engine DATSUN 210 1979 Service Manual

Manual

Transmission

TROUBLE
DIAGNOSES
AND

CORRECTIONS

Condition

Difficult
to
intermesh

gears

Causes
for
difficult

gear

shifting
are
classi

fie

t
o

ro
lb
c
QncerlJing

coJltr
1

syste

and
transmission
When

gear
shift
lever
is

heavy
and

it
is
difficult

to
shift

gears
clutch

disengagement

may
also
be
unsmooth
First

make
sure

that
clutch

operates
correctly

and

inspect

transmjssion

Gear

slips
out
of

mesh

In

most
cases
this

troubk
occurs
when

check
baD
and
or

spring
is

waIn
or
weaken

ed

or
when
control

system
is

faulty
In

this

case
the
troubk

cannot
be
correct

by

replacing
gears
and
therefore

trouble
shoot

ing
must
be
carried
out

carefuDy
It
should

also
be

noted
that

gear

slips
out
of
mesh
due

to
vibration

generated

by
weakened
front

and
rear

enigne
mounts

Noise

When
noise
occurs
with

engine
idling
and

ceases
when

clutch
is

disengaged
or
when

noise
occurs
while

shifting
gears
it
is

an

indication
that
the
noise
is
from
trans

mission

Transmission

may
rallk

during
engine

idling

Check
air
fuel
mixture
and

ignition

timing

After
above

procedure
readjust
engine

idling
Probable

cause

Worn

gears
shaft
and

or

bearing

Insufficient

operating
stroke
due
to

worn

or
loose

sliding

part

Worn
or

damaged
syncluonizer

Worn

check
baD
and
or

weakened
or

broken

spring

Worn

fork
rod

baU

groove

Worn

or

damaged
bearing

Worn
or

damaged
gear

Insufficient
or

improper
lubricant

Oil

leaking
due
to

damaged
oil
seal
or

sealant

clogged
breather

etc

Worn

bearing
High
humming
occurs
at
a

high

speed

Damaged
bearing
Cyclic
knocking
sound

occurs
also
at
a
low

speed

Worn

spline

Worn

bushing

MT34
Corrective
action

Replace

Repair
ClI

replace

Replace

Replace

Replace

Replace

Replace

Add
oil
or

replace
with

designated
oil

Clean
or

replace

Replace

Replace

Replace

Replace
as
a
rear
ex

tension

assembly

Automatic
Transmission

HYDRAULIC
CONTROL
UNIT
AND

VALVES

The

hydraulic
or
a
tomatic
control

system
is

comprised
of
four
4
basic

groups
the

pressure
supply
system

the

pressure
regulating
system
the

flow
control
valves
and
the
friction

elements

PRESSURE
SUPPLY
SYSTEM

The

pressure
supply
system
consists

of

a

gear

type
oil

pwnp
driven

by
the

engine
through
the

torque
converter

The

pump
provides

pressure
for
aU

hydraulic
and
lubrication
needs

PRESSURE
REGULATOR

VALVES

The

pressure
regulating
valves
con

trol
the

output
pressure
of
the
oil

pump

Pre
ure

rellulator
valve

The

pressure
regulator
valve
con

trois
mainline

pressure
based
on

throttle

opening
for
the

operation
of

the
band
clutches
and

brake

Governor

valve

The

governor
valve
transmits

re

gulated
pressure
based
on
car

peed

to
the

shift
valves
to
control

upshifts

and
downshifts

Vacuum
throttle
valve

The
vacuum

throttle
valve
transmits

regulated
pressure
based
on

engine

load
vacuum
This

pressure
controls

the

pressure
regulator
valve

Also
this

pressure
is

applied
to
one
end
of
the

shift
valves
in

opposition
to

