engine DATSUN B110 1973 Service Repair Manual

The
model
3N71
B

automatic
trans

mission
is
a

fully
automatic
unit
con

sisting

primarily
of
element

hydrau

lic

torque
converter
and
two

planetary

gear
sets
Two

multiple
disc

clutches
a

muItiple
disc
brake
a
band
brake
and

a

one

way
sprag
clutch

provide
the

friction
elements

required
to

obtain

the

desired
function
of
the
two

plane

tary
gear
sets

The

two

planetary
gear
sets

give

three

forward
ratios
and
one
reverse

Changing
of
the

gear
ratios
is

fully

automatic
in

relation
to

vehicle

speed

and

engine

torque
input
Vehicle

speed

and

engine
manifold
vacuum

signals

are

constantly
fed
to
the
transmission

to

provide
the

proper
gear
ratio

for

maximum

efficieq
cy
and

performance

at
all

thrqttIe
openings

The

iMiij
l

3N7I
B
has

six
selector

position
f

P
R
N
D

2
1

k
Park

position
positively
locks

the

c
ut

put
shaft
to
the
transmission

case

RY
means
of
a

locking
pawl
to

prev
nt
the
vehicle

from

rolling
either

direction

This

position
should
be
selected
when

ever
the

driver
leaves
the

vehicle

The

engine
may
be
started
in
Park

pQlition

OR
Reverse

range
enables
the

vehicle
to
be

operated
in

a
reverse

direction

N
Neutral

posItion
enables
the

engine
to
be

started
and
run
without

driving
the
vehicle
CHASSIS

DESCRIPTION

D
Drive

range
is
used
for

all

normal

driving
conditions

Drive

range
has

three

gear
ratios
frum

the

starting
ratio

to
direct
drive

2
2

range
provides
performance

for

driving
on

slippery
surfaces
2

range
can
also

be
used

for

engine

braking

2

range
can
be

selected
at

any

vehicle

speed
and

prevents
the
trans

mission
from

shifting
out

of
second

gear

I

range
can
be

selected
at

any
vehicle

speed
and
the
transmission

will

shift
to
second

gear
and

remain
in

second
until

vehide

speed
is

reduced

to

approximately
40
to
50

kmfh
25

to
31

MPH

I

range

position
prevents
the

transmission
from

shifting
out
of
low

gear
This
is

particularly
beneficial

for

maintaining
maximum

engine
braking

when
continuous

low

gear

operation
is

desirable

The

torque
converter

assembly
is

of

welded
construction
and
can
not
be

disassemble
for
service

Fluid
recommendation

Use

having

only
in

mission
automatic

transmission
fluid

DEXRON
identifications

the
3N7I

B
automatic
trans

AT
2
IA
e

l
csr
4o

J

r
s

Identification
number

Stamped
position

The

plate
attached
to

the

right

hand

side
of
transmission
case
as

shown
in

Figure
AT
I

ii

II

r

4
1
r

I

to
i

AT057

Fig
AT
1

Identification
number

Identification
of
number

arrangements

See
below

Model
code

JAPAN

AUTOMATIC

Z
TRANSMISSION
CO
LTD

I
MODEL

XOIOO

J
I
NO
2412345

Unit
number

Number

designation

2
4
2
3
4

5

L

Seriat

production

number

for
the

month

Month
of

production

X
Oct
Y
Nov
Z

Dec

Last

figure
denoting

the

year
A
D

r

CHASSIS

HYDRAULIC
CONTROL
SYSTEM

l
FUNCTIONS
OF
HYDRAULIC

CONTROL

UNIT

AND
VALVES

Oil

pump

Manual

linkage

Vacuum

diaphragm

Downshift
solenoid

Governor
valve

Control

valve

assembly

HYDRAULIC
SYSTEM
AND

MECHANICAL
OPERATION
CONTENTS

P

range
Park

R

range
Reverse

N

range
Neutral

D

range
Low

gear

D2
range
2nd

gear

D3
range
Top
gear

D

range
kick
down

2

range
2nd

gear

1
range
Low

gear

12
range
2nd

gear
AT
4

AT
4

AT
5

AT
5

AT
5

AT
5

AT

7

AT13
AT
14

AT
16

AT
18

AT
20

AT
22

AT
24

AT

26

AT
28

AT
30

AT
32

FUNCTIONS
OF

HYDRAULIC

CONTROL
UNIT

AND
VALVES

The

hydraulic
control

system
con

lain
a
oil

pump
for

packing
up
oil

from
the
oil

pan
through
the
oil

strainer
A

shift
control

is

provided
by

two

centrifugally
operated
hydraulic

Oil

pump

Manual

linkage

Vacuum

diaphragm

Downshift

solenoid

Governor
valve

Oil

pump

The
oil

pump
is
the

source
of

control
medium
in
other
words
oil

for
the
control

system

The
oil

pump
is
of

an
internal

involute

gear
type
The
drive
sleeve
