AUX DATSUN B110 1973 Service Repair Manual

Control

valve

assembly
AUTOMATIC
TRANSMISSION

Oil

from

pump

ru
nn

i

I
I
I
Throttle
valve

I

I

1
m
nn

I
Auxiliary
valve

I
Regulator
valve

j

Manual
valve

I

Uoe

pressure

Speed
change
L

I
Governor

valve

I
I
valve

J
1
1

Clutch
and
brake

Flow

chart
of

control
valve

system

The
control
valve

assembly
receives

oil

from
the

pump
and
the

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
the
out

puts
To
be

more

specifically
the
oil

from
the
oil

pump
is

regulated
by
the

regulator
valve
and
line

pressures
build

up
The
line

pressures
are
fed
out
from

the
control
valve

assembly
as

they
are

through
various
direction

changeover

valves

including
ON
OFF
valve
and

regulator
valves

newly
reformed
to
a

throttle

system
oil

pressure
and

op

crates
other
valves

or

finally
the
line

pressure
are
transmitted
to

the
re

quired
clutch
or
brake
servo

piston

unit
in

response
to
the

individual

running
conditions
after

receiving
sig

nals
from
the

previously
described

vacuum
diaphragm
downshift
sole

noid

governor
valve

and
or

manual

linkage

The
control
valve

assembly
consists

of
the

following
valves

Pressure

regulator
valve

2
Manual
valve

3
1st

2nd
shift
valve
4

2nd
3rd
shift

valve

S

Pressure

modifier
valve

6

Yacuum
throttle
valve

7

Throttle
back

up
valve

8
Solenoid

downshift
valve

9
Second

lock
valve

0

2nd
3rd

timing
valve

Pressure

regulator
valve

PRV

The

pressure
regulator
valve

re

ceives

valve

spring
force
force
from

plug
created

by
the
throttle

pressure

16
and
line

pressure
7
and
force

of

the

throttle

pressure
18

With
the

mutual

operations
of
those
forces
the

PRY

regulates
the
line

pressure
7
to

the

most
suitable

pressures
at
the

individual

driving
conditions

The
oil
from
the
oil

pump
is

ap

plied
to
the

ring
shaped
area

through

orifice
20
As

the
result
the
PRY
is

depressed
downward
and

moves
from

port
7

up
to
such
extent
that
the

space
to
the

subsequent
drain

port

marked
with
x
in

Figure
AT
10

opens
slightly
Thus
the
line

pressure

7
is
balanced
with
the

spring
force

AT
7
and
the
PRY
is

thereby
balanced
In

this
the

space
from
the

port
7

to
the

subsequent
converter
oil

pressure
14

circuit

has
also
been

opened
As

the

result
the

converter
is
filled
with
the

pressurized
oil
in
the
circuit
14
and

the

oil
is

further
u
d

for
the

Iubrica

tion
of
the
rear
unit
Moreover

a

part

of
the
oil
is

branched
and

used
for
the

lubrication
of
front
unit

for
the
front

and
rear
clutches

When
the

accelerator

pedal
is
de

pressed
the
throttle

pressure
16
in

creases
as

described
in
the

preceding

paragraph
oil

pressure
is

applied
to

the

plug
through
orifice
21
and
the

pressure
is

added
to
the

spring
force

As
the

result
the
PRY
is

contrarily

depressed
upward
space
to
the
drain

port
is

reduced
and
the
line

pressure

7
increases

Afl

II

Jwi
06

A

J
L
I

7

I

tf

Iij

BL

i
il
J

jti
r

x

r
1
J

I

l

I

X

6

C

l
o

ii
J

f

A

T09S

Fig
AT
10
Pressure

regulator
value

tr
r

AUTOMATIC
TRANSMISSION

HYDRAULIC
SYSTEM
AND

MECHANICAL
OPERATION

The

operating
system
of
oil

pres

sure
in
each

range
is

described
below

The
oil

