ECO mode DATSUN PICK-UP 1977 Owner's Manual

Condition

Engine
hesitation

Engine
does
not

start
Engine
Fuel

Probable

cause

Main

jet
or
slow

jet
clogged

By
pass
hole
idle

passage
dogged

Emulsion
tube

dogged

Idling
adjustment
incorrect

Secondary
throttle
valve

operating

im

properly

Altitude

compensator
setting
incorrect

Cali

fornia
models

Fuel
overflows

No
fuel

Idling

adjustment
incorrect

Fast
idle

adjustment
incorrect

Damaged
anti
dieseling
solenoid

EF
37
Corrective
action

Clean

Clean
tube

Clean

Adjust

Overhaul
and
clean

Correct
H
L
lever

position

See
condition
overflow

Check

pump
fuel

pipe
and
needle
valve

Adjust

Adjust

Replace

Air
control
valve

CalifornIa
models

The
air
control
valve

con
troIs
the

quantity
of

secondary
air
fed

from
the

air

pump
according
to

engine
speed

and

load
condition
and

prevents
ex

cessive

temperature
rise
of
the

cataly

tic
converter

The
construction
is
as
shown
in

Figure
EC
16
The
intake
manifold

vacuum
and
air

pump
discharge
pres

sure

applied
to

the

diaphragm
chamber

actuate
the

valve
which
is

coupled
to

the

diaphragm
and
control
the

quanti

ty
of

secondary
air
to
be
fed
into
the

exhaust
manifold
in

response
to
the

engine
condition

c
From

air

pump

To

carburetor

air
cleaner

lr

J

EC291

Fig
EC
16
Air
control
valve

Anti
backfire
valve

This

valve
is

con
trolled

by
intake

manifold
vacuum
to

prevent
backfire

in
the

exhaust
system
at

the
ini

tial

period
of
deceleration

At
this

period
the
mixture
in
the

intake
manifold
becomes
too

rich
to

ignite
and
burn
in
the

combustion

chamber
and
burns

easily
in
the
ex

haust

system
with

injected
air
in
the

exhaust
manifold

The
anti
backfire
valve

provides
air

to
the
intake
manifold
to
make
the

air
fuel
mixture
leaner
and

prevents

backfire

A
schematic
drawing
of
the
anti

backfire
valve
is
shown
in

Figure

EC
17

The
anti
backfire
valve
inlet
is

con

nected
to
the
air
cleaner
and
the

outlet

to
the
intake
manifold

Th
correct
function
of
It
jS
valve

reduces
hydrocarbon
emission

during

aeceleration

If
the
valve
does
not
work

properly

unburned
mixture
will
be

emitted
Emission
Control

System

from
the
combustion
chambers
and

burns
with
the
aid
of
high

temperature

and

injected
air

which
causes
backfire

I
Tointake

c
manifold

vacuum

I

L

AirdisChaJ1le

I

to
mtake

manifold
From
air

cleaner

ECQ69

Fig
EC
11
Anti
back
ir
valve

Check
valve

A
check
valve
is
located
in
the
air

pump
discharge
lines
The
valve

pre

ven
ts
the
backflow
of
exhaust
gas

which
occurs
in

one
of
the

following

cases

1
When

the
air

pump
drive
belt

fails
2
When
relief
valve

spring
fails

Construction
is

shown
in

Figure

EC

18

F
rom

m

pump

1

Spring

2

Rubber
valve

3

Seat
Secondary
air

Exhaust

gas

EC292

Fig
EC
1B
Check
valve

AIr

InJaction
Into
axhaust

port

The

secondary
air

fed
from
the
air

pump
goes
through
the

check
valve
to

the
air

gallery
where
it
is
distributed
to

each
exhaust

port
The

secondary
air

is
then

injected
from
the
air

injection

nozzle
into

the
exhaust

port
near
the

exhaust
valve

n

L
y

r

V

Air
pump
relief
valve

The
air

pump
relief
valve

controls

the

injection
of
the

secondary
air
into

the
exhaust

system
when
the

engine
is

EG
11
3
I
Air

gallery

2

Exhaust
port

3
Air

jnjection
nozzle

4
Exhaust

manifold

EC293

Fig
EC
