ECO DATSUN PICK-UP 1977 Repair Manual
Page 213 of 537
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
Page 228 of 537
CLUTCH
CYLINDER
MASTER
Removal
and
installation
Removal
I
Remove
clcvis
pin
at
push
rod
2
Disconnect
clutch
tube
from
master
cylinder
and
drain
clutch
fluid
3
Remove
bolts
securing
master
Disassembly
and
assembly
CLUTCH
cylinder
to
the
vehicle
and
dismount
master
cylinder
Note
Remove
dust
cover
from
master
cylinder
body
on
the
side
of
driv
er
s
seat
Installation
To
install
reverse
the
order
of
removal
Closely
observe
the
following
instructions
1
Adjust
pedal
height
by
changing
pedal
stopper
length
Disassembly
1
Remove
dust
cover
and
remove
stopper
ring
from
body
2
Remove
push
rod
and
piston
as
sembly
3
Take
off
piston
cups
4
Remove
spiing
seat
from
piston
and
take
off
supply
valve
if
necessary
See
Figure
CL
19
Note
Discard
piston
cup
supply
valve
and
spring
seat
after
removal
Assembly
To
assemble
reverse
the
order
of
disassembly
Closely
observe
the
fol
lowing
instructions
I
Dip
piston
cup
in
brake
fluid
before
installing
Make
sure
that
it
is
correctly
faced
in
position
2
Apply
a
coating
of
brake
fluid
to
cylinder
and
piston
when
assembling
3
Press
piston
into
spring
seat
when
assembling
CL
7
2
Bleed
air
out
of
hydraulic
system
Tightening
torque
Master
cylinder
to
dash
panel
0
8
to
1
2
kg
m
5
8
to
8
7
ft
lb
Clutch
tube
connector
Flare
nut
1
5
to
1
8
kg
m
II
to
13
ft
lb
3
Using
Flare
Nut
Torque
Wrench
GG94310000
tighten
each
connector
to
the
specified
torque
1
Reservoir
cap
2
Reservoir
3
Reservoir
band
4
Cylinder
body
5
Supply
valve
stopper
6
Return
spring
7
Spring
seat
8
Valve
spring
9
Supply
valve
rod
10
Supply
valve
11
Primary
cup
12
Piston
13
Push
rod
14
Secondary
cup
15
Stopper
16
Stopper
ring
17
DU5t
cover
18
Lock
nut
CL265
Fig
CL
19
Exploded
view
of
maater
cylinder
Note
The
clutch
master
cylinder
is
available
in
both
NABCO
make
and
TOKICO
make
There
is
no
inter
changeability
of
repair
kits
or
com
ponent
parts
between
NABCO
and
TOKlCO
makes
When
replacing
the
repair
kit
or
component
parts
ascertain
the
brand
of
the
clutch
IIIBSter
cylinder
body
Be
sure
to
use
parts
of
the
same
make
as
the
former
ones
Page 229 of 537
Inspection
Note
To
clean
or
wash
all
parts
of
master
cylinder
operating
cylinder
and
piping
clean
brake
fluid
must
be
used
Never
use
minera10ils
llUch
as
gasoline
and
kerosene
It
will
ruin
the
rubber
parts
of
the
hydrau
lic
system
I
Check
cylinder
and
piston
for
uneven
wear
or
damage
and
if
neces
sary
replace
2
If
the
clearance
between
cylinder
and
piston
is
more
than
0
15
mm
0
0059
in
replace
cylinder
3
Renew
piston
cup
when
dis
assembled
It
must
also
be
replaced
when
wear
or
deformation
due
to
fatigue
or
damage
is
found
4
Damaged
dust
cover
oil
reservoir
or
cap
should
be
replaced
Return
spring
and
valve
spring
must
also
be
replaced
when
they
are
broken
or
weak
5
Replace
clutch
hose
and
tube
if
any
abnormal
sign
of
damage
or
de
fro
ti
n
is
found
OPERATING
CYLINDER
Removal
and
installation
Removal
1
Detach
clutch
hose
from
operat
ing
cylinder
2
Remove
two
bolts
securing
op
erating
cylinder
to
clutch
housing
Installation
Install
in
the
reverse
order
of
re
moval
Observe
the
following
instructions
Bleed
air
thoroughly
from
clutch
hydraulic
system
2
Do
not
install
return
spring
or
clutch
will
not
be
disengaged
properly
Tightening
torque
Operating
cylinder
securing
bolt
2
5
to
3
5
kg
m
18
to
25
ft
lb
Bleeder
screw
0
7
to
0
9
kg
m
5
1
to
6
5
ft
Ib
Clutch
hose
connector
1
7
to
2
0
kg
m
12
to
14
ft
b
CLUTCH
Disassembly
and
assembly
Disassembly
1
Remove
push
rod
with
dust
cover