pressure
in
each
circuit

shown
in

the
illustration
is
classified
as

follows

according
to
the
function

The
numerals

show
the
circuit

num

bers

Pressure

source
of

the
line
7

Operating
line

pressure
for

friction

elements

I
2
3
4
5
6

8
9
10
II

12

Auxiliary
line

pressure
13

Pressure
of

throttle

system

16
17

18
19

Others
14
15
t

AT106

Fig
AT
22
ld

Jltification
of
oil

channels
in
case

front

fac
e

Discharge
hole
of
oil

pump
7

Torque
c

nver

pre
ure

14
co

t
Re
r

lutch

pressure
l

Front
clutch

pres5ure
II

I

c
Suction
hole

of

t
o

ump

lUlJJl
0
o

f

Governor

Dl5charge
hol
of
011

pUf
lP
7

pressure
15

I

II

nl

1F
Jl

r
Torque
converter
o

L
U

pres
ure
14

It
0
Servo
release
i
I

prc
sUre
IO

Rear
clutch

Servo

L

i

pres
ure

I

0

6
tightening
19

iressu
9
01

Front

clutch

rJj
low

reverse

pressure
II
0

C

lrv
brake

pressure

Suction
hole
of
oil

pump
s

6od
OJ
12

Governor
feed

pressure
I

ATlOS
AT101

Fig
AT
21

Identification
of
oil

channels
in
oil

pu
mp
Fig
AT
23

Identification
of
oil

channels
in
case

face

AT
13

FUEl
SYSTEM

Secondary
throttle
valve

is

operated
by
throttle
lever

The

high

power
and

good
acceleration
are

gained
with

combination
of

the

auxiliary
valve

2

Accelerating
pump
gives
excellent

acceleration

3

The

power
valve
mechanism
is
of
a

vacuum
actuated

boost

type
and

improves

high
speed
driving

4
The

throttle

opener
control

system
Refer
to
Section

ET

incorporates
a

servo

diaphragm
The
servo
dia

phragm
helps
open
the
throttle

valve
at
a

decreasing
speed

so
as

to
reduce

the
emission
of

hydrocarbons
to
a

minimum

5
An

anti
dieseling
solenoid

is
used
as
a

means
of

preventing
dieseling
When
the

ignition
key
is
turned
off
the
fuel

passage
involved
in
the
slow

system
is

closed

and
the
fuel

supply
is
shut

down

completely

6
In

the
choke

mechanism
an

electric
automatic

choke

is
used
to

automatically
control
the
choke
valve

operation

during
the
warm

up
of
the

engine

7
The
carburetor

for
automatic
transmission
is

equipped
with
so
called

dash

pot
that

is
it
makes
smooth

decelerating
without

engine
stall
at

any

operating
condi

tion

These

carburetors
are

quite
similar
in

appearance
as

explained
above

except
the

dash

pot
for
the
au
tomatic

transmission
model
The

differences
in

performance
are

explained
in
the

following
as

necessary

for
Manual
transmission

for
4utomatic
transmission

Fig
EF
14
External
view

of
carburetor

STRUCTURE
AND
OPERATION

These

carburetors
consist
of

the

primary
system
for

normal

running
and

secondary
system
for
full

load

running
The

float

system
which
is

commonly
used

by
the
primary
and

secondary
systems
the

secondary
switch
over

mechanism

accelerating
mechanism
etc
are

also
at

tached

The
anti

dieseling
solenoid
valve
and
the

power
valve

mechanism

are
used

The

carburetor
is
of
down
draft
two
barrel

type

EF
9

ENGINE

6

f

I

Filter

to

Primary
main
nozzk
18

Secondary
throttle
valve

2
Needle
valve
11

Primary
main
air
bleed

19

Primal
throttle
valve

3

Secondary
slow

jet
12

Primary
slow
air
bleed
20
Idle
nozzle

4

Secondary
slow
air
bleed
13

Primary
slow

jet
2t

By
pass
hole

5

Secondary
main
air
bleed
14
Float
22