is
a

part
of
the

torque
converter

pump
governors
on
the

output
shaft
vacuum

control

diaphragm
and
downshift

solenoid

These

parts
work

in

conjunc

tion

with
valves
in

the
valve

body

I

I
Control
valve

impeller
and
serves
to
drive

the

pump

inner

gear
with
the

drive
sleeve

direct

ly
coupled
with
the

engine
operation

The
oil
flows

through
the

following

route

Oil

pan
Oil
strainer
bottom

of
the

control

valve
Control
valve
lower

AT
4
assembly
located
in
the
base
of
the

transmission
The
valves

regulate
oil

pressure
and

direct
it

to

appropriate

transmission

components

I
Torque
converter

Front
clutch

Rear
clutch

Low

and
reverse

brake

Band
brake

Lubrication

body
suction

port
Transmission
case

suction

port
Pump
housing
suction

port

Pump
gear
space
Pump

housing
delivery

port
Transmission

case

delivery
port
Lower

body

delivery
port
Control
valve
line

pressure
circuit

AUTOMATIC

TRANSMISSION

Manual

linkage

The
hand
lever
motion

The
hand

lever
is
located

in
the
driver

s
com

part

men

mechanically
transmitted
from

the
remote
control

linkage
is
further

transmitted
to
the
inner
manual

lever

in

the
transmission

case
from
the

range

selector
lever
in

the

right
center

poc

tion

of
the

transmission
case

through

the
manual

shaft
The
inner

manual

lever
is

thereby
turned

A

pin
installed
on

the
bottom
of

the
inner
manual
lever
slides
the

manu

al

valve

spool
of
the

control
valve
and

thus
the

spool
is

appropriately
posi

lioned

opposing
to

each
select

position

The

parking
rod

pin
is

held
in
the

groove
on
the

top
of
the
inner

manual

plate
The

parking
rod

pin
operates
the

rod
at
p

range
and

operates
the

mechanical

lock

system

Moreover
the
above
described

manual
shaft
is

equipped
with
an

inhibitor
switch
A

rotor
inside
the

inhibitor
switch
rotates
in

response
to

each

range
When
the

range
is
selected

at
p
or
N
the

rotor
closes
the

starter

magnet
circuit
so
that
the

engine
can

be
started
When
the

range

is
selected

at
R
the

rotor
closes
the

back

up
lamp
circuit
and
the

back

up

lamp
lights

Vacuum

diaphragm

The
vacuum

diaphragm
is
installed

un
the
left

center

portion
of
the

transmission
case
The

internal
con

struction
of
the
vacuum

diaphragm
is

as
follows
A
rubber

diaphragm
forms

a

partition
in
the
center
The

engine

intake
manifold

negative
pressure
led

through
vacuum
tube
and

spring
force

are

applied
to
the
front
surface
of
the

rubber

diaphragm
and

atmospheric

pressure
is

applied
to
the
back
surface

A
difference
between
pressure

applied

to

the
front
and
back
surfaces
be

comes
a

vacuum
reaction
and
thus

the
throttle
valve
of
the

control
valve

inside
the
transmission
case
is

op

erated

When
accelerator

pedal
is

fully
de

pressed
and
the
carburetor
is

fully

upened
but
the

engine
speed
is
not
1

Housing

2
Cover

3

Outer
gear
AT071

4
Inner

gear

5
Crescent

Fig
AT
3
Oil

pump

1

Manual

plate

2

Inhibitor

switch
A
TOB7

3

Parking
rod

4
Manual

shaft

Fig
AT
4

Manuallinhage

To
intake
manifold

A

TOBB

Fig
A
T
5

Vacuum
diaphragm

iV

Down
shift
solenoid
i

KiCk
down

switch

A

TOB9

Fig
A
T
6

Downshift
solenoid

AT
5
sufficiently
increased
the
manifold

negative
pressure
lowers

becomes

similar
to
the

atmospheric
pressure

and
the

vacuum
reaction

increases

since

the
flow

velocity
of
mixture

inside
the
intake
manifold
is

slow

Contrarily
when
the

engine
speed

increases
and

the
flow

velocity
of

the

mixture

increases
or
when

the
carbure

tor
is
closed

the
manifold

negative

pressure
increases
becomes
similar
to

vacuum
and
the

vacuum
reaction

reduces

Thus
a

signal
to

generate
hydraulic

pressure
completely
suited
to

the

engine

loading
at
the

control
valve
is

transmitted
from

the
vacuum
dia

phragm
and

most
suitable

speed

change
timing
and
line

pressure
are

obtained
so

that
the
most

proper

torque
capacity
is

obtained