2
Remove
piston
assembly
and
pis
ton
spring
3
Remove
bleeder
screw
1
6
Cl11B
5
Piston
cup
6
Operating
cylinder
7
Bleeder
screw
1
Push
rod
2
Dust
cover
3
Piston
spring
4
Piston
Fig
CL
20
Exploded
view
of
operating
cyUnder
Assembly
Assemble
in
the
reverse
order
of
disassembly
Closely
observe
the
fol
lowing
instructions
1
Prior
to
assembly
dip
piston
cup
in
clean
brake
fluid
When
installing
cup
pay
particular
attention
to
its
direction
2
Dip
cylinder
and
piston
in
clean
brake
fluid
before
assembly
Notes
a
Be
sure
to
install
piston
assembly
with
piston
spring
in
place
b
The
clutch
operating
cylinder
is
available
in
both
NABCO
make
and
TOKICO
make
There
is
no
inter
changeability
of
repair
kits
or
com
ponent
parts
between
NABCO
and
TOKICO
makes
When
replacing
the
repair
kit
or
component
parts
ascertain
the
brand
of
the
clutch
operating
cyl
inder
bndy
Be
sure
to
use
parts
of
the
same
make
as
the
former
ones
Inspection
Visually
inspect
all
disassembled
parts
replacing
those
found
worn
or
rl
Q
damaged
too
badly
beyond
speci
fications
BLEEDING
CLUTCH
SYSTEM
The
hydraulic
clutch
system
must
be
bled
whenever
clutch
line
has
been
disconnected
or
air
has
entered
it
When
pedal
action
has
a
spongy
feeling
it
is
an
indication
that
air
has
entered
the
system
Bleeding
clutch
system
is
an
es
sential
part
of
regular
clutch
service
I
Remove
reservoir
cap
and
top
up
with
recommended
brake
fluid
2
Thoroughly
clean
mud
and
dust
from
bleeder
screw
of
operating
cyl
inder
so
that
outlet
hole
is
free
from
any
foreign
rnaterial
Install
bleeder
hose
vinyl
hose
on
bleeder
screw
Place
the
other
end
of
it
in
a
clean
container
3
Have
a
co
worker
depress
clutch
pedal
two
or
three
times
With
clu
tch
pedal
depressed
fully
loosen
bleeder
screw
to
bleed
air
out
of
clutch
sys
tern
4
Close
bleeder
screw
quickly
as
clutch
pedal
is
on
down
stroke
5
Allow
clutch
pedal
to
return
slowly
with
bleeder
screw
closed
6
Repeat
steps
4
and
5
until
no
air
bubble
shows
in
the
vinyl
hose
7
Operate
clutch
several
times
then
check
connections
for
external
hydraulic
leaks
Notes
a
Brake
fluid
containing
air
is
white
and
has
visible
air
bubbles
b
Brake
fluid
containing
no
air
runs
out
of
bleeder
screw
in
a
solid
stream
without
air
bubble
c
Pay
close
attention
to
clutch
fluid
level
in
reservoir
during
bleeding
operation
d
Do
not
reuse
brake
fluid
drained
during
bleeding
operation
e
Exercise
care
not
to
splash
brake
fluid
on
exterior
fInish
as
it
will
damage
the
paint
f
Pour
brake
fluid
into
reservoir
up
to
specifIed
level
Page 248 of 537
5
Apply
a
light
coat
of
multi
purpose
grease
to
withdrawal
lever
release
bearing
and
bearing
sleeve
in
stall
them
on
clutch
housing
After
connecting
them
with
holder
spring
instaU
dust
cover
on
clutch
housing
6
Install
control
lever
temporarily
and
shift
control
lever
through
all
gears
to
make
sure
that
gears
opera
Ie
smoothly
Note
Install
drain
plug
and
filler
plug
ith
sealant
in
place
Manual
Transmission
INSTALLATION
Install
the
transmission
in
the
reo
verse
order
uf
removal
paying
atten
tion
to
the
following
points
1
Before
installing
dean
mating
surfaces
of
engine
rear
plate
and
trans
mission
case
2
Before
installing
lightly
apply
grease
to
spline
parts
of
clutch
disc
and
main
drive
gear
3
Tighten
bolts
securing
trans
mission
to
engine
to
specifications
See
Figure
MT
55
5
SPEED
TRANSMISSION
TYPE
DESCRIPTION
REMOVAL
DISASSEMBL
Y
TRANSMISSION
CASE
DISASSEMBLY
DISASSEMBL
Y
OF
GEAR
ASSEMBLY
REAR
EXTENSION
DISASSEMBLY
ADAPTER
PLATE
DISASSEMBLY
INSPECTION
TRANSMISSION
CASE
AND
REAR
EXTENSION
HOUSING
DESCRIPTION
The
transmission
is
of