19
Air
injection
into
exhaust

port

running
at

high
speed
under
a

heavily

loaded
condition
It

accomplishes
the

following
functions
without

affecting

the

effectiveness
of
the
exhaust
emis

sion
control

system

Minimizes
exhaust

gas
tempera

lure
rise

2
Minimizes

horsepower
losses
re

suiting
from
air

injection
into
the

exhaust

system

3
Protects

pump
from
excessive

back

pressure

The
air

pump
relief
valve
is
installed

as
shown
in

Figure
EC

20

The

secondary
air
is

discharged

from
the
air

pump
relief
valve

to
the

dust
side
of
the
carburetor
air
cleaner

To
carburetor

air
cleaner

Secondary

air

To
carburetor

air

cleaner

J
erCOndary

r

r

EC294

Fig
EC
20
Air

pump
relief
valve
Emission
Control

System

Emargency
air
retial
valve

E
A
R
Valve

California
models

The

emergency
air
relief
valve
con

trols
the

quantity
of
secondary
air

fed

from
the
air

pump
according
to

load

condition
and
it

discharges
the
see

ondary
air
into
the

atmosphere
to

prevent
overheating
of
the

catalytic

converter

The

emergency
air
relief
valve
con

sists
of
a

diaphragm
a

spring
and

a

valve
which
is

coupled
to

diaphragm

1

Diaphragm

2

Val

3

Spring

4

Diaphragm
chamber

EC536

Fig
EC

21

mergency
air

relief
valve

OPERATION

As
mentioned

previously
there

are

two

types
of
Air

Injection
Systems

A
I

S
a

non
California

type
and
a
California

type
The
California
stand

ard

type
includes
a

system
which

controls

injection
of

secondary
air

so

as
to
assure

proper
function
of
the

catalytic
converter
and
a

system

which
controls
the

supply
of
second

ary
air
to

prevent
abnormal

tempera

tUfe
rise
in
the

catalytic
converter

The
A
I
S
consists
of
the

following

systems

L
A

system
which
allows

injection

of

secondary
air
into
the
exhaust

port

2
A

system
which

bypasses
sec

ondary
air

from
the
air

pump
relief

valve

to
the

carburetor
air

cleaner

during

high
speed
engine
operation

3
A

system
which

supplies
air

from

the
carburetor
air
cleaner

to
the
intake

manifold

by
means
of
the
anti

backfire

valve
so
as
to

prevent
after
fire

during

deceleration

4
A

system
which

controls

injection

of
the

secondary
air

by
means
of
the

air

control
valve

so
as
to
maintain
the

catalytic
converter
at
an

optimum

temperature
level
under

lightly
loaded

condi
tions

Califomia

type
only

5
A

system
which
controls
the

sup

ply
of

secondary
air

through
the
emer

gency
air

relief
vilve

io
pfevent
ab

normal

temperature
rise
of
the

cataly

tic

converter

California

type
only

A
I

S

operation
is

as
follows

I

I

t

1
r

9

I
Air

pump
6

Check
valve

I
0
L
2
Air

pump
air
deaner
7
Air

gallery
pipe

3
Air

relief
valve
8
Injection
non
e

r
4
Air
cleaner
9

Exhaust
manifold

5

Carburetor
10

Anti
backflIe
valve

EC179

Fig
EC
22
Non

California
type
A
I
S

EC
12

j

EC231

Thermal

vacuum
valva
o

o

m
Emission

Control

System

0

o

o

o

l

l
@

The
thermal
vacuum
valve

is

mounted
in

the

engine
thermostat

housing
It

detects

engine
coolan
t

tem

perature
by
means
of
a

built
in

bi

metal
and

opensor
closes
the

vacuum

passage
in
the

thermal
vacuum

valve

mt

li

t

00
t

EC232

Fig
EC
54
Thennal

vacuum
valve
To
E

G
R
control
valve

From
carburetor

1

Spring

2
Bi
metal

3

O

ring

E
G
R

warning

system

The

E
G
R

warning
system
install
1

Diaphragm
spring