against
the

transmitting

torque

Downshift

solenoid

The
downshift

solenoid
is

of
a

magnetic
type
installed

on
the
left
rear

portion
of
the

transmiSsion
case

When

a

driver

requires
accelerating
power

and

depresses
the
accelerator

pedal

down
to

the

stopper
a

kick
down

switch

located
in
the

middle
of
the

accelerator
link
is

depressed
by
a

push

rod
the
kick
down
switch
closes
cur

rent
flows
to

the
solenoid
the
sole

noid

push
rod
is

depressed
the

down

shift
valve
of

the
control
valve
inside

the
transmission

case
is

depressed
and

the

speed
is

changed
forcedly
from

3rd
to
2nd
within
a

certain
vehi

cle

speed
limit

Note
As
the
kick
own

switch
closes

when
the
accelerator

pedal
is

depressed
from
7
8
to
IS
16
of

the
whole
stroke
the

accelera

tor

pedal
should
be

correctly

adjusted
and
fixed
so
as
to

afford

complete
stroke

The

arrangement
of
the
switch

differs

according
the
models
of

vehicle

Governor
valve

The

primary
and

secondary
gover

nor
valves
are
installed

separately
on

the

back
of
the
oil
distributor
on

the

Low
in

the

range
I
is

led
to

the
low

and
reverse
clutch
from
the

line

pressure
5

through
the
line

pressure
12
and
at
the
same
time

the
same
is
led
to
the
left
end

spring

unit

Consequently
although
the

go

vernor

pressure
increases
the
valve
is

still

depressed
toward
the

right
and

the
SFV
is

fixed
in
the
Low

posi

tion
When

kicked
down

at
the

2nd

speed
the
SDV

operates
and
the

line

pressure
13
depresse
the
FSV
to

ward
the

right

Although
the

governor

pressure
15
is

considerably
high
the

valve
is

depressed
completely
toward

the

right
and
the

FSV
is

returned
to

the
Low

position
This

operation
is

called
Kick
down

shift

2nd
3rd
shift
valve
SSV

The
SSV
is

a
transfer
vaIve
which

shifts

speed
from
2nd
to
3rd

When
the
vehicle
is

stopped
the

SSV
is

depressed
toward
the

right
by
the

spring
and
is
in

the
2nd

position
It

is

provided
however
that
the
FSV

decides
the

shifting
either

to
Low

or

2nd

When
the

vehicle
is

running
the

governor

pressure
15
is

applied
to

the

right
end
surface
and
the
SSV
is

depressed
toward
the

left

Contrarily

the

spring
force
line

pressure
3
and

throttle

pressure
19

depress
the

SSV

toward
the

right

When
the

vehicle

speed
exceeds
a

certain
level
the

governor

pressure

exceeds
the
sum
of
the

spring
force

line

pressure
and
throttle

pressure
the

valve
is

depressed
toward
the
left
and

the
line

pressure
3
is
closed
Conse

quently
the
forces

are
rapidly
un

balanced
the
force
to

depress
the
SSV

toward
the

right
reduces
and
thus
the

SSV
is

depressed
to
the
Ie
ft
end

for
a

moment

With
the
SSV

depressed
to

ward
the

left
end
the
line

pressure
3

is

connected
with
the
line

pressure

10
the

band
servo
is
released
the

front
clutch
is

engaged
and

speed
is

shifted

to
3rd

When

the
accelerator

pedal
is

de

pressed
both
the
line

pressure
3

and

the
throttle

pressure
19

are

high
and
AUTOMATIC
TRANSMISSION

therefore
the

SSV
is

retained
in

2nd
unless
ihe

governor
pressure

IS
exceeds

the
line

pressure
3
and

the

throttle

pressure
19

In

the
3rd

position
force
to

depress
the

SSV
toward
the

right
is

remained

only
on
the
throttle

pressure

16
and

the
throttle

pressure
16
is

slightly
lower
than
that

toward
the

right
which
is

applied
while

shifting

from
2nd
to
3rd

Consequently
the
SSV
is
returned

to
the

2nd

position
at
a

slightly
low

speed
side

Shifting
from
3rd
to

2nd

occurs
at

a
speed

slightly
lower

than
that
for

2nd
to
3rd

shifting

When
kicked
down
at
the
3rd

line

pressure
13
is
led
from
the
SDV

and
the
SSV
is

depressed
toward
the

right
Although
the

governor
pressure

is

considerably
high
the
valve
is

de

pressed
completely
toward
the

right

and
thus
the
SSV
is
returned
to

2nd

position
This

operation
is

called
Kick
down
shift

When
the
shift
lever
is
shifted

to

2
or
I

range
at
the

3rd