governor

pressure
which
acts

on
the
other

end

of
the
shift
valves

controlling

upshift

and
downshift

speeds
FLOW
CONTROL
VALVES

Manual
valve

The
manual
valve
is
moved

manual

Iy
by
the
car

operator
to
select
the

different
drive

ranges

1
2
ShHt
valve

The
1
2

shift
valve

automaticaIly

shifts
the
transmission
from
first

to

second
or
from
second
to
first

depend

ing

upon
governor
and
throttle

pres

sure

along
with

accelerator

position

solenoid
downshift
valve
See

Hy

draulic
Control
Circuits
Drive

2

2
3
ShHt
valve

The
2
3
shift
valve

automaticaIly

shifts
the
transmission
from
second
to

top
gear
or
from

top
to
second
de

pending

upon
governor
and
throttle

pressure
or
accelerator

position
sole

noid
downshift
valve

See
Hydraulic

Control
Circuits
Drive
3

Range

2
3

Tlmlnll
valve

For
2
3
shifts
a
restrictive
orifice

slows
the

application
fluid
to
the
front

clutch
while
the

slower

reacting
band

is
allowed
to
release
This

prevents
a

hard
2
3
or
3
2
shift
Under

heavy

load
however
the

engine
will
tend
to

run

away
during
the
2
3

or
3
2
shift

pause
therefore
a
2
3

timing
valve

using
throttle
and

governor

pressure
is

used
to

bypass
the

restrictive
orifice

during
such

heavy
load
conditions

Solenoid
down
hHt
valve

The
solenoid
downshift
valve
is

activated

electrically
when
the
ac

celerator
is
f1oor
d

causing
a
forced

downshift
from

top
to
second

top
to

first
or

second
to

first

gear
depending

upon
car

speed
governor

pressure

AT
3
Pre
ure
modified
valve

The

pressure
modifier

valve
assists

the
mainline

pressure

regulator
valve
in

lowering
mainline

pressure
during

high

speed

light
load
conditions
such
as

steady

speed
cruise

Governor

pres

sure

working

against
a

spring

opens

the

valve
which
aUows

modified
throt

tle

pressure
to
work

against
the

pres

sure

regulator
valve

spring
lowering

mainline

pressure
Lower

operating

pressure
under

light
load

reduces
oil

temperature
and
increases
transmis

sian
life

Throttle
back
up
valve

The
throttle

back

up
valve
assists

the
vacuum
throttle
valve
to

increase

line

pressure
when
the
manual
valve
is

shifted

either
to

2
or
I

range

Second
lock
valve

The

second
lock
valve
is

used
to

bypa
the
1
2

shift
valve

to
maintain

the
band

apply

pressure
in
2

posi

tion
The
valve
is
also
used
as
an
oil

passage
for
the
1
2

shift
valve

band

apply

pressure
in

D2

D3
and

12
Range

CLUTCHES
AND
BAND

SERVOS

The

servo

pistons
of
the
clutches

low

reverse
brake
and

band
are
moved

hydraulically
to

engage
the

clutches

brake
and

apply
the
band
The
clutch

and

brake
istons

are
released

by

spring
tension

and
band

piston
is

released

by
spring
tension

and

hy

draulic

pressure

OIL
CHANNEL

IDENTIFICATION

The
circuit
numbers
shown
in
each

Hydraulic
Control
Circuit
are

classified

as
follows
according
to
the

function

Pressure
source
of
the
line
7

Operating
line

pressure
for

friction
elements

I
2
3
4
5
6

g
9

10
11
12

Auxiliary
line

pressure
13

Torque
converter

pressure
14

Governor

pressure