a
5
speed
forward
with
overdrive
4
OD
speed
fully
synchronized
constant
mesh
type
that
uses
helical
gears
The
5
speed
transmission
covered
in
this
section
is
similar
in
all
respects
to
the
4
speed
transmission
type
F4W71B
stated
previously
except
the
CONTENTS
MT14
MT17
MT17
MT17
MT17
MT18
MT19
MT19
4
4
to
5
9
kg
m
32
to
43
ft
Ib
1
0
9
to
1
2
kg
m
7
to
9
rt
lb
TM773
Fig
MT
55
Tightening
torque
4
Remove
filler
plug
and
fIll
trans
mission
with
recommended
gear
oil
to
the
level
of
the
plug
hole
Approxi
mately
I
7
liters
3
pt
3
pt
FS5W71B
BEARING
GEARS
AND
SHAFTS
BAULK
RING
OIL
SEAL
ASSEMBL
Y
FRONT
COVER
ASSEMBLY
REAR
EXTENSION
ASSEMBLY
GEAR
ASSEMBLY
TRANSMISSION
ASSEMBLY
INSTALLATION
MT19
overdrive
position
of
it
The
overdrive
gear
rides
on
the
mainshaft
freely
through
the
needle
roller
bearing
and
counter
overdrive
gear
is
fitted
to
the
countershaft
by
splines
The
overdrive
synchronizer
system
is
on
the
mainshaft
rear
side
MT14
MT19
MT19
MT19
MT19
MT19
MT19
MT19
MT19
MT
20
MT20
Placing
the
control
lever
in
over
drive
position
brings
the
reverse
OD
coupling
sleeve
reverse
gear
on
main
shaft
into
mesh
with
overdrive
clutch
gear
The
reverse
OD
synchronizer
hub
is
fItted
to
the
mainshaft
by
splines
so
the
overdrive
gear
on
main
shaft
turns
together
with
the
main
shaft
Page 262 of 537
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
Page 265 of 537
plate
The
parking
rod
pin
operates
the
rod
at
p
range
and
operates
the
mechanical
lock
system
The
above
described
manual
shaft
is
further
equipped
with
an
inhibitor
switch
A
rotor
inside
the
inhibitor
switch
rotates
in
response
to
each
range
When
tne
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
rolor
closes
the
back
up
lamp
circuit
and
the
back
up
lamp
lights
CD
1
Manual
pia
te
2
Inhibitor
switch
ATOB7
Parking
rod
Manual
shaft
Fig
AT
4
Manual
linkage
VACUUM
DIAPHRAGM
The
vacuum
diaphragm
is
installed
on
the
left
center
portio
n
of
the
transmission
case
The
internal
con
struction
of
the
vacuum
diaphragm
is
as
follows
A
rubber
diaphragm
forms
a
parti
tion
in
the
center
The
engine
intake
manifold
negative
pressure
l
led
through
a
vacuum
tube
and
spring
force
is
applied
to
the
front
surfaceof
the
rubber
diaphragm
while
atmos
pheric
pressure
is
applied
to
the
back
surface
The
difference
between
pres
sure
applied
to
the
front
and
ba
K
I
surfaces
causes
a
vacuum
reactIOn
which
activates
the
throttle
valve
of
the
control
valve
inside
the
transrhis
sion
case
Wheri
accelerator
pedal
is
fully
de
pressed
and
the
buretor
is
fU
IIy
opened
but
th
engirie
sp
eed
is
not
suificientl
increased
the
manifold
negative
plre
sure
lowers
Le
tends
towards
atmospheric
pressure
and
the
Automatic
Transmission
vacuum
reaction
increases
since
the
flow
velocity
of
mixture
inside
the
intake
m
mifold
is
slow
Contrarily
when
the
engine
speed
increases
and
the
flow
velocity
of
the
mixture
in
creases
or
when
the
carburetor
is
closed
the
manifold
negative
pressure
increases
Le
tends
towards
vacuum
and
the
vacuum
reaction
is
reduced
Thus
a
signal
to
genera
Ie
hydraulic
pressure
P
rfe
tly
suited
to
the
engine
loading
at
trye
control
valve
is
trans
mitted
from
the
vacuum
diaphragm
and
the
most
suitable
timing
for
speed
change
and
lin
e
pressure
is
obtaine
so
that
the
most
proper
torque
capacity
is
obtained
against
the
transmitting
torque
To
inl
lkc
manifold
AT088
Fig
AT
5
Vacuum
diaphragm
DOWNSHIFT
SOLENOID
T
e
downshift
solenoid
is
of
a
magnetic
type
installed
on
the
left
re
r
portion
of
the
transmission
case
When
a
driver
requires
accelerating
power
and
dePresses
the
accelerator
pedal
down
to