2

Diaphragm

3
Valve
shaft

4

Valve

5
Valve

Seat

6
Valve
cham
ber

Fig
EC
53
E
G

R
control
value

When
the

vacuum

passage
is

open
the

carburetor
suction

vacuum
is

applied

to
the

diaphragm
of
the
E
G
R

con

trol
valve
to

actuate
the

taper
valve

connected
to
the

diaphragm

theconsiiiictlo

nlie
thermal

vacuum
valve
is

shown
below

ed

independently
of
the

E
G
R

con

trol

system
monitors

the
distance
the

car
has
travelled
and

indicates
when

EC
22
the
E

G
R

control

system
must
be

checked

The
E
G
R

warning
system
consists

of

an
odometer
switch

detector
drive

counter
E

G
R

warning

lamp
and

harnesses

When
the

earn
in
the

odom

eter
switch
connected
to

the

speed

ometer
turns

once
for

each
OAkm
4

mile
the

contact

point
of
the
elec

trica
circuit
closes

allowing
electric

current
to
flow

through
the

magnet

coil
of

the
detector

drive
counter

Thus

energized
the

magnet
coil
ac

Wates

the
latchet
to

turn
the
c
unter

wheel

by
one

pitch
When
the

number

of

counts
reaches
50
000
the
latchet

drops
in

a

groove
provided
on
the

periphery
of

the
counter
wheel
to

activate

the
detector

drive
counter

switch

Then
the

E
G
R

warning

lamp

comes
on

indicating
that
the
E
G
R

control

system
Should
be
checked

The

detector
drive

coun
teT
is

equip

ped
with
an
odometer
which

can
tell

when
to
service

the
E

G
R
contr0
I

system

After

completing

periodic
check

reset
the
odometer
to

zero
by
hand

proceeding
as
follows

1
Remove

grommet
installed
on

the
side

surface
of

detector
drive

counter
unit

2
insert

a
bar

or
a
screwdriver

tip

into
the

hole
from

which

grommet
has

been

removed
and

press
down
knob

provided
in

the
detector
drive
counter

for

resetting

The
E

G
R

warning

lamp
comes

on

under
the

following
circumstances

1
When
the
number
of

counts
has

reached
50
000
In
this

case
the

lamp

indicates
that
E

G
R

control

system

must
be
checked

2
When

operating
starter
motor

Notes

a
It
is

an
indication
of

problem
in

the

E

G
R

warning
lamp
or

problems

in
the

point
or
in
the
harnesses
if

the

lamp
does
not

light
at

50
000

counts

b

The
E

G
R

warning
system
is

mounted

on
all
620
models

except

those

bound
for
California
and

Canada

Ignition
Switch
Position
START

Detector
Drive

Counter

E
G
R

Warning
Lamp
ON

b
After

completing
inspection
of

E

G
R

control
system
be

sure
to

reset

odometer
of
detector
drive

counter
to

zero

c
This
item

applies
to
all
620
models

except
those
bound
for
California

and
Canada

3

With

engine
stopped
inspect

E
G
R
control
valve
for

any
indication

of

binding
or

sticking
by
moving
dia

phragm
of
control
valve

upwards
with

a

finger

2
When

engine
coolant

tempera

ture
is

high

I
Make

sure
that
E

G
R

control
valve

operates
when

engine
speed
is
in

creased
from
idling
to
3
000
to

3
500

rpm
Place
a

fmger
on
the

diaphragm
of
E
G
R
control

valve

to
check
for
valve

operation

2
If

E
G
R
control
valve
does
not

operate
check

as
follows

Disconnect
one
end
E

G
R
control

valve
side
of
vacuum
hose
connect

ing
thermal
vacuum
valve
to
E
G
R
Emission
Control

System

ON

Below

50
000
counts
Above

50
000
counts

OFF
ON

4
With

engine
running
inspect

E
G
R

control
valve
and
thermal
vacuo

um
valve
for
normal

operation

1
When

engine
coolant

tempera

ture

is
low

Make

sure
that
E