15

Throttle

system
pressure

16
17
18

19

Oil
pump
discharge
hole
7

f
Torque
converter

pressure
14

Rear
clutch

pressure
1

Front
clutch

pressure
11

W
h0i1
pu
6
suction
hote

e

8

IIlIlJJIII
Automatic
Transmission

L

f

AT106

Fig
AT
5

Oil
Channela
in
Cou
Front
Face

lo
o

o
0

Oil

pump
discharge
hole
7
Governor

pressure
15

1

h

Torque
converter
I

pressure
14
0
0

Servo
release

Rear
clutch

l
press
re

10
r

L

Governor
reed

pressure
1

pressure
1
Servo

tlghtemng

li
nb

o

0

pressure
9

r

Front

clutch
fI
Low
reverse
brake

pressure
12

pressure
11

U
0

111
1

1
P
u
n

e

AT107

ATlOS

Fig
A
T
4

Oil
Channell
in
Oil
Pump
Fig
A
T
6
Oil
Channell
in
Cou
Fac

MECHANICAL
OPERATION

In

the
3N71B
automatic
transmis

sion
each

part
operates
as
shown
in

the

following
table
at
each
gear
select

position
RanKe
Cm

ratio
Clutch
Low
A

Front
Rear

brake
One

w

y

dutch
Parkin

pa
l
Band
servo

Operation
Release

Park
on
on

Reftrst
2
182
on

on
on

Neutral

Dl
Lo
2
458
on

on

Drift
02
Second
1
458
on

03

Top
1
000
on
on
on

2
Second
1
4
8
on
on

12
Second
1458
on
on

Low
2
4
8
on
on

Note
The
low
brake
is

applied
in

11
raiW
to

prevent
free
whee6ng

when
coasting
and
aIlows
engine

braking

AT
5

Automatic

Transmission

HYDRAULIC
CONTROL
CIRCUITS

P
RANGE
PARK

Po
r
flow

In

P

range
the
shift

linkage

actuated

parking
pawl
meshes
in
a

gear

splined
to
the

output
shaft

preventing

movement
of
the

car
When
the

engine

is

running
the
low

and
reverse
brake
is

applied
by
pressure
from
the
manual

valve

passing
through
the
1
2
shift

valve
Free
Lock

II

AT086

Fig
AT
7

Parking
M
haniml

FI
1d
flow

Manual
Valve
4
Downshift
Valve
13
2nd

3rd
Shift
Valve

L

1st
2nd
Shift
Valve

Throttle

Back

up
Valve

5
1st
2nd

Shift
Valve
12

I
Throttle
Back

up
Valve

Y
Low
Reverse
Brake

I

AT
6

RANGE
REVERSE

Po

r
flow

With
the
selector

lever
in
R

range
the
front
clutch

is

applied
to

transmit

clockwise

engine
torque

through
the

connecting
shell
to
the

sull
gear
The
clockwise
otation

of
the

sun

gear
causes
the

planet
gears
to

rotate
counterclockwise
With
the
low

and

reverse
brake

holding
the

rear

planet
carrier
the
rear
internal

gear

splined
to
the

output
shaft
turm

counterclockwise
in

a
reduction
ratio

ofapproximately2
18
to
1

Fluid
flow

Manual
Valve
4
Automatic

Tninsmission

Front

gear
set

Rear

gear
ell

Output

Input
throush
front
clutch

Held

by
low
A
reverse
brake

AT329

lW
w

Y

Front
clutch

Rear
clutch

Low
and
reverse
brake

Brake
band
servo

On
way
clutch

5
Throttle
Back

up
Valve
Low
A
reverse
brake
ON

Downshift
Valve

1st

2nd
Shift
Valve
12

6

L
Pressure

Regulator
Valve

2nd
3rd
Shift
Valve

10

AT

8
AT085

ON

OFF

ON

OFF
Preuwe
release

o

ernmnin

F
AT
9
M
hanical

Operation
during
R

Range

13
2nd
3rd
Shift
Valve

L

1st
2nd
Shift
Valve

I
Throttle
Back

up
Valve

y
Low
Reve
Brake

Band
Servo
Release
Side

11
Front

Clut
h

I

DI
RANGE
LOW

GEAR

Po
r
flow

With
the
shift
selector
in
0
low

gear
engine
torque
is

traJWnitted

through
the

applied
rear

clu
tch
to
the