the
stopper
a
kickdown
switch
19ca
ted
in
the
middle
of
the
accelerator
link
is
depressed
by
a
push
rod
he
kickdown
switch
doses
cur
rent
flows
to
the
solenoid
the
sole
noid
push
rod
is
depressed
the
down
shift
valve
of
the
control
valvc
insidc
the
transmi
ssion
case
is
depressed
nd
the
speed
is
changed
forcedly
fmm
3rd
to
2nd
within
a
cerlaill
vehi
cle
speed
limit
Note
Since
theki
kdown
switch
closes
when
the
accelerator
pedal
is
d
epr
ssed
from
7
i
t
I
S
I
6
of
tiie
whole
stroke
the
a
ccel
rator
ped
1
should
be
correctly
adjusted
so
as
arf
rd
a
omplete
stro
e
I
The
arrangement
of
the
swit
h
wries
ccording
m
eI
AT
S
c
C
r
11
I
Kickdown
h
switch
Dowri
shift
solenoid
AT089
Fig
AT
6
Downshifl80lenoid
GOVERNER
VALVE
The
primary
and
secondary
gover
nor
valves
are
installed
separately
on
the
back
of
the
oil
distributor
on
the
transmission
outp
t
sha
ft
tn
y
op
erate
al
the
same
speed
as
th
ar
iJf
tile
output
shaft
thai
is
they
operate
at
a
speed
in
proportion
10
the
vehicle
speed
The
line
press
retis
applied
to
those
valves
s
the
input
from
the
control
valve
through
the
transmission
case
rear
flange
and
oil
distributor
The
governor
pressure
in
proportion
to
the
ouiput
shaft
speed
vehicle
speed
is
led
to
the
shift
valve
ofthe
control
valve
through
the
opposite
route
of
the
output
In
this
manner
speed
change
and
line
pressure
are
controlled
Operation
of
secondary
governor
valve
T
e
secon
ary
valve
is
a
contro
valve
Y
hich
receives
line
pressure
an
cqQ
rols
the
governor
pressu
e
When
the
manual
valve
is
selected
at
D
2
or
l
range
line
pressure
is
applied
t
the
ri
g
sh
aped
area
of
this
valve
from
circuit
I
l
and
this
I
v
Jy
is
depressed
lOW
jr
tI
c
fer
Movemcnt
of
this
valvl
III
a
cr
in
positillll
doses
the
dr
uit
from
Olto
15
while
simultaneously
making
a
sr
rronl
IS
to
Iii
center
d
niin
port
and
press
re
in
tllc
ci
rJ
it
l5j
is
lowered
When
thc
vehicle
is
stopped
1
d
the
cenlrifugal
force
of
this
valve
is
zero
the
v
lve
is
balanced
At
this
poini
a
govcr
lOr
pressurc
y
hich
bal
i1
nced
with
th
spr
ng
force
occurs
on
IS
Wh
n
thc
vehicle
is
st
rted
nd
the
centrifugal
fqr
incre
ses
this
valve
movcs
slightly
10
Ihc
oUlSide
and
as
Page 266 of 537
the
space
from
I
to
IS
increases
space
from
15
to
the
drain
port
simultaneously
decreases
As
a
resull
governor
pressure
of
15
increases
and
the
governor
pressure
is
balanced
with
the
sum
of
centrifugal
force
and
spring
force
The
governor
pressure
thus
changes
in
response
to
the
vehicle
speed
change
centrifugal
force
Operation
of
prlmar
governor
valve
The
valve
is
an
ON
OFF
valve
which
closes
the
governor
pressure
IS
regulated
by
the
secondary
gover
nor
valve
when
the
vehicle
reaches
the
minimum
speed
and
when
the
vehicle
speed
exceeds
a
certain
level
the
governor
opens
and
forwards
the
gov
ernor
pressure
15
to
the
control
valve
When
the
vehicle
is
stopped
the
governor
pressure
is
zero
However
when
the
vehicle
is
running
slowly
this
valve
is
depressed
to
Ihe
center
and
the
groove
to
15
is
closed
since
the
governor
pressure
applied
to
the
ring
shaped
area
is
higher
than
the
centrifugal
force
of
this
valve
When
the
governor
speed
exceeds
a
certain
revolution
the
governor
pressure
in
the
circuit
15
also
increases
How
ever
as
the
centrifugal
force
increases
and
exceeds
the
governor
pressure
this
valve
moves
toward
the
outside
and
the
governor
pressure
is
transmitted
to
the
circuil
5
Two
different
valves
are
employed
in
the
governor
so
that
it
will
inde
pendently
control
the
speed
at
high
and
low
speeds
That
is
within
the
low
speed
range
the
governor
pressure
is
not
generated