speed

the
line

pressure
3
is

drained
at

the

MNV

Consequently
the
front
clutch

operating
and
band
servo

releasing
oils

are
drained
As

the

res
lIt
the
trans

mission
is
shifted

to
the
2nd
or

low

speed
although
the

SSV
is
in

the
3rd

position

When
the

speed
is
shifted
to
the

3rd
a

one

way
orifice
24
on
the

top
of
the

SSV
relieves
oil

transmitting

velocity
from
the
line

pressure
3

to

the
line

pressure
10
and
reduces
a

shock

generated
from
the

shifting

Contrarily
when
shifted
from
3rd

to
2
or

range
and
the

speed
is

shifted
to
the
2nd

spring
of
the
orifice
24
is

depressed
the
throttle

becomes
ineffective
the

line

pressure

10
is

drained

quickly
and
thus

delay
in
the

speed
shifting
is

elimi

nated

Throttle

of
the

line

pressure
6

relieves
the
oil

transmitting
velocity

from
the

line

pressure
6
to
the

line

pressure
10
when

the
lever
is

shifted

to
the

R

range
and
relieves
drain

velocity
from
the
line

pressure
10
to

the
line

pressure
6

when

shifting

from
3rd
to

2nd
at

the
D

range
Thus
the
throttle
of
the
line

pressure
6
reduces

a
shock

generated

from
the

shifting

A

plug
in
the
SSV
left

end

readjust

the
throttle

pressure
16
which
varie

depending
on
the

engine
throttle
con

dition
to
a

throttle

pressure
19

suited
to
the

speed
change
control

Moreover
the

plug
is

a
valve
which

applies
line

pressure
13
in

lieu
of
the

throttle

pressure
to
the

SSV
and
the

FSV
when
kick

down
is

performed

When
the
throttle

pressure
16
is

applied
to
the
left
side
of
this

plug

and
the

plug
is

depressed
toward
the

right
a
slight

space
is
made
from
the

throttle

pressure
16
to

19
A
throt

tIe

pressure
19
which
is
lower

by
the

pressure
loss

equivalent
to
this

space
is

generated
the

pressure
loss
is
added
to

the

spring
force
and
thus

the

plug
is

depressed
back
from
the

right
to
the

left

When
this

pressure
19
increases

excessively
the

plug
is
further
de

pressed
toward
the
left

space
from

the

throttle

pressure
19
to
the
drain

circuit

13
increases
and
the
throttle

pressure
19
lowers
Thus
the

plug
is

balanced
and
the

throttle

pressure

19
is
reduced
in
a

certain
value
b

3
Orifice

t

checking
valve

24

15

2
2

i
I

1
c

V
Y
ii
pr

W
jt1

iff
I
W
q

I
nHH

J

L19
H
10

15

AT
9
A

T098

Fig
AT

13
2nd
3rd

shiflvalue

against
the

throttle

pressure
16

When

performing
the

kick
down

the

SOV

moves
a

high
line

pressure
is

led
to

the
circuit
19

from
the
line

pressute
circuit
13

which
had

been

drained
the

plug
is

depressed
toward

the
left

and
the
circuit

19
becomes

equal
to
the

line

pressure
13
Thus

the

kick
down
is

performed

Preasure
modifier
valve

PMV

In

comparison
with
the

operating

pressure
required
in

starting
the

vehi

ele

power

transmitting
capacity
of
the

clutch

in
other

words

required
op

erating
pressure
may
be

lower
when

the

vehicle
is
once

started
When
the

line

pressure
is
retained
in

a

high
level

up
to
a

high
vehicle

speed
a
shock

generated
from
the

shifting
increases

and
the
oil

pump
loss
also

increases
In

order
to

prevent
the
above

described

defective
occurrences
with

the

opera

lion

of
the

governor
pressure
15
the

throttle

pressure
must
be

changed
over

to

reduce
the

line

pressure
The
PMV

is
used

for
this

purpose

When
the

governor

pressure
15

which
is

applied
to

the

right
side
of

the

PMV
is

low
the
valve
is

depressed

toward

the

right
by
the

throttle

pres

sure

16

applied
to

the
area

differ

ence
of

the
value
and
the

spring
force

and

the
circuit

from
the

circuit
16
to

the

circuit
18
is

closed

However

when

the

vehicle

speed
increases
and

the

governor

pressure
15
exceeds
a

certain

level
the

governor

pressure

toward

the
left

which
is

applied
to
the

right
side

exceeds
the

spring
force
and

the

throttle

pressure
16
toward
the

right
the
valve
is

depressed
toward
the

left
and
the

throttle