internal

gear
of
the
front

gear
set
The

c1o
kwise
rotation

o
f
the

front
inter

naI

gear
causes
the
front

planet
gears

to
rotate
clockwise

driving
the

com

pound
sun

gear
counterclockwise
The

front

planetary
carrier
is

splined
to
the

output
shaft
This
cau
the

planet

gears
to
drive
the
sun

gear
instead
of

walking
around
the
sun

gear
This

counterclockwise
rotation
of

the
sun

gear
causes
the
rear

planet
gears
to

rotate
clockwise
With
the
one

way

clutch

holding
the
rear

planet
carrier

the
rear

planetary
gears
turn
the
rear

internal

gear
and

output
shaft
clock

wise
in
a
reduction
ratio

of

approxi

mately
2
46
to
L

Fluid
flow

Manual
Valve

2

3
Automatic
Transmission

Fiont

gear
set
Rear
gear
set

Input
t1uOllsh

rear
clutch

Output
shaft

Held

by
on
way
clutch

Input
from
front

gear
set

Output
to
real

gear
set

AT330

1

J

ld

AT081

Front
clutch

Reu
clutch

Low
and
revcrx
brake

Brake
band
servo

Onto

way
clutch
OFF

ON

OFF

OFF

HOLDING

Fig
AT
12

MochanicaIOp

rationduri

DJ
Ra

Governor
Valve

Pressure
Modifier
Valve
15

2nd
3rd
Shift
Valve

lst
2nd
Shift
Valve

2nd
3rd

Timing
Valve

1st

2nd
Shift
Valve

j
Rear

Clutch

I

Second
Lock
Valve

Second
Lock

Valve

LOrifice

Check

Valve
2nd
3rd

Shift
Valve

AT12

D2

RA
NGE
2ND
GEAR

Power
flow

In

02
range
the

brake
band
is

applied
to

hold
the

connecting
shell

and
sun

gear
stationary
Engine

torque
through
the

applied
rear
clutch

is
delivered

to
t
he
int

D
1l

1
gear
of
the

front

gear
set
in
a

clockwise
rotation

Clockwise
rotation
of
the
internal

gear

causes
the

planet
gears
to
walk

around
the

stationary
sun

gear
in

a

clockwise
direction
This
causes
the

output
shaft
which
is

splined
to
the

front

planet
carrier

to
turn
ina
clock

wise

direction
with

a
reduction
ratio

of
about
I
46
to
I

Fluid
flow

As
car

speed
and

governor
pressure

increase
the

governor

pressure
acting

on
the
end
of
the
1

2
shift

valve

Manual
Valve
I
Automatic
Tra

l
mission

Front

Bear
set
Rear

gear
set

Input
throuah
rear
clutch

AT331

1f

j
cW
oo
w

I

ATD79

Front
Clutch

Rearc1utch

Low
and
reverse
brake

Broke
band

One
way
clutch
OFF

ON

OFF

ON

OFF

AT447

F
S
AT
14
MechanicalOperation
during

DJ
Range

overcomes
the
force
of
the
1
2

shift

valve

spring
and
line

pressure
This

allows
the

1
2
shift

valve
to
move
to
the

upshift
position
which
directs
line

pressure

through
the

2nd
lock
valve

and

on
to
the
brake
band

Governor
Valve

15
Pressure
Modifier
Valve

2nd
3rd

Timing
Valve

2nd
3rd
Shift
Valve

1st
2nd
Shift
Valve

econd
Lock
Valve
9

Band
Servo

I
Apply
Side
1st
2nd
Shift
Valve
8

l
Rear

CIutclt

I

Second

Lock
Valve
2

3
Second
Lock
Valve

L

Orifice
Check
Valve
2nd
3rd
Shift
Valve

AT
14

Automatic
Transmission

D3
RANGE
3RD

GEAR

Front

gear
set
Rei
r

gear
set

Input
through
flODt

and
rear
clutches
Power
flow

In

D3
range
engine

troque
is

transmitted

through
both
clutches

The

front
clutch
turns
the
internal

gear
of
the
forward

gear
set
clockwise

The

rear
clutch

turns
the

sun

gears
in
a

clockwise