G
R

control
valve

does
not

operate
when

engine
speed
is

increased
from

idling
to
3
000
to

3
500

rpm

Place
a

fmger
on
the

diaphragm
of

E
G
R
control
valve
to

check
for
valve

operation

EC253

Fig
EC
62

Checking
E
G
R
control
valve

control
valve

Increase

engine
speed
from

idling
to

3
000
to
3

500

rpm

Make
su
re
that
thermal
vacu
um

valve
is

open
and
that

carburetor

vacuum
is

present
at
the
end

E

G
R
control

valve
side
of

vacu

um
hose

If
vacuum
is
weak
or

not

present
at

all

replace
thermal
vacuum
valve
If

vacuum
is

present
replace
E
G

R

control
valve

EC
25
EC254

Fig
EC

63

Checking
lhermal

vacuum
valve

If

any
difficulty
is
encountered
in

judging
the
condition
of

any

compo

nent

during
above

inspection
check

the

questionable
component
independ

ently
as

follows

E
G
R

control
valve

Dismount
E

G
R

control
valve

from

engine

I

Apply
vacuum
to

E
G
R

control

valve

referring
to
the

following
figure

If

the
valve

moves
to
full

position
it
is

normal

E
G
R

control
valve
will
remain

open
for
more

than
30

seconds
after

vacuum
has
cut

off

la

ET152

Fig
EC
64

Checking
E
G
R

control

ualue

2

Visually
check
E
G
R

control

valve
for

damage
wrinkle
or
defonna

tion

3

Clean
the

seating
surface
of

E
G
R
control
valve
with
a
brush

and

compressed
air

and
remove

foreign

matter
from
around
the
valve
and

port

NON
CALIFORNIA
MODELS
Engine
Electrical

System

IGNITION
CIRCUIT

CONTENTS

EE
26

CALIFORNIA
MODELS
EE
2B

NON

CALIFORNIA
MODELS

The

ignition
circuit
consists

of
the

ignition
switch
coil

distributor

wiring
spark
plugs
and

battery

The
circuit

is

equipped
with
a

resistor

During
cranking
electrical

current

bypasses
the
resistor

thereby

connecting
the

ignition
coil

directly
to

battery
This

provides
full

battery

voltage
available
at
coil
and

keeps

ignition

voltage
as

high
as

possible

The

low

voltage
current
is

supplied

by
the

battery
or

alternator
and

flows

through
the

primary
circuit

It
consists

of
the

ignition
switch
resistor

primary
winding
of
the

ignition
coil

distributor
contact

points
condenser

and
all

connecting
low
tension

wiring

The

high

voltage
current
is

pro

duced

by
the

ignition
coil

and
flows

through
the

secondary
circuit
result

ing
in

high

voltage
spark
between
the

electrodes
of

the

spark
plugs
in

engine

cylinders
This
circuit
contains

the

0
cl

Battery

Ignition
coil
secondary
winding
of

the

ignition
coil

high
tension

wiring
distributor
rotor

and

cap

When
the

ignition
switch
is

turned

on
and
the

distributor
contact

points

are
closed

the

primary
current

flows

through
the

primary
winding
of
the

coil
and

through
the

contact

points
to

ground

When
the

contact

points
are

opened

by
the

revolving
distributor
earn
the

magnetic
field
built

up
in
the

primary

winding
of
the

coil
moves

through
the

secondary
winding
of
the

coil

inducing

high
voltage
The

high

voltage
is

produced

every
time

the

contact

points

open
The

high
voltage
current

flows

through
the

high
tension
wire

to
the
distributor

cap
Then
the
rotor

distributes
the
current
to

one
of
the

spark

plug
terminals
in
the
distributor

Re5istor

To

starter

Secondary

winding

Cap

Breaker

point

f

Distributor

EE
26
cap

Then
the

spark
obtains
while
the

high
voltage
current

jumps
the

gap

