ESP 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

I
transmission

output
shaft

They

op

erate
in
the
same

speed
as
that
of
the

output
shaft
In
other
wotds

they

operate
at

a

speed
in

proportion
to
the

vehicle

speed
To
those
valves
the

line

pressure
is

applied
as
the

input

ftom
the
control
valve

through
the

transmission
case
rear

flange
and
oil

distributor
The

governor
pressure
in

proportion
to
the

output
shaft

speed

vehicle

speed
is
led

to
the

shift

valve

of
the
control
valve

through

inverse

rou
te
as
the

output
and
thus

the

speed
change
and
the
line

pressure

are

controlled

Operation
of

secondary

governor
valve

The

secondary
valve
is
a
control

valve
which
receives

line

pressure
I

and

controls
the

governor
pressure

When
the
manual

valve
is

selected

D
2

or
1

range
line

pres

sure
is

applied
to
the

ring
shape
area
of

f
this

valve
from
circuit

I
and

this

valve
is

depressed
toward
the

center

side
Movement
of
this
valve
to
a

certain

position
closes
the
circuit

from

I
to

15

simultaneously
while
mak

ing
a

space
from
the

15
to
the
center

drain

port
and

pressure
in
the

circuit

IS
is

lowered

When

the
vehicle
is

stopped
and
the

centrifugal
force
of
this
valve
is
zero

the
valve
is

balanced
In
this
a

gover

nor

pressure
which
is
balanced
with

the

spring
force
occurs
on
the

15

When
the

vehicle
is

started
and
the

centrifugal
force
increases
this

valve

slightly
moves
to
the
outside
and

when

the

space
from

I
to
15

increases

space
from
the

15
to
the

drain

port
reduces

simultaneously
As

the
result

governor
pressure
of
the

15
increases

and
the

governor

pres

sure
is

balanced
with
the
sum
of

centrifugal
force
and
the

spring
force

The

governor

pressure
thus

changt
s
in

response
to
the

vehicle

speed

change

centrifugal
force

Operation
of

primary

governor

valve

The
valve
is

an
ON
OFF

valve

which
closes
the

governor

pressure

15

regulated
by
the

secondary

gover
CHASSIS

nor
valve
when
the
vehicle

speed

reaches
the

minimum

speed
and

when

the
vehicle

speed
exceeds
a
certain

level

open
the

governor
and
forwards

the

governor
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

the
center

side

and
the

groove
to

the

IS
is

closed
since
the

governor
pressure

applied
to
the

ring

shape
area
is

higher

than
the

centrifugal
force
of
this

valve

When
the

governor
speed
exceeds
cer

tain

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
circuit
15

Two
different

valves
are

employed

in
the

governor
so
that
it
will
inde

pendently
control

the

speed
at

high

speed
and
at

low

speed
That

is
within

the

low

speed

range
the

governor

pressure
is
not

generated
owing
to
the

primary
valve

whereas
at

the

high

speed
range
above
the

break

point
a

governor

pressure
regula
ted

by
the

sec0Hdary
valve
is

introduced

The
break

point
is
the

point
at

which
the

function
of
one

of
the

govp
rnors
is

transferred
to
the
other

whee

the

speed

changes
from

the

w

speed

range
to

the

high
speed

range

To
con
trol
valve

Governor

pressure

tiS

y
ID

t

4

From
control
valve

Line

pressure
I

J

I

Primary
governor

2
Secondar

governor

3
Governor
valve

body
AT090

4

Oil
distributor

5

Output
shaft

Fig
AT
7
Cross

sectional
view

of

governor

AT
6
AT091

Fig
A
T
B

Output
shaft
with
oil

distributor
and

governor

I
Oil

distributor

2

Governor
valve

body
AT092

3

Primary

governor

valve

4

Secondary

governor

valve

Fig
A

T

9

Exploded
uiew

of

gouernor

IN
This

quality
product
has
been

packaged

by
hand
If

you
have

any
difficulty
please

mention

my
number
in

your
correspondence

Thank

you

2655

HURST
PERFORMANCE
INC

50
WEST
STREET

ROAD

WARMINSTER
PA
18974

ATTENTION
CUSTOMER
SERVICE
j

PLACE

STAMP

HERE

LIMITED

WARRANTY
Your

Hurst

product

warranted

per

table

below

Irom

dale
01

purchase

against

defects

materinl

and

workmanship

Dur
ing

this

period

luch

defects

will

be

repoired

the

