD
3