Primary
main

jet

6

Secondary
main
nozzle
15

Secondary
emulsion
tube
23

Primary
emulsion
tube

7

Secondary
air

vent

pipe
t6
Secondary
main

jet
24

Power
valve

8
Choke
valve
t7

Auxiliary
alve
25
Level

gauge

9

Primary
air
nt

pipe

Fig
EF
15
Sectional
view

of
model
DCH306
carburetor

bleed
The

gas
mixture
is

injected
into
the
venturi

through
the
main
nozzle

When
the

throttle
valve
is
wide

open
and
the

engine

requires
dense
mixture

gas
the

power
valve

opens

from
where
the
fuel
also
flows
into
the
main

system
Primary
system

Primary
main

system

The
fuel

flowing
out
of
the

passages
at
the

bottom
of

the

float
chamber

passes
through
the

primary
main

jet

and
is
mixed
with

the
air

coming
from
the
main
air

Secondary
side

Primary
side

1

Primary
main
nozzle

2

Primary
main
air
bleed

3
Primary
slow
air
bleed

4

Primary
slow

jet

5
Secondary
throttle
valve
6
Primary
throttle
valve

7
Idle
nozzle

8

By
pass
hole

9
Primary
main

jet

Fig
EF
16

PaTtially
loading

EF
10

FUEl

SYSTEM

Idling
and
slow

system

Passing
through
the
main

jet
the
fuel

passage
is

separated
from
main

line
fuel
flows

through
the

slow

jet
primary
slow
air
bleed
is

ejected
from
the

by
pass

hole
and
idle

nozzle

Accelerating
mechanism

Cj

f

li

Ip

j

1

2

3

4
5
Inlet
valve

6
Outlet
valve

7
Primary
throttle
valve

8

Pump
connecting
rod
Pump
lever

Pump
nozzle

Piston

Piston
return

spring

Fig
EF
17

Accelerating
mechanism

A

mechanical
accelerating

pump
synchronized
with
the

throttle
valve
is
used

When
the
throttle
valve

is
closed
the

piston
rod
is

pushed
up
with
the

linkage
which

pushes
up
the

piston

through
the

piston
return

spring

When
the

piston
comes
down

the
inlet
valve
closes
the

outlet
valve

opens
and
the

fuel
within
the

pump
is

blown
out
from

the

pump
jet
by
the

compressed
piston

return

spring
The

fuel
hits

against
the
side
wall
of
the

small
venturi

becoming
minute

drops
and

compen

sating
trancient

sparseness
of
the

fuel

Power
valve
mechanism

The

power
valve
mechanism
so

called
vacuum
actuated

boost

type
makes
use
of
the
downward

pulling
force

of
the

air
stream
below
the

throttle
valve

When

the
throttle
valve
is

slightly
opened
during
light

load

running
a

high
vacuum
is
created

This
vacuum

pulls
the
vacuum

piston
upward
against

the

spring
leaving
the

power
valve
closed

When
the

vacuum
is

lowered

during
full

load
or

accelerating
running
the

spring
pushes
the
vacuum

piston
downward

opening
the

power
valve
to
furnish

fuel

EF
11
Secondary
system

Secondary
main

system

When
the

primary
throttle
valve
is
wide

open
and
the

engine
produces
high
power
the

secondary
throttle

valve

begins
to

open
by
the

linkage

However
the

auxiliary
Y
J

lve
does

not

open
at
a
slow

speed
due
to
the

counterweight
connected
to
the
valve

shaft

As
the

engine
picks
up

speeds
the

auxiliary
valve

opens

against
the

load
of
the

counterweight
and
the
second

ary
system
starts

operation
for

high
power
operation

The
fuel

flowing
out
of
the

passage
at
the
bottom
of

the
float

chamber

passes
through
the

secondary
main

jet
The
fuel
is
mixed

with
the
air

coming
from
the

main
air

bleed
and
the
mixture
is
blown
into
the