between
the

insulated
electrode
and

the

ground
side
electrode
of
the

spark

plug
This

process
is

repeated
for
each

power
stroke
of

the

engine

The
distributor
contact

point
and

spark
plugs
should
be

inspected
clean

ed

and

regapped
at

tune

up
They

should
also
be

replaced
periodically
as

specified
in

the
Maintenance

Sched

ule
In

addition

apply
grease
NLGl

consistency
No
I

containing

MoS2
or

equivalent
to
distributor

shaft
and

grease
MIL
G
l0924B

containing

MoS2
or

equivalent
to
cam
as
reo

quired

The
remainder

of
the

ignition

component

parts
should
be

inspected

for

only
their

operation
tightness
of

electrical
terminals
and

wiring
con

dition

The

ignition
circuit
is
shown
below

IR

IB

I

is
21

J
g

Rotor

head

EE060

Fig
EE

53

Ignition
ydem
circuit

diagram

Primary
winding

1

Ignition
coo

I

Secondary

winding
CALIFORNIA
MODELS

The

ignition
circuit

consists
of

igni

tion

switch
transistor

ignition
unit

distributor

wiring
spark

plugs
and

battery

The

distributor
is
of
the
contactless

type
and
is

equipped
with
a

pick
up

coil
which

electrically
detects
the

igni

tion

timing

signal
in

place
of
the

circuit

breaker
of
the
conventional

distributor
The
transistor

ignition
unit

is
a
new
addition
which

generates
the

signal
required
for
the
make

and
break

of
the

primary
electric
current
for
the

ignition
coil

The
circuit
is

equipped
with
a

resistor

During
cranking
electrical

current

bypasses
the

secondary
resis

tor

thereby
connecting
the

ignition

coil

through
the

primary
resistor
This

makes

battery
voltage
available
at
ef

ficiently
and

keeps
ignition
voltage
as

high
as

possible

The

primary
resistor

selVeS
to

pro

tect
transistor

ignition
circuit

The
low

voltage
current
is

supplied

by
the

battery
or
alternator
and
flows

through
the

primary
circuit

It
consists
of
the

ignition
switch
Engine
Electrical

System

resistor

primary
winding
of
the

igni

tion

coil
transistor

ignition
unit
and

all

connecting
low
tension

wiring

The

high
voltage
current
is

pro

duced

by
the

ignition
coil
and

flows

through
the

secondary
circuit

result

ing
in

high

voltage
spark
between
the

electrodes
of
the

spark
plugs
in

engine

cylinders

This
circuit
contains
the

secondary

winding
of

the

ignition
coil
distribu

tor

high
tension
wires
to
coil
and

spark
plugs
distributor
rotor
and

cap

When
the

ignition
switch
is
turned

on
and
the

distributor
reluctor
rotates

the

primary
current
flows

through
the

primary
winding
of
the

coil
and

through
transistor

ignition
unit
to

ground

When
the

prim

ary
circuit
is

opened

by
circuit

of
transistor

ignition
unit

the

magnetic
field

built

up
in
the

primary
winding
of
the
coil
moves

through
the

secondary

winding
of
the

coil

inducing
high
voltage
This

high

Battery
Primary
Secondary

I

Resistor

To

starter

r
Transis
tor

ignition

unit
I

I

Pick
up

rcoil

r
Rotor
head

nl

J
R5

U1f

1

Retuctor
r
oi

l
f
S

park

plugs
voltage
is

produced

every
time
the

primary
circuit

opens

The

high

voltage
current
flows

through
the

high
tension
wire
to

the

distributor

cap
then
the
rotor

distri

butor

cap
then
the

rotor
distributes

the

current
to

one
of

the

spark
plug

terminals
in

the
distributor

cap

Then
the

spark
occurs
while
the

high

voltage
current

jumps
the

gap

between