pressure
is

led

from
the
circuit

16
to

the

circuit

18
This

throttle

pressure
18
is

applied
to

the

top
of
the

PRY

and

pressure
of
the
line

pressure
source
7

is

reduced

Contrarily
when
the
vehi

cle

speed
lowers
and
the

governor

pressure
15
lowers
the

force
toward

the

right
exceeds
the

governor
pres
CHASSIS

sure
the
valve
is

depressed
back
to

ward
the

right
the

throttle

pressure

18
is
drained
to

the

spring
unit

This

valve
is

switched
when
the

throttle

pressure
and
the

governor

pressure
are

high
or
when

the
throttle

pressure
is

low
and
the

governor

pres

sure
is
low

II

18
16

1JU

k
I

15

AT099

Fig
AT
14
Pressure

modifier
valve

Vacuum
throttle
valve

VTV

The

vacuum

throttle
valve
is
a

regulator
valve

which
uses

the
line

pressure
7
for
the

pressure
source

and

regulates
the

throttle

pressure
16

which

is

proportioned
to
the

force

of

the

vacuum

diaphragm
The

vacuum

diaphragm
varies

depending
on
the

engine
throttle
condition

negative

pressure
in
the

intake
line

When
the
line

pressure
7
is

ap

plied
to

the
bottom

through
the
valve

hole

and
the

valve
is

depressed

up

ward

space
from
the

line

pressure
7

to
the

throttle

pressure
16
is

closed

and
the

space
from
the

throttle

pres

sure

16
to
the

drain
circuit
17
is

about
to

open
In

this

the
throttle

pressure
16
becomes
lower

than
the

line

pressure
7

by
the

pressure

equivalent
to
the

pressure
loss

of
the

space
and
the

force
to

depress

through
the

rod
of
the

vacuum

dia

phragm
is

balanced
with
the

throttle

pressure
16

applied
upward
to

the

bottom

When

the

engine
torque
is

high
the

negative
pressure
in
the

intake

line

rises

similar
to
the

atmospheric
pres

sure
and
the

force
of

the
rod
to

depress
the
valve

increases

As
the

result
the
valve
is

depressed
down

ward
the

space
from
the
throttle

pressure
16
to

the
drain

17
re

AT

lO
duces
and
the

space
from
the

line

pressure
7
to
the

throttle

pressure

16
increases

Consequently
the

throttle

pressure

16
increases

and
the

valve
is

baI

anced

Contrarily
when

the

engine

torque
lowers
and
the

negative
pres

sure
in

the
intake
line
lowers

similar

to
vacuum
force
of

the
rod

to
de

press
the

valve
lowers
and
the

throttle

pressure

16
also

lowers

When
a

pressure
regulated
by
the
throttle

back

up
valve
described
in

the
subse

quent

paragraph
is

led

to
the
circuit

17
a

high

pressure
is

applied

through

the

space
from
the
circuit
17

to
the

throttle

pressure
16

Consequently

the
VTV
is

unbalanced
the

throttle

pressure
16
becomes

equal
to

the

back

up
ptessure
17
and
the
valve
is

locked

upward

bi

II
I

ATlOa

Fig
AT
15
Vacuum

throttle

valve

Throttle

back

up
valve
TBV

Usually
this
valve
is

depressed

downward

by
the

spring
force

and
the

circuit

17
is

drained

upward

As

soon
as
the
lever
is

shfted
either

to
2
or

range
line

pressure
is

led

from
the
circuit
4

the
line

pressure
is

applied
to
the
area
differ

ence
of
the
valve

the
valve
is

depres

sed

upward
the

space
from
the
circuit

CHASSIS

rang
e

eutral

In
N

range
all

the
clutches
and

band
are

not

applied
therefore
no

power
is
triJllsmilted

10
the

output

shaft

The

pressure
of
oil

discharged
from

the
oil

pump
is

regulated

by
the

pressure
regulator
valve

D
to
maintain

the
line

pressure
7
and
the
oil

is
led

to
the

manual
valve

r
2
vacuum
throt

tle
valve

@
and
solenoid
downshift

valve

@
The
oil
is

further
introduced

into
the

torque
converter
at
its

operat

ing
pressure
14
and

a

portion
of
this

oil

is
distributed

to
each

part
as
the

front
lubricant
The
oil

which
has
been

discharged
from
the

torque
converter

is
also

distributed
to
each

part
as
the

rear
lubricant

As
the

oil

pump
rotates
at
the

same

speed
as
thal
of
the

engine
the

dis

charge
of
oil

pump
increases
with
the

engine
speed
But

the

surplus
oil

is

returned
to
the

oil