product
will

be

chllnQl

d

at

Huut

option

without

charge

This

war
onty

does

damiilge

used

bv

milu

lI

alteration
negligence

ALL

IMPLIED

WARRANTIES

INCLUDING

BUT
NOT

LIMITED

TO

WARRANTIES

OF

FITNESS

AND

MER
CHANTABllITV

ARE

LIMITED

IN

DURATION

TO

A

PE
RIOO

ENDING

WITH

THE

PERIOD

OF

THE

CORRESPOND
ING

EXPRESS

LIMITED

WARRANTY

AS

SET

FORTH

BE
LOW

UNDER

NO

CIRCUMSTANCES

WILL

HURST

BE

RE
SPONSI8LE

FOR

INCIDENTAL

OR

CONseQUENTIAL
DAMAGES

ARISING

FADM

OR

IN

CONNECTION

WITH
THE

INSTALLATION

OR

USE

OF

ANY

HURST

PRODUCT
Some

tates

do

not

allow

limitations

on

how

long

implied
warranty

lasts

do

not

allow

for

tha

Axclusion

limitation

of
incidental

nnlequantial

damages

the

above

limitations
may

not

apply

to

you

This

Warranty

givlIs

you

specific

legal
righta

and

you

may

also

have

other

rights

which

Vpry

from
state

to

state

Return

of

the

Product

Registration

Card

nOt
nndition

precedent

Warranty

nvAraga

and

performance
HURST

WARRANTY

PERIODS

from

cJ

ffI

of

purch

lt
I
Shift

rs
Air

Shocks

12monttlt
12

OOOmil

or

12month1
whch

ver

lim
gOd

vl

12montl1s
12montl1s
12montl1s
Aoeellories
Tr

Rlmission

Oil

Coolers
Autom

tic

Tr

umitsion

P

rh
Scl1i

f

rPloductt

J

c

udinll
producrr

u

d

fOT

rw

ingl
Bring

the

product

or

nd

it

pOttage

preplidf

Hurst
Performance

Inc

or

IIuthorized

doaler

If

you

end

the

product
pleas

write

letter

IIxplaining

the

01

your

difficulty
HURST

PERFORMANCE

INC
50

West

Street

Road
Warminnl
r

PennsylvlInlll18974
In

tha

ellenl

you

have

any

questions

rning

IInd
of

the

product

rning

pleese

write
Customer

Satisfaction

Depertment

lit

above

addreu
How

To

Get

Quick

Service
1

Peck

your

Hunt

product

r

nrefully

good

IriOn

with
plenty

of

newspape

s

u

celsior

padding

all

mund

it

and

till
lIly

Oamllge

transit

not

nv

red

by

the

warranty
2

Carefully

prinl

the

lrton

thlll

name

Ind

Iddrllu

01

Hurl
above

Don

t

forget

your

return

addreu
3

Put

I

tter

showing

desired

n

lIlope

addressed
HUrl

above

In

your

lettllr

plellSe

be

to

give

full
formation

such

date

and

place

of

purchase

your

full

name
IInd

address

and

the

reptllrS

d

sired
4

PASTE

ENVELOPE

TO

PACKAGE
S

Put

First

CIBst

stamp

nvelope

IInd

Parcel

Pall

stamps
package

then

mail

The

Post

Office

will

tell

yOU

the

proper
amount

of

postage

and

against

Iou

the

mDils

z
it
l
l

III

0
1168

a

o

o

i
g

I
o

0

DO
o

0
I

t
i

lL

5
I

0

q

II
1

I

if
18

0

l

q
t

tJ

w
j

b

00000

i

I
a

1
I

S
z
I
i
o
i

i
I
c

q
3

10

w
ol
8

q

1

5

lj

I
u

i

i
i

@

z

i

i
tii

I

f
8

ts

I

5

i

a

s
fl

00000000000000
C
a
0
u
Z
o
a
ti
a
w
a
u
J
C
o
a

lIt

c
l
l
c
l

J
Ci
I

J
I

I
a

1111

i
Z

iRI
1

Ii
iD

i
8
1

I

1I
o
0

1
o

011
Dl
DI

oj
o

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

4

to
the

circuit

17
is

timely
closed

and
with
the

space
from

the
circuit

17
to
the

upper
drain

being
about
to

open
the

back

up

pressure
17
which

is

lower
than
the

line

pressure
4

by

the

pressure
loss
due
to
the

space
from

the
circuit
4
to
the
circuit

17
is

balanced
with
the

spring
force

Further
when

speed
is

shifted
from

2nd
to

Low
at

the

range
I

line

pressure
is

led
from
the

circuit

12

and
the
line

pressure
is

applied

upward

to
the
bottom

of
the

valve

through
the

valve
hole

Consequently
the

valve
is

depressed
upward
and
locked
As
the

result

the

space
from
the

line

pressure

4
to
the

back

up
pressure
17

is

closed

completely
and

the
back

up

pressure
17
is
drained

upward

AT101

Fig
AT
16

Throttle
back

up
valve

Solenoid
downshift
valve

SDV

This
valve
is

a
transfer
valve
which

leads
the

line

pressure
7

to
13
and

transmits
the

same
to
the
FSV
and

SSV
when
a
kick
down

signal
is
re

ceived
from

the
downshift
solenoid

Usually
the
solenoid

push
rod
and

valve
are
locked

upward
by
the