because
of
the
primary
valve
whereas
at
the
high
speed
range
above
the
breaking
point
governor
pressure
is
regulated
by
the
secondary
valve
The
breaking
point
is
the
point
at
which
the
function
of
one
of
the
governor
is
transferred
to
the
other
as
the
speed
changes
from
the
low
speed
to
the
high
speed
range
Automatic
Transmission
To
onlml
valve
l
Governor
pre
S1I
1I5
j
I
Q
J
J
f
1
1
CID
l
l
m
Line
pressure
t
D@
I
Primary
governor
2
Secondary
governor
3
Governor
valve
body
AT090
4
Oil
di
lributor
5
Output
sh
lft
Fig
AT
7
Cr05s
sectionallliew
of
governor
CONTROL
VALVE
ASSEMBLY
Ai09
Fig
AT
S
Output
shaft
with
oil
distributor
and
overnor
r
@
@
0
aBUlllI8
iUQlli
V
JlAU
I
Oil
distributor
2
Governor
nlve
body
A
T092
3
Primary
governor
valve
4
Secondary
governol
valve
Fig
A
T
9
Exploded
view
of
governor
Flow
cbar
of
control
valve
system
Oil
from
pump
Regulator
valve
1
I
i
j
Throttle
valve
I
I
l
Manual
valve
I
I
I
I
I
I
I
L
n
L
j
Speed
change
valve
I
I
t
t
I
I
I
I
I
I
Governor
I
I
valve
I
I
I
L
L
1
II
Auxiliary
valve
Line
pressure
j
Clutch
and
brake
The
control
valve
assembly
receives
oil
from
the
pump
and
individual
signals
from
the
vacuum
diaphragm
and
transmits
the
individual
line
pres
sures
to
the
transmission
friction
ele
ment
torque
converter
circuit
and
lubricating
system
circuit
as
outputs
More
specifically
the
oil
from
the
oil
pump
is
regulated
by
the
regulator
valve
as
line
pressure
build
up
the
line
pressure
is
fed
out
from
the
control
valve
assembly
through
various
direc
AT
6
tion
changeover
valves
including
ON
OFF
valve
and
regulator
valves
are
newly
reformed
to
a
throllle
system
oil
pressure
and
operate
other
valves
Finally
the
line
pressure
is
transmilled
to
the
required
dutch
or
brake
servo
pisJon
unit
in
response
to
the
individu
af
running
conditions
after
re
ejving
signals
from
the
va
uum
diaphragm
downshift
solenoid
governor
V
dlvc
and
or
manual
linkage
Page 267 of 537
The
control
valve
assembly
consists
of
the
following
valves
See
Figure
AT
20
I
Pressure
regulator
valve
PRV
2
Manual
valve
MNV
3
I
st
2nd
shift
valve
FSV
4
2nd
3rd
shift
valve
SSV
5
Pressure
modifier
valve
PMV
6
Vacuum
throttle
valve
VTV
7
Throttle
back
up
valve
TBV
8
Solenoid
downshift
valve
SDV
9
Second
lock
valve
SL
V
10
2nd
3rd
timing
valve
TMV
Pressure
regulator
valve
PRV
The
pressure
regulator
valve
re
ceives
valve
spring
force
force
from
the
plug
created
by
the
throttle
pres
sure
16
and
line
pressure
7
and
force
of
the
throttle
pressure
18
With
the
interaction
of
those
forces
the
PRY
regulates
the
line
pressure
7
to
that
most
suitable
for
individual
driving
conditions
The
oil
from
the
oil
pump
is
ap
plied
to
the
ring
shaped
area
through
orifice
20
As
a
result
the
PRV
is
depressed
downward
and
moves
from
port
7
up
to
such
extent
that
the
space
to
the
next
drain
port
marked
with
X
in
Figure
AT
10
opens
slightly
Thus
the
line
pressure
7
is
balanced
with
the
spring
force
there
by
balancing
the
PRV
In
this
opera
tion
Ihe
space
from
port
7
to
the
subsequent
converter
oil
pressure
14
circuit
has
also
been
opened
As
a
result
the
converter
is
filled
with
pressurized
oil
in
circuit
14
and
this
oil
is
further
used
for
lubrication
of
the
rear
unit
Moreover
part
of
the
oil
is
branched
and
used
for
lubrication
of
the
front
unit
for
the
front
and
rear
clutches
When
Ihe
accelerator
pedal
is
de
presscd
the
throttle
pressure
16
in
creases
as
described
in
the
preceding
paragraph
oil
pressure
is
applied
to
the
plug
through
orifice
21
and
this
pressure
is
added
to
the
spring
force
As
a
result
the
PRV
is
contrarily
forced
upward
space
to
the
drain