pan
by
the

pressure

regulator
valve

D

I

l
nUI

h
lo
BJnd
oefVQ
On

Parkin
Gt
ar

Rang
e
rl
tro
e
lA

a

pawl
ratio

Front
RUT
brake
Operation
Rdu
e

clutch

Park
on
on

Revtr
21Rl
on
on
on

Neutral

01
Low
2
458
on
on

Orive
02
Second
1
458
on
on

OJ

Top
1000
on
on

ton
on

2
cond
1
58
on
on

12
Second
1
458
on
on

I

II
low
2
458
on
on

AT
iS

AUTOMATIC
TRANSMISSION

REMOVAL
AND
INSTAllATION

TRANSMISSION
ASSEMBLY

Removal

Installation

TRANSMISSION

ASSEMBLY

When

dismounting
the
automatic

transmission
from
a

vehicle

pay
at

tention
to
the

following

points

1

Before

dismounting
the

trans

mission

rigidly

inspect
it

by
aid

of
the

Troubleshooting
Chart
and
dis

mount
it

only
when

considered
to
be

necessary

2
Dismount

the
transmission

with

utmost
care
and

when

mounting

observe

the

tightening

torque
indi

cated
on
another
table
not

to
exert

excessive
force

Removal

In

dismounting
automatic
transmis

sion
from

vehicle

proceed
as
follows

i

Disconnect

battery
ground
cable

from
terminal

2
Jack

up
car
and

support
its

weight
on

safety
stands

Recommend
a

hydraulic
hoist
or

open
pit
be

utilized

if
available

Make

sure
that

safety
is
insured

3
Remove

propeller
shaft

Note

Plug
up
the

opening
in
the
rear

extension
to

prevent
oil

from

flowing
out

4

Disconnect
front

exhaust
tube

5

Disconnect

selector

range
lever

from
manual
shaft

6

Disconnect
wire
connections

at

inhibitor
switch
CONTENTS

AT

33

AT

33

AT

33
TRANSMISSION

CONTROL
LINKAGE

Removal
and
installation

Adjustment
AT

35

AT

36

AT

36

7

Disconnect
vacuum
tube
from

vacuum

diaphragm
and

wire
connec

tions
at

downshift
solenoid

8

Disconnect

speedometer
cable

from
rear

extension

9
Disconnect
oil

charging

pipe

10

Support
engine
by
locating
a

jack
under

oil

pan
with
a
wooden

block
used

between
oil

pan
and

jack

Support
transmission

by
means
of
3

transmission

jack

11
Detach

converter

housing
dust

cover
Remove

bolts

securing
torque

converter
to

drive

plate
See

Figure

AT
47

AT265

Fig
AT
47
Removing
torque
converter

attaching
bolt

Note
Before

removing
torque
con

verter
scribe
match
marks
on

two

parts
so
that

they
may
be

replaced
in
their

original
posi

tions
at
assembly

12
Disconnect

engine
moun
t

and

hand
lever
bracket

by

removing
two
2

rear

engine
mount

securing
bolts
and

two

2
crossmember

mounting
bolts

13
Remove

starter
motor

14
Remove
bolts

securing
transmis

sion
to

engine
After

removing
these

AT
33
bolts

support
engine
and
transmission

with

jack
and
lower
the

jack
gradually

until

transmission
can

be
removed
and

take

out
transmission

under
the

car

Note

Plug

up
the

opening
such
as
oil

charging

pipe
rear
extension

etc

Installation

Installation
of
automatic
transmis

sion
on

vehicle
is

reverse
order
of

removal

However

observe
the
follow

ing
installation
notes

Drive

plate
mnout

Turn

crankshaft
one
full

turn
and

measure
drive

plate
mnou
t
with

indi

cating

finger
of
a
dial

gauge
rested

against
plate
See

Figure
AT48

Replace
drive

plate
if

in

excess
of

0
5
mm

0
020
in

Maximum
allowable
mnout

0
3

mm
0
012
in

A

T266

Fig
A
T
48

Measuring
drive

plate

runout

2
Installation
of

torque
converter

Line

up
notch
in

torque
converter

with
that
in
oil

pump
Be

extremely

careful
not
to

cause
undue
stresses
in

parts
in

installing
torque
converter

See

Figure
A

T
49

Fig
A
T
49

Torque
converter

aligning
cut

3
When

connecting
torque
con

verter

to
transmission

measure
dis

tance
A

to
be

certain
that

they
are

correctly
assembled
See

Figure

AT
50

Distance
A

More
than
16
5
IllIll

0
650
in

A

AT117

Fig
A
T
50

Installing
torque
converter
CHASSIS

4
Bolt
converter
to
drive

plate

Tightening
torque

0
8

to
1
0

kg
Ill
5
8
to
7
2
ft
Ib

Note

Align
chalk

marks

painted
a

cross

both

parts
during
disas

sembling
processes

5

After
converter
is
installed

rotate

crankshaft