the
insulated
electrode

and

the

ground
side
electrode
of
the

spark

plug
This

process
is

repeated
for

each

power
stroke
of

the

engine

The

spark

plug
should
be

inspected

cleaned
and

regapped
at
tune

up

Spark
plugs
should
also
be

replaced

periodically
as

specified
in
the
Main

tenance
Schedule

The

remainder
of
the

ignition
com

ponent
parts
should

be

inspected
for

only
their

operation
air

gap
of

distri

butor

tightness
of
electrical
terminals

and

wiring
condition

Apply
grease

NLGI
consistency

No
I

containing
MoS
or

equivalent

to
distributor
rotor
shaft
as

required

EE287

EE
28
Fig
EE
55

Ignition

8Y3tem
circuit

diagram

Engine
Electrical

System

SERVICE
DATA
AND
SPECIFICATIONS

D4A4

06
D4A4
07

Type
D4A6
07
D4A6
08

Firing
order
1
3
4
2
13
4
2

Rotating
direction
Counterclockwise
Counterclockwise

Owen

angle
degree
490
to
550
490

to
550

Point

gap
mm
in
0

45
to
0

55
0
45
to
0
55

0
018
to

0
022
0
018
to
0

022

Point

pressure
kg
lb
0
40

to
0
55
0
40
to
0
55

0

88
to
1

21
0
88
to
1
21

Condenser

capacity
JlF
0
20

to
0
24
0
20

to
0
24

Condenser
isolate
resistance
Mrl
5
5

Cap
isolate
resistance
Mrl
50
50

Rotor
head
isolate
resistance
Mrl
50
50

Cap
carbon

point
length
mm
in
10

0
39
10
0
39

For
Canada

DISTRIBUTOR
California
models

CONSTRUCTION

CHECKING
AND
ADJUSTMENT

CAP
AND

ROTOR
HEAD

AIR

GAP

CONSTRUCTION

In
the
conventional
distributor
the

ignition
liming
is

detected

by
the
cam

and
breaker
arm
while
in
this
transis

tor

ignition
unit
it
is

detected

by
the

reluctor
on
the
shaft
and
the

pick
up

coil

provided
in

place
of
the
breaker

The

pick
up
coil
consists
of
a

magnet

coil
etc
The
amount
of

magnetic
flux

passing
through
the

pole
piece
in
the

coil
is

changed
at
the

moment
the

pole
CONTENTS

EE
33

EE
33

EE
33

EE
33
ADVANCE
MECHANISMS

DISASSEMBLY

ASSEMBLY

SERVICE
DATA
AND
SPECIFICATIONS
EE
33

EE
35

EE
35

EE
36

piece
faces
the

protrusion
of
the

re

luctor

and
then
the
electrical

signal
is

genera
ted
in
the

pick
up
coil

This
electric
signal
is

conducted

into

the
transistor

ignition
unit
which

in

turn
breaks
tI
e

primary
coil
current

running
through
the

ignition
coil
and

generates

high
voltage
in
the

secondary

winding
Also
this
transistor

ignition

EE
33
unit

utilizes
this
electric

signal
to

restore
the

primary
coil
to
the

original

state
after

cutting
off
the

primary

current
for
a
fIXed
time

The

centrifugal
and
vacuum
ad

vance
mechanisms

employ
the
con

ventional
mechanical

type
The
con

tactor
is
used
to
eliminate
vacuum

and

centrifugal
advance

hysteresis

I

The

ignition
coil
is

an
oil
f1l1ed

type
The

ignition
coil
case

is
filled

with
oil
which
has

good

insulating
and

heat

radiating
characteristics

The

ignition
coil
has
a

greater
ratio

between
the

primary
and

secondary

windings
to

step
up
battery
voltage
t

high
voltage
This
causes

stronger

sparks
to

jump
the

spark
plug

gap

The

cap
is
made
of

alkyd
resin

which
offers

high
resistance
to
lectric

arc
and
increased
insulation

The

ignition
coil
and
resistor
should

be
handled

as
a
matched
set

When

high
tension
wire
is

installed

to

ignition
coil
there
should
be

no

clearance
between
their

caps

I
EE354

1

High
tension
wire

2
Rubber

cap

Fig
EE

94
Correcl
installation

of

high

t
Mjon

win

SPECIFICATIONS

Type

Primary
voltage

