load capacity DATSUN B110 1973 Service Repair Manual

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

PROPELLER
SHAFT
DIFFERENTIAL
CARRIER

The

gear
carrier
is
made
of

light
and

strong
aluminum

alloy
metal
and

hypoid
bevel

gear
is
used

Adjust
drive

pinion
bearing
preload
with
non
adjusting

type
spacer
and

pinion
height
and
side

bearing
adjust

ment
with

spacer

shim
s

Millimeter
standardization
stilI
remains

for
all
the

screw
threads
of

this
unit

Therefore

adjustment
figures

stamped
on

screws

adjusting
shims
washers

differential

case

drive

pinion
and
carrier
are
in
millimeters
in

accordance
with
the

millimeter
standardization
of

parts

The

proper
lubrication
to
the

gear
housing
is

necessary

otherwise
it

would
shorten
the

durability
of
the

gear
and

cause
other
troubles

The
lubricant
should
be

checked

each
5

000
km
3

000
miles
and

replenished
each
50
000

km
30
000
miles

The
lubricant
should
be
drained
and
ref11led
at
the

end

of
the

first
1
000

km
600
miles

to
eliminate

any
loose

material
from
the

sump
which
results
from

breaking

Differential
lubricant
should
be

changed
at
least

every

50
000

km
30
000
miles

ConsIderations
should
be

given
to
the

following

matters

I
Nominated

hypoid
gear
oil

must
be
used

2
It
is

prohibited
to
use

any
gear
oil
of

different

viscosity

The

same
brand
must

always
be

selected

3
The
standard
oil

capacity
is

about
0
75

liter
0
198

US

gal

REMOVAL

Fig
PD
5

Removing
differential

gear
carrier
To
remove
the

gear
carrier

assembly
disconnect
the

drive

pinion

companion
flange
te

flange

yoke
connection

and

remove
two
rear
axle
shafts
Refer
to

REAR
AXLE

for
the

work

DISASSEMBLY

I

Install
the

gear
carrier

assembly
on
the
Gear
Carrier

Attachment
ST06320000

ST06320000

Fig
PD
6

Holding
differential
camer

2

Inspect
the

following
before

disassembling

I

Inspect
the
tooth
contact

pattern
with
a

lead
oxide

2
Measure

backlash
between
drive

gear
and

pinion

gear
using
a
dial

indicator

3

Put
match
mark
on
one

side
of
the
side

bearing

cap

by
the

use
of
a

punch

SIDCBEMING
c

e

Fig
PD

7

Putting
mark

PD

5

ENGINE

CYLINDER
BLOCK

The

cylinder
block
in

a
mono
block

special
casting

structure

adopts
five

bearing

support
system

The
A
12

Engine
is

provided
with

baffle

plate
and
steel

net
to

reduce
oil

consumption
the
steel
net

scoops
oil

j
y

r

0

Q

0

T

Fig
EM
2

Cylinder
block

Fig
EM
3

Cylinder
block

CRANKSHAFT

The
crankshaft
is
made
of

special
forged
steel
and

provided
with

a
high

capacity
balance

weight
The

crankshaft

improves
engine
quietness
and

durability
t

high
speed
operation

The
main

bearing
are
lubricated
from
oil
holes
which

intersect
the
main
oil

gallery
in

parallel
with
the

cylinder

bores
v

Fig
EM
4

Crankshaft

PISTON
AND
CONNECTING
ROD

The

newly
designed
lightweight
piston
is

of
cast

aluminum

slipper
skirt

type

The
A
12

Engine
uses
concave
head

pistons
The

piston

pin
is
of
a

special
steel
hollow

type
and
is
connected
to

the

piston
in

a
full

floating
fit
and

to
the

connecting
rod

in

press
fit

The

connecting
rod
is

made
of

forged
steeL
Full

pressure
lubrication
is

directed
to
the

connecting
rods

through
drilled
oil

passages
from
the

adjacent
main

bearing

journal

Oil
holes

on
the

connecting
rod

journals
are
designed

so

that
oil
is

supplied
to

give
maximum
lubrication

just

before
full

bearing
load
is

applied

J

oO

o

e

Fig
EM
5
Piston
and

connecting
rod

CYLINDER
HEAD

The

cylinder
head
is

made
of

light
and

strong

aluminum

alloy
with

good
cooling
efficiency
A

special

aluminum
bronze
valve
seat
is
used
on
the
intake
valve

while

a

special
cast
valve
seat
is
installed
on
the
exhaust

valve
These

parts
are
hot

press
fitted

EM
2

FUEl
SYSTEM

FUEL
STRAINER

DESCRIPTION

The

fuel
strainer
is
of
a

cartridge
type
It

uses

paper

element
as
strainer
element
which
can
be

checked
for

condition

from
outside
This
strainer
cannot
be
cleaned

Replace
the
strainer
at
the

specified
service
interval
or
if
it

becomes

clogged
or

restricted
REMOVAL

Disconnect
inlet
and
outlet

fuel
lines
from
fuel

strainer
and

remove
fuel
strainer

Note
Before

disconnecting
fuel
lines
use
a
container
to

receive
the

remaining
fuel
in
lines

r

@
I

I

Il
QY
I

I
I
elementl
3
Cover
@

EF005

Fig
EF
10
Sectional
view

of
caTtridge
type
fuel
stTaineT

FUEL
PUMP

CONTENTS

DESCRIPTION

FUEL
PUMP

TESTING

Static

pressure
test

Capacity
test
EF
5

EF
6

EF
6

EF
6

DESCRIPTION

The
fuel

pump
transfers

gasoline
from
the
tank
to
the

carburetor
in
sufficient

quantity
to
meet

engine
require

ments
at

any

speed
or
load

The
fuel

pump
is
of
the

diaphragm
type
REMOVAL
AND
DISASSEMBLY

INSPECTION

ASSEMBLY
EF
7

EF
B

EF
B

The
fuel

pump
consists
of
a

body
rocker

arm
and
link

assembly
fuel

diaphragm
fuel

diaphragm

spring
seal

inlet
and
outlet
valves

The
fuel

diaphragm
consists
of

specially
treated
rubber

which
is

not
affected

by
gasoline
held

together
with
two

metal
discs

and
a

pull
rod

EF
5