port
is
reduced
and
Ihe
line
pressure
7
increases
Automatic
Transmission
11
AT095
Fig
AT
10
Pressure
regulator
ualue
When
the
range
is
selected
at
R
Reverse
the
line
pressure
6
is
applied
10
the
plug
in
a
manner
identi
caito
the
throttle
pressure
16
and
is
added
10
the
spring
force
Consequent
ly
the
line
pressure
7
further
in
creases
When
vehicle
speed
increases
and
the
governor
pressure
rises
the
theot
tle
pressure
18
is
applied
to
the
port
on
the
top
of
the
PRV
and
pressure
is
applied
contrarily
against
the
spring
force
As
a
result
the
line
pressure
7
decreases
Moreover
at
individual
con
ditions
the
line
pressure
7
is
equal
to
the
line
pressure
6
and
the
throttle
pressure
16
is
equal
to
18
Manual
valve
MNV
The
manual
lever
turning
motion
is
converted
to
reciprocating
motion
of
the
manual
valve
through
a
pin
and
the
MNV
is
positioned
so
that
the
line
pressure
7
is
distributed
to
the
indi
vidual
line
pressure
circuits
at
each
P
R
N
D
2
or
I
range
as
shown
below
P
range
7
4
SDV
and
TBV
5
FSV
12
TBV
and
Low
reverse
brake
R
range
7
4
same
as
above
5
same
as
above
6
PRY
and
SSV
F
C
and
band
release
N
range
D
range
7
7
None
I
Governor
valve
FSV
and
rear
clutch
2
SLY
3
SL
V
and
SSV
2
range
7
I
Same
as
above
2
SL
V
9
Band
applied
4
SDV
and
TBV
I
range
7
I
Same
as
above
4
Same
as
above
5
FSV
Moreover
1
2
3
4
5
and
6
are
always
drained
at
a
position
where
the
line
pressure
is
not
dis
tributed
from
7
u
JJX
g4Vhl
dIillillt
1
dlMIi
W
ld
IiIb
It
i
B
J
jd
l
tJj
fitMi
td
j
L@
x
x
j
j
P
R
N
17
l
AT7
AT096
Fig
AT
11
Manual
ualvp
Page 268 of 537
1st
2nd
shift
valve
FSV
The
FSV
is
a
transfer
valve
which
shifts
gears
from
low
to
second
When
Ihe
vehicle
is
stopped
the
FSV
is
depressed
to
the
right
side
by
force
of
a
spring
located
on
the
left
side
putting
the
FSV
is
in
the
low
position
When
vehicle
speed
increases
the
governor
pressure
15
is
applied
to
Ihe
right
side
of
the
FSV
and
the
FSV
is
forced
toward
the
left
Contrarily
the
line
pressure
I
togelher
with
the
spring
force
force
the
FSV
toward
the
right
opposing
the
governor
pressure
15
When
the
vehide
speed
exceeds
a
certain
level
the
governor
pressure
15
exceeds
the
sum
of
the
throttle
pressure
and
Ihe
spring
force
and
the
FSV
is
forced
toward
the
left
When
the
FSV
is
depressed
10
a
certain
position
the
lire
pressure
I
is
closed
and
only
the
spring
depresses
the
FSV
toward
the
right
and
it
is
depressed
to
the
end
for
a
moment
As
a
resull
the
line
p
ressure
lJ
is
for
warded
to
8
the
band
servo
is
engaged
through
the
SLY
and
the
speed
is
shifted
to
2nd
With
the
accelerator
pedal
depressed
the
FSV
remains
iIi
the
Low
position
unless
the
governor
pressure
IS
increases
to
a
high
leVel
corresponding
to
the
line
pressure
I
since
the
line
pressure
I
increase
when
the
accelerator
pedal
is
depresse9
Contrarily
when
vehicle
speed
de
creases
the
governor
pressure
15
decrease
Howeve
f
the
gear
is
not
shifted
to
Low
nless
the
governor
pressure
15
becomes
zero
since
the
force
depressing
the
FSV
toward
the
right
is
being
delivered
only
by
the
spring
Low
in
range
I
is
led
to
the
low
and
reverse
clutch
from
line
pres
sure
5
through
line
prbssure
12
2nd
is
simultaneousi
y
led
to
the
ieft
end
spring
unit
Consequently
al
thougp
the
goverflor
pressure
in
creases
the
valve
is
still
forced
toward
the
right
and
the
SFV
is
fixedjn
the
Low
position
When
kicked
down
to
the
2nd
speed
the
SDV
operates
and
the
line
pressure
13
forces
the
FSV
toward
the
right
Although
the
Automatic
Transmission
governor
pressure
15
is
considerably
high
the
valve
is
forced
completely
toward
the
right
and
the
FSV
is