Spark
gap

Primary
resistance
at
200C
680F

Secondary
resistance

at
200C
680
F
KSl

External

resistor
at20
C

680F
n
Engine
Electrical

System

IGNITION
COIL

California
models

f
ID

@

J

C

ID

I
1W

1
R

bber

cap
for

ignition
coil

2

Secondary
terminal

3

Cap

4

Primary
terminal

5

Spring

6

Secondary
winding

7

Primary
winding

Notes

a
Do

not
disconnect

high
tension

wires
from

spark
plugs
during
en

gine

mnning
California

models

only

b

RoD

up
high
tension

wire
mbber

cap
and
instaD

high
tension
wire
to

ignition
coil

securely
Refer
to

Figure
EE
9S
Non
califomia

models

EE314

8
Side
core

9
Insulator
coil

10
Center
core

11

Segment

12
Case

13
Rubber

cap
Cor
terminal

Fig
EE
93
Sectional
view

of

ignition
coil

Fig
EE

95

Installing
high
tension
wire

Non

California

California
models

models

C6R
618

HS
15
18
CIT

16
STC
9

12
12

more
than
7

0
28
more
than
7

0
28

1
08
to
1
32
0
45
to

0
55

8
24
to

12
4
8
5
to

12
7

1
5
1
3

0
4
0

9
V

mm
in

n

EE
46

The
model
3N7l
B
automatic

trans

mission
is

a

fully
automatic

unit
con

sisting
primarily
of
3
element

hydrau

lic

torque
converter
and

two

planetary

gear
sets
Two

multiple
disc
clutches
a

multiple
disc
brake
a
band
brake
and

a
one

way

sprag
clutch

provide
the

friction
elements

required
to
obtain

the
desir
d
function
of
lhe
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
V

chide

speed

and

engine
manifold
vacuum

signals

are

constantly
fed
to
the

transmission

to

provide
the

proper
gear
ralio
for

maximum

efficiency
and

performance

at
all
throttle

openings

The
model
3N71
B
has
six

selector

1

9sition
LP
R

N
D
2
1

I

Park

position
positively
locks

the

output
shaft
to

the
transmission

case

by
means
of
a

locking

pawl
to

prevent
the
vehicle
from

rolling
in

either
direction

This

position
should
be

selected

whenever
the
driver
leaves
Ihe
vehicle

Thc

engine

may
be
slarted
in
Park

position

R
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

0
Drive

range
is
used

for
all

normal

driving
conditions

Drive

range
has
three

gear
ratios

from
the

starting
ratio

to
direct
drive
Automatic
Transmission

DESCRIPTION

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
I

range
can
be

selected
at

any
vehicle

speed
and
the
transmission

will
shift
to

second

gear
and
remain
in

second
until
v

hicle

speed
is
reduced

10

approximately
40
to
50

kmfh
25

to
30
MPH

I

range
position
prevents
the

transmission
from

shifting
out
of
low

gear
This
is

particularly
beneficial
for

maintaining
maximum

engin
braking

when

continuous
low

gear
operation
is

desirable

The

torque
converter

assembly
is
of

welded

construction
and
can

nOlbe

disassembled

for
service

FLUID
RECOMMENDATION

Use
automatic
transmission

fluid

having
DEXRON
identifications

only
in
the
3N71
B

automatic
transmis

sion

IDENTIFICATioN
NUMBER

Stamped

position

The

plate
is

attached
to
the

right

hand

side
of
transmission
case

as

shown
io

Figure
AT

I

AT
2
AT344

Fig
AT
I

Identification
number

Identification

of
number

Arrangements

See
below

Model
code

JAPAN

AUTOMATIC

0J
TRANSMISSION
CO
LTD

I
MODEL
X2402

I

J
I
NO

4912345

I

Unit
number

Number

designation

4
9

I

234
5

L

Serial

production

number
for

the
month

Month
of

production

X

Oct
Y

Nov
Z
Dec

last

figure
denoting

the

year
A
D