several
turns
and
check
to

be
sure
that

transmission
rotates

freely

without

binding

6
Pour

recommended
automatic

transmission
fluid

up
to

correct
level

through
oil

charge

pipe

7

Connect
manual

lever
to

shift

rod

Operation
should
be
carried

out

with
manual
and

selector
levers
in

N

8
Connect

inhibitor
switch
wires

Notes

a
Refer
to

covering
topic

under

Checking
and

adjusting

inhibitor
switch
on

page

AT
51

b

Inspect
and

adjust
switch
as

above
whenever
it
has

to
be

removed
for

service

9
Check
inhibitor
switch
for

op

eration

AT
34
Starter
should

be

brought
into

op

eration

only
when
selector
lever
is
in

P
and
N

positions
it

should
not

be

started
when
lever
is
in
D

2

1
and
R

positions

Back

up
lamp
should
also

light

when
selector
lever
is

placed
in
R

position

10
Check
level
of
oil
in

transmis

sion
For
detailed

procedure
see

page

AT
49

II
Move

selector
lever

through
all

positions
to
be
sure
that
transmission

operates
correctly

With
hand
brake

applied
rotate

engine
at

idling
Without

disturbing

the

above

setting
move

selector
lever

through
N

to
D

to
2
to
I

and
to
R
A

slight
shock
should
be

felt

by
hand

gripping
selector
each

time
transmission
is

shifted

Note
See

page
AT

50
for

checking

enigne

idling

12

Check
to
be

sure
that
line

pres

sure
is
correct

To

do
this
refer
to

relative

topic
under

Testing
line

pres

sure
on

page
AT
53

13

Perform

stall
test

as

per
the

instructions
on

page
AT

51

AUTOMATIC

TRANSMISSIO
N

i

MAJOR
REPAIR
OPERATION

SERVICE
NOTICE
FOR
DISASSEMBLY

AND
ASSEMBLY

TORQUE
CONVERTER

Inspection

TRANSMISSION

Disassembly

Inspection

Assembly

SERVICE
NOTICE
FOR

DISASSEMBLY
AND

ASSEMBLY

I
It
is

desirable
that
the

repair

operations
are
carried
out
in
the

dust

proof
room

2
Due
to
the
differences
of
the

engine
capacities
the

specifications
of

component
parts
for
each

model

s

transmission

may
be

different
How

ever

they
do
have
common

adJust

ments
and

repair
as
well

as

cleaning

and

inspection
procedures
ou

tlined

hereinafter

3

During
the

repair
operations

refer
to
the
Service
Data
and

Specifi

cations
section
for
the
correct

parts

for
the

applicable
model

transmission

4
Before

removing
any
of
subas

semblies

thoroughly
clean
the

outside

of
the
transmission
to

preven
t
dirt

from

entering
the
mechanical

parts

5
Do
not
use
a
waste

rag
Use

a

nylon
waste

or

paper
waste

6
After

disassembling
wash
all
dis

assembled

parts
clean
and
examine

them

to
see
if
there
are

any
worn

damaged
or
defective

parts
and
how

they
are
affected
Refer

to
Service

Data

for
the
extent
of

damage
that

justifies
replacement

7

Packings
seals
and
similar

parts

once
disassembled
should
be

replaced

with
new
ones
as
a
rule

TORQUE
CONVERTER
CONTENTS

AT
37

AT
37

AT
37

AT
37

AT
37

AT
39

AT
39
COMPONENT
PARTS

F
rant
clutch

Rear
clutch

Low
reverse
brake

Servo

piston

Governor

Oil

pump

Planetary
carrier

Control

valve

The

torque
converter
is
a
welded

construction
and
can
not
be
disas

sembled

Inspection

I
Check

torque
converter
for

any

sign
of

damage

bending
oil
leak
or

deformation
If

necessary
replace

2
Remove
rust

from

pilots
and

bosses

completely

If

torque
converter
oil
is

fouled
or

contaminated
due
to
burnt
clutch

flush
the

torque
converter
as
follows

I

Drain
oil
in

torque
converter

2
Pour
none
Iead

gasoline
or

kero

sene
into

torque
converter

approxi

mately
0
5

liter
I
1

8
V
S

p
7
8

Imper
p

3
Blow
air

into

torque
converter

and
flush
and
drain
out

gasoline

4

Fill

torque
converter
oil
into

torque
converter

approximately
0
5

liter
I
i
8
I

pt
7
8

lmper
pt

5

Again
blow
air
into

torque
con

verter
and
drain

torque
converter
oil

TRANSMISSION

Disassembly

I
Drain

oil
from
the
end

of
rear

extension
Mount
transmission
on

Transmission
Case
Stand
ST07860000

or
ST07870000
Remove

oil

pan
See

Figure
AT