direction
also

With
both
the

internal

gear
and
the
sun

gear
of
the

forward

gear
set

turning
in
the

same

direction
at
the
same

speed
the

planet

gears
are
locked
in

position
and
turn

as
a
unit
The

output
shaft

spIined
to

the
forward

planet
carrier

turns
at
a

ratio
of
L
Output

shaft

AT332

Front
clutch

ON

Ij
1f

Front
clutch

Rear
e1utd

Low
reverse

brake

Brake
band

On

way
clutch
ON

ON

OFF

OFF
Pressure
rdeaJe

OFF
A

T083

Fill
AT
I6
Mechanical

Operation
hiring
D

Ronge

Fluid
flow

Governor

pre
ure
increases
to
the

poinl
that
it

can
overcome
the
com

bined
forces

of

spring
and
throttle

pressure
and
move
the
2nd
3rd
shift
valve
When
the
2nd
3rd
shift
valve

opens

pressure
passes
through
the

valve
lands
to
the
2
3

timing
valve
and

on
to

apply
the
front
clutch
and
release
the
brake
band
The
car
is
now

in

D3
or
direct
drive
the
rear
clutch

was

already

applied

Manual
Valve
I
Governor
Valve
IS
Pressure
Modifier
Valve

2nd
3rd

Timin8
Valve

2nd
3rd
Shift
Valve

ht
2nd
Shift
Valve

1st
2nd
Shift
Valve
8
Second
Lock
Valve

9
Band
Servo

Apply
Side

2
i

I

I

Band
Servo
is
released

t

Second
Lock
Valve

L

Orifice
Check
Valve
2nd
3rd
Shift
Valve
10

r
Band
Servo
Rele

Side

I

L
2nd
3rd

Timing
Valve
I
I

I
Front
Clutch

I
J

Second
Lock
Valve
I
Rear
Clutch

I

3

AT

16

Automatic
Transmission

l
RANGE

LOW
AND
2ND
GEAR
second

12
afwvernor
preSsure
pre

vents
the
I
2

shift
valve
from

closing

The

range
1

position
is
used
to

lock
the

car
in
1st

gear
preventing
any

upshifts
If
the
selector
lever
is

moved

to
the
I

position
while
the
car
is

moving
at

high

speeds
the
transmis

sion

w
ill
not

shift
into

first

gear
until

car

speed
slows
to

approxiniately
55

km
h
35

mph
Instead
it
will
shift
to
Po
r
flow

The

power
flow
in

11
differs

slight

ly
from

01
in
that

the
low
and

reverse

band

is

applied
to
hold
the

rear

gear

set

planet
carrier

providing
engine

hraking
Power
flow

in

12
is
the
same

a

io02

Manual
Valve
Governor
Valve
15
Pressure
Modifier
Valve
I
Fluid
flow

Lolft
ar

Manual

pressure
passing
through

the
1

2
shift
valve
is

used
to

close
the

1
2
shift
valve

preventing
a
1
2

up

shift

Manual

pressure
pusing
through

the

downshift
valve
lock
the
2

3
siuit

valve
closed

along
with

applying
addi

tional

closing
pressure
to
the
I
2

shift

valve

2nd
3rd

Timing
Valve

2nd
3rd
Shift
Valve

lst
2ndSti
ft

Valve
1st
2nd
Shift
Valve

iRea
Clutcb

I

4
Solenoid
Downshift
Valve
13

I2nd
3rd
Shift
Valve

ht
2nd
Shift
Valve

Throttle
Back

up
Valve

5
C

1st
2nd
Shift
Valve
12

I
Throttle
Back

up
Valve

y
Low
Reverse
Bra1ce

I

Fluid
flow
2nd
ar

Manual
Valve
Governor
Valve
15
Preuurc
Modjfier
Valve

2nd
3rd

Timing
Valve

2nd
3rd
Shift
Valve

1st
2nd
Shift
Valve
8
1st
2nd
Shift
Valve

Second
Lock
Valve
9

I
Band
Servo

I
Apply
Side

4
t
Rear
Clutch

I

Solenoid
Downshift
Valve
13

I
2nd
3rd
Shift
Valve

ht
2nd
Shift

Valve

Throttle
Back

up
Valve
17
PreSlure
Modifier
Valve

2nd
3rd
Shift
Valve

2nd
3rd

Timing
Valve

Throttle
Drain
Valve

s
ht
2nd
Shift
Valve
Pressure