returned
to
the
Low
position
This
operation
is
alled
Kickdown
shift
15
j
13
1
c5
I
0
t
r
I
I
q
1
AT091
Fig
AT
12
lsl
2nd
shift
valve
2nd
3rd
shift
valve
SSV
The
SSV
is
a
transfer
valve
which
shifts
gears
from
2nd
to
3rd
When
the
vehicle
is
stopped
the
SSV
is
forced
toward
the
right
by
the
spring
and
is
in
the
2nd
position
It
is
so
design
d
however
that
the
FSV
can
decide
to
shift
either
to
Low
or
2nd
When
the
vehicle
is
running
the
governor
pressure
15
is
applied
to
the
right
end
surface
and
th
SSV
is
forced
toward
the
left
Contrarily
the
Spri
l
force
line
pressure
3
and
throttle
press
re
19
force
the
SSV
toward
the
right
When
vehicle
speed
exceeds
a
cee
tain
level
the
governor
pressure
sur
passes
the
sum
of
the
spring
force
line
pressure
and
throttle
pressure
and
the
valve
is
forced
toward
the
left
The
line
pressure
3
is
then
closed
Con
sequently
the
forces
being
rapjdly
unbalanced
the
force
depressing
the
SSV
toward
the
right
decreases
and
thus
the
SSV
is
depressed
to
the
l
ft
end
for
a
moment
With
Ihe
SSV
depressed
toward
the
left
end
lhe
line
pressure
3
is
connected
with
the
line
pressure
10
the
band
servo
is
re
leased
the
front
clutch
is
engaged
and
AT
8
speed
is
shifted
to
3rd
When
the
accelerator
pedJI
is
de
prcssed
both
the
line
pressure
3
and
the
throttle
pressure
19
are
high
allll
the
SSV
is
thus
retained
in
nd
unless
the
governor
pressure
15
ex
ceeds
the
line
pressure
3
and
the
throttle
pressure
19
In
the
3rd
position
force
de
pressing
ihe
SSV
toward
the
right
is
retained
only
by
the
throttle
pressure
16
and
the
throttle
pressure
16
is
slightly
Idwer
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
lower
speed
Shifting
from
3rd
to
2nd
occurs
at
a
speed
slightly
lower
than
that
for
2nd
to
3rd
shifting
When
kicked
down
at
3rd
line
pressure
13
is
led
from
the
SDV
and
the
SSV
is
forced
toward
the
right
Although
the
governor
pres
ure
is
con
siderably
high
the
valve
is
forced
completely
loward
the
right
and
tht
SSV
is
thus
returned
to
2nd
posi
tion
fhis
operation
is
called
K
cli
down
shift
When
the
shift
iever
is
shifted
to
2
or
I
range
at
the
3rd
speed
the
line
pressure
3
if
diained
at
the
MNV
Consequently
the
front
clutch
and
band
servo
releasing
oils
are
drained
As
a
result
the
transmission
is
shifted
to
2nd
or
low
speed
ai
though
the
SSV
is
in
the
3rd
posi
tion
When
the
specd
IS
shifted
io
the
3r
1
a
one
way
orifice
24
on
the
topof
the
SSV
relieves
oil
transmitting
velocity
from
the
line
pressure
3
to
the
line
pressure
10
and
reduces
the
shock
generated
fioni
the
shifting
Contrarily
when
the
lever
is
shifted
to
2
or
I
range
and
the
speed
is
shifted
from
3rd
to
the
2nd
the
orifice
checking
valve
spring
24
is
depressed
the
throttle
becomes
in
effective
the
line
pressure
10
is
drained
quickly
and
delay
in
shifting
speeds
is
thus
eliminated
The
throttle
of
line
pressure
6
transmits
Hie
oil
transmitting
velocity
from
line
pressure
6
to
line
pressurc
10
wtien
the
lever
is
shifted
to
the
R
range
and
transmits
drain
veloci
ty
from
line
pressure
10
to
line
Page 269 of 537
3
Jit
f
ng
valve
24
1
3
L
l
r
I
Js
I
i
ilr
t
pressure
6
when
shif
ing
from
3rd
to
2nd
at
D
range
Thus
the
throttle
of
line
pressure
6
reduces
the
shock
generated
fro
shifting
A
plug
in
the
SSV
left
end
readjust
the
throttle
piessu
e
I
6
which
varies
depending
on
the
engine
throttle
con
dition
to
a
throttle
pressure
19
suiled
to
the
sp
ed
change
control
Moreover
the
plug
is
a
valve
which
applies
line
P
esspre
13
in
lieu
of
the
throttle
pressure
to
the
SSV
and
the
FSV
when
kickdowri
is
performed
When
the
throttle
pressure
16
is
applied
to