52

AT

37

T
AT
41

AT
41

AT
42

AT
43

AT
43

AT

44

AT
44

AT
45

AT
45

2
Remove
bolts

securing
converter

housing
to
transmission

case
Remove

torque
converter

3
Remove

speedometer
pinion

sleeve
boll

Withdraw

pinion

4

Turn
off

by
hand
downshift
sole

noid
and
vacuum

diaphragm
Do
not

leave

diaphragm
rod
at

this

stage
of

disassembly
Rod
is

assembled
in

top

of

vacuum
diaphragm
See

Figure

AT
53

ST07860000

AT118

Fig
AT
52

Remouing
oil

pan

Show
2
liter
engine
model

Fig
A
T

53
Downshift
solenoid
and

uacuum
diaphragm

AUTOMATIC
TRANSMISSIO
N

TROUBLE
DIAGNOSES
AND
ADJUSTMENT

INSPECTION
AND
ADJUSTMENT

BEFORE
TROUBLE
DIAGNOSIS

Testing
instrument
for

inspection

Checking
oil
level

Inspection
and

repair
of
oil

leakage

Checking
engine

idling
rpm

Checking
and

adjusting
kick
down
switch

and
downshift
solenoid

Inspection
and

adjustment
of
manual

linkage

Checking
and

adjusting
inhibitor
switch

STALL
TEST

Stall

test

procedures

Judgement

As
the
troubles
on

the
automatic

transmission
can
be

mostly
repaired
by

doing
simple
adjustment
so
do

not

disassemble

immediately
if
the

auto

m
tic
transmission
is
in
trouble

Firstly
inspect
and

adjust
the
auto

matic
transmission
with

mounting
on

vehicle

by
observing
the

trouble

shooting
chart

If
the

trouble
could
not
be

solved

by
this

procedure
then

remove
and

disassemble
the
automatic
transmis

sion
It

is
advisable
to
check

overhaul

and

repair
each

point
in
the

order

itemized
in

the
trouble

shooting

chart

l
In
the

trouble

shooting
chart

the

diagnosis
items

are

arranged
in
the

order
from

easy
to

difficult
and
there

fore

please
follow
these
items

The

transmission
should
not
be
removed

unless

necessary

2
The

test
and

adjustment
for
trou

ble

diagnosis
should
be
made

on
the

basis
of
standard
values
and
the
data

should
be
recorded
ROAD
TEST

Car

speed
at

gear
shift

Checking
speed

changing
condition

Checking
items

during
speed
change

Shift
schedule

LINE
PRESSURE
TEST

Line

pressure
governor
feed

pressure

Judgement
in

measuring
line

pressure

TROUBLE
SHOOTING
CHART

Inspecting
items

Trouble

shooting
chart
for
3N71
B
Automatic

Transmission

Trouble

shooting
guide
for
3N718
Automatic

Transmission
CONTENTS

AT
49

AT
49

AT
49

AT
50

AT
50

AT
50

AT
51

AT
51

AT
51

AT51

AT
52

INSPECTION
AND

AD
JUSTMENT

BEFORE

TROUBLE

DIAGNOSIS

Testing
instrument
for

inspection

1

Engine
tachometer

2
Vacuum

gauge

3
Oil

pressure
gauge

It

is
convenient
to

install
these

instruments
in
a

way
that
allows

meas

urements
to
be
made

from
the
driver
s

seat

Checking
oil

level

In

checking
the
automatic
transmis

sion
the
oil

level
and

the
condition
of

oil
around

the
oil
level

gauge
should
be

examined

every
5

000
km
3
000

miles
These

steps
are

easy
and

effec

live

in
trouble

shooting
as
some

change
of
oil
conditions
are

linked

with

developed
troubles
in

many
cases

AT
49
AT
52

AT
52

AT
53

AT
53

AT
53

AT
53

AT
53

AT
54

AT
54

AT
54

AT
55

AT
5B

For
instance

Lack

of
oil
causes
defective

opera

tion

by
making
the
clutches
and

brakes

slip
developing
severe

wear

The

cause
of

this

operation
is
that

the

oil

pump
has

begun
to

suck
air

which

caused
oil

foaming
thus

rapidly

deteriora

ting
the
oil

quality
and

pro

ducing
sludge
and

varnish

Meanwhile
excessive
oil
is
also
bad

as
in
the

case
of

a
lack

of
oil
because

of
oil

foaming
by
being
stirred

up
by

the

gears
Moreover
in

high
speed

driving
with
excessive
oil
in
the
trans

mission
the
oil

often
blows
out
from

the
breather

I

Measuring
oil
level

When

checking
the
fluid
level
start

the

engine
and
run
it
until
normal

operating
temperatures
oil

tempera

ture
50
to

800e
122
to
176
F

Approximately
ten
minute

operation

will
elevate
the

temperature
to
this

range
and

enigne
idling
conditions

are
stabilized
Then

apply
the
brakes

and
move
the
transmission

shift
lever