Regulator
Valve

AT
22

Automatic
Transmission

REMOVAL
AND

INSTALLATION

TRANSMISSION

ASSEMBLY

When

dismounting
the
automatic

transmission
from
a
car

pay
attention

to
the

following
points

I
Before

dismounting
the
trans

mission

rigidly
inspect
it

by
aid
of
the

Trouble

shooting
Chart
and
dis

mount

it

only
when
coll5idered
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
car

proceed
as
follows

I

Disconnect

battery
ground
cable

from
terminal

2

Disengage
torsion

shaft
from
ac

eelerator

linkage

3

Jack

up
vehicle
and

support
its

weight
on

safety
stands
Recommend
a

hydraulic
hoist
or

open
pit
be

utilized

if
available

Make
sure

that

safety
is
insured

4
Remove

propeller
shaft

Note

Pl
ll
up
the

openina
in

the
rear

extension
to

prevent
oil
from

flow

ing
out

S

Disconnect
front
exhaust
tube

6
Disconnect
selector

ra
8e
lever

from

manual
shaft

7
Disconnect
wire
connections

at

inhibitor
switch

8

Disconnect
vacuum
lube
from

vacuum

diaphragm
and
wire
connee

tions

at
downshift
solenoid

9

Disconnect

speedometer
cable

from
rear
exlension

10
Disconnect
oil

charging

pipe

II

Disconnect
oil
cooler

inlet
and

outlet
tubes
al
transmission

case

12

Support

engine
by

locating
a

jack
under
oil

pan
with

a
wooden

block
used

between
oil

pan
and

jack

Support
transmission

by
means
of
a

transmission

jack
CAUTION

Do
not

plecs
the

jack
under
the
oil

pin
dnin

plug

13
Detach
converter

housing
dust

cover
Remove
bolts

securing
torque

converter
to
drive

plate

AT261

Fig
A
T
22

Removi
Torqu

Converter

Attachirrg
Bolt

Note
Before

toni
COD

v
ter
ICnlJe
match
mark
011
two

parts
10
that

they
may
be

replaced

in
their

original
position
at
sa

sembly

14
Remove
rear

engine
mount
Se

curing
bolts

and
crossmember
mount

i
8
bolts

IS
Remove
starter
motor

16
Remove
bolts

securing
transmis

sion
to

engine
After

removing
these

bolts

support
engine
and
transmission

with

jack
and
lower
the

jack
gradually

until
transmission
can
be
removed
and

take
out
transmission
under
the
ear

Note

P1
I
up
the

opening
such
u
oil

chergina
pipe
oil
cooler
tuba
etc

CAUTION

Take
cin
in

dismounting
tnnStnlllioA

not
to

strike

any
adjacent
paru

INSTALLATION

Ill5tallation
of
automatic
transmls

sian

on
car
is

reverse
order
of
removal

However
observe
the

following
in

stallation
notes

Drive

plate
runout

Turn

crankshaft

one
full
turn
and

measure
drive

plate
runout
with

indi

AT
25
eating
finger
of
a

dial

gauge
rested

against
plate

Maximum

ellowable
runout

0
5
mm
0

020
in

AT268

Fig
A
T
3

Me
uring
Drive
PIote

Runout

2
Installation
of

torque
converter

Line

up
notch
in

torque
converter

with
that
in
oil

pump
Be
extremely

careful
not
to
eause
undue
stresses
in

parts
In

inataIIing
torque
converter

AT116

Fig
A
T
24

Torqu
Converter

A

ligning
Cut

3
When

connecting

torque
con

verter
to
transmission
measure
dis

tance
A

10
be
certain
that

they
are

correctly
assembled

Distance
HA

Melre
irian
21

5
mm
0

846
in

A

AT117

Fig
AT
26

1116talling
Torque

Convert
r