venturi

through
the
main
nozzle

When
the

primary
throttle
valve
is
in
the
full

open

position
the

secondary
throttle
valve
is
also

fully

opened

t

2

3

4
5

Auxiliary
valve

6
Secondary
throttle
valve

7

Primary
throttle
valve

8

Primary
main

jet
Counter
lever

Primary
main
nozzle

Primary
main
air
bleed

Counterweight

Fig
EF
1B
At

full
open
slow

speed

j

1

2

3

4

5

6
Counter

weight
7

Secondary
main
air
bleed
8

Secondary
main
nozzle
9

Counter
lever
10

Primary
main
nozzle
11

Primary
main
air

bleed
Secondary
main
jet

Auxiliary
valve

Secondary
throttle
valve

Primary
throttle
valve

Primary
main

jet

Fig
EF
19
At

full
open
high
speed

ENGINE

Step
system

The
construction
of
this

system
corresponds
to

the

idling
and
slow
system
of
the

primary
system

This

system
aims
at
the

power

filling
up
of
the

gap

when
fuel

supply
is

transferred
from
the

primary

system
to
the

secondary

system
The

step
port
is

located

near
the

auxiliary
valve
in
its

fully
closed

state

Anti

uesetmg

solenoid

Ignition
switch

OFF
ON

I

L
i1

7

I
Anti

dieseling
solenoid

valve

When
the

ignition
key
is
turn

to
OFF

current
will

not
flow

through
the

solenoid
and
the
slow

system
fuel

passage
is

closed
to
shut
down

the

engine
without

dieseling

If
anti

dieseling
solenoid
is
found

defective

replace
the

solenoid
as
an

assembled
llnit

Fuse

Ignition
switch

T
Baitery

717

Fig
EF
20
Schematic

drawing
of
anti

dieseling
solenoid

Removal
and

installation
of
anti
dieseling
solenoid

Removal

Solenoid
is

cemented
at

factory
Use

special
tool

STl9
I

50000
to

remove
a

solenoid

When

this
tool
is

not
effective
use
a

pair
of

pliers
to

loosen

body
out
of

position

Installation

I

Before

installing
a
solenoid
it
is
essential

to
clean
all

threaded

parts
of

carburetor
and
solenoid

Supply

screws
in
holes

and
turn
them
in

two
or
three

pitches

2

First
without

disturbing
the

above

setting
coat

all

exposed
threads
with
adhensive
the
Stud
Lock
of

LOCTlTE
or

equivalent

Then

torque
screws
to
35
to
55

kg
cm
30
to
48

in
lb

using
a

special
tool
STl9150000

After

installing
anti

dieseling
solenoid
leave

the

carburetor

move
than
12
hours
without

operation

3
Mter

replacement
is

over
start

engine
and
check
to

be

sure
that
fuel
is
not

leaking
and
that
anti

dieseling
solenoid
is
in

good
condition
Notes
a
Do
not
allow
adhesive

getting
on
valve

Failure
to
follow
this
caution
would
result
in

improper
valve

performance
or

clogged
fuel

passage

b

In

installing
valve
use
caution
not
to
hold

body
directly
Instead

use
special
tool

tight

ening
nuts

as

required

Float

system

Fuel
fed
from
the

fuel

pump
flows

through
the
filter

and
needle
valve
into
the
float
chamber
A
constant
fuel

level
is
maintained

by
the
float
and

needle
valve

As
ventilation
within
the
float

chamber
is
of
an

air
vent

method

Electric
automatic
choke

An
electric
heater

warms
a

bimetal
interconnected
to

the
choke
valve
and
controls
the

position
of
choke
valve

and
throttle
valve
in
accordance
with
the

elapse
of
time

or

the
warm

up
condition
of

engine

The
construction
and
function
of
each

part
of
this

automatic

choke
are

as
follows
See

Figure
EF
21

EF
12