the
left
side
of
this
plug
and
the
plug
is
epressed
toward
the
right
a
slight
space
is
formed
from
the
throttle
pressure
6
10
19
A
throt
tIepressu
19
w
1iFh
is
lower
by
the
pressure
loss
equivalent
to
this
space
is
rH
1
Pressure
Odifier
valve
PMV
I
Compared
to
the
operating
pressure
required
in
starting
th
vehicle
the
ppwer
trimsinitting
capacity
of
the
clutch
that
is
required
operating
pres
sure
may
be
lower
when
the
vehicle
is
once
started
When
the
line
pressure
is
retained
at
a
high
level
up
to
a
high
vehicle
speed
shock
gerieraled
from
the
shirring
increases
arid
the
oil
pump
loss
also
jncrdases
In
order
to
prevent
his
the
t
lrott
le
pressure
must
be
l
hanged
over
with
the
operation
of
the
governor
pressure
15
to
reduce
Ihe
line
pressure
The
PMV
is
used
for
this
purposc
Automatic
Transmission
generated
the
piessure
loss
is
adde
d
to
the
spring
force
and
the
plug
is
lhus
forced
back
from
the
right
to
the
left
When
this
pressure
19
increases
ex
cessively
the
plug
is
further
depressed
toward
the
left
space
from
the
lhrot
tle
pressure
19
to
the
drain
circuit
13
increases
and
the
throttle
press
ure
19
decreases
Thus
the
plug
is
balanced
imd
the
throttle
pressure
19
is
reduced
to
Ii
certain
value
against
the
throttle
pressure
6
Wheri
performing
kickdowri
the
SDV
moves
a
high
line
pressure
is
led
to
the
circuit
19
from
the
line
pressure
circuit
13
which
had
been
drained
the
plug
is
forced
toward
the
left
and
circuit
19
becomes
equal
to
the
line
pressure
13
I
W
15
I
A
TOgS
Fig
iT
13
2nd
3rd
shift
vallJe
I
When
the
governor
pressuie
IS
which
is
applied
to
the
right
side
of
the
PMV
is
low
the
valve
is
forced
toward
the
right
by
the
throttle
ines
sure
16
applied
to
the
area
differ
ence
of
the
value
and
the
spring
foice
and
t
he
circuit
from
circuit
16
to
circuit
18
is
closed
However
when
vehicle
speed
increases
andl
the
gaver
nor
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
throt
tle
pressure
16
toward
thc
right
the
valve
is
depressed
loward
the
lefi
and
the
throttle
pressure
is
led
from
circuit
AT
9
16
to
circuit
18
This
throttle
pressure
18
is
applied
to
the
top
of
the
PRV
and
the
force
of
the
line
pressure
source
7
is
reduced
Contra
rily
when
the
vehicle
speed
decreases
arid
the
governor
ipressure
15
de
creases
the
force
toward
the
fight
exceeds
ithe
governor
pressure
the
valve
is
forced
back
toward
the
right
and
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
tIiey
are
both
Tow
i
i
I
11
18
16
n
r
I
I
15
AT099
Fig
AT
14
Pre
ure
modifier
valve
Vacuum
thro
le
valve
VTV
The
vacuum
t
rottle
valve
is
a
regula
tor
valve
whiCh
uses
the
line
pressure
7
for
the
pressure
source
and
regulates
the
throttle
pressure
16
I
which
is
proportioned
t
the
force
of
the
vacuum
diaphragm
The
vacuum
dia
phragm
yories
depending
on
the
engine
throt
le
condition
negative
pressure
in
the
inta
e
line
When
the
line
pressure
7
is
ap
plied
to
the
bottom
through
the
valve
hole
and
the
v
a
ve
is
forced
upward
space
from
the
line
pressure
7
to
the
throttle
pressure
16
is
dosed
and
the
space
from
the
Ihrottle
pressure
16
to
the
drain
circuit
17
is
about
to
open
In
this
operation
the
throttle
pressure
16
becomes
lower
than
the
linep
s
ureY
btthe
p
e
sur
9
iv
alenl
of
the
loss
of
space
and
Ihe
force
depressing
tlie
rod
if
the
vaeuum
diaphragm
is
balanced
wit
Ii
thethrot
tie
pressure
16
a
pplied
upward
tOlthe
bottom
When
the
erigine
torque
is
high
Ihe
negative
pressure
in
the
intake
iirie
rises
tending
ioward
atmospheric
pressure
and
the
force
of
the
rod
to
depress
the
valve
increases
As
a
result
the
valve
is
depressed
downward
the