spring

in

the
lower
end
and
circuit
from
the

line

pressure
4
to
the
line

pressure

13
is

opened

When

kick
down
is

performed
the

push
rod

operates
the
valve
is

depres

sed
downward
and
the
circuit

from

the
line

pressure
7

to
the
line

pres

sure

13
opens
The
line

pressure
13

opposes
the

governor
pressure
15
at

the
SSV
and
FSV
and

thus

performs

the
downshift

operation
AUTOMATIC
TRANSMISSION

AT102

Fig
AT

17
Solenoid

downshift
value

Second
lock
valve
SLV

This
valve
is
a

transfer
valve
which

assists

the
shift
valve
in
order
to

decide

the
fixed
2nd

speed
at
the
2

range

In
the

D

range
the
sum
of

the

spring
force
and

line

pressure
3

applied
upward
exceeds

the
line

pres

sure
2

which
is

applied
to
the

valve

area

difference
as
the

downward

force

As
the

result
the

valve
is

locked

upward
and
the

circuit

from
the
line

pressure
8
to
the

line

pressure
9
is

opened

Consequently
the
FSV
becomes

the
2nd

speed
condition
and
line

pressure
is

led
to
the

band
servo

engaging
circuit
9

only
when
the
line

pressure

1
is
released

to
the
line

pressure
8

In
the

2

range
the

upward
force

is

retained

only
on

the

spring
and

the

downward

line

pressure
2
exceeds

the

upward
force

As

the
result
the

valve
is

locked

downward
the
line

pressure
2
is

released

to
9

regardless
of

the

operat

ing
condition
of
the
FSV
and

the

band

servo
is

engaged

2nd
3rd

timing
valve

TMV

This

valve
is

a
transfer
valve
which

switches
the

by
pass
circuit
of
the

AT
ll
J

2

3

ATl03

Fig
A
T
18

Second
lock

ualue

orifice
22
in

the
front
clutch

pres

sure
circuit
II
in

response
to
the

vehicle

speed
and
the

throttle
con

dition
A
force
created

when
the

go

vernor

pressure
15

applies
to
the

bottom
of
the

TMV
is

used
for
the

upward
force
and
a

force
created

when

the

spring
force

and
the

throttle

pressure

apply
to
the

top
of
the

TMV

is
used
for

the
downward
force

When
the

throttle

pressure
16
is

lower
than

the

governor
pressure
15

the

upward
force

exceeds
the
down

ward
force
the
valve
is
locked

upward

and

passage
from
the
circuit
10

2nd
from
the

Top
to
the
circuit

II
is

closed

Consequently
the

line

pressure
10
is
led
to

the
front

clutch

circuit

1
I

through
the

orifice
22

and

thus
the
oil

pressure
is
trans

mitted

slowly
However
under

the

normal

shifting
the

throttle

pressure

16
has
a

pressure
exceeding
a
certain

level
and

the
downward
force
exceeds

the

upward
force
As
the
result
the

valve
is
locked
downward
the

passage

from
the
circuit

10
to
the
circuit

1
I
is

opened
and
the

orifice
22

is

disregarded

1

i
16

I
O

11

l1
1

r

X

lp

I
15

J

AT104

Fig
AT
19
2nd

3rd

timing
ualue

Adjustment
of
front
end

play

Select
front
clutch
thrust
washer

by

calculating
the

following
formula

TF
C
D
0
2
mm

where

T

F
Required
thickness
of
front

clutch
thrust

washer
mm

in

C
Measured
distance
C
mm
in

D
Measured
distance
D

mm
in

Available
front
clutch
thrust
washer

No
Thickness

mm
in

I
J
5
0
059

2
1
7
0
067

3
1
9

0
075

4
2
1

0
083

5
2
3

0
091

6
2
5
0
098

7
2
7
0

106

Specified
front
end

play

0
5

to
0
8
mm

0
020
to
0
031
in

Notes
a
Correct

thickness
of

bearing

race
and
thrust
washer
is
al

ways
the
one
which
is
nearest

the
calculated

one

b
Installed
thickness
of

oil

pump
gasket
is

0
4
mm
0
016

in

10

Check
to
be

sure
that

brake

servo

piston
moves

freely
For
detailed

procedure
refer
to

covering

topic
on

page
AT
43

Use

care
to

prevent
piston

from

coming
out
of

place

during
test

ing
since

servo
retainer

is
not

tightened

at
this

point
of

assembly

II

Make
sure
that
brake
band

strut

is

correctly
installed

Torque
piston

stem
to
1
2

to
1
5

kg
m
8
7

to
II

ft
lb
Back
off
two
full

turns
and

secure

with
lock
nut
Lock
nut

tight

ening

torque
is
1
5

to
4

0

kg
m

I
I
to

29
ft

Ib
AUTOMATIC
TRANSMISSION

I
2

After
inhibitor
switch
is
in

stalled
check
to
be
sure
that
it

op

erates

properly
in
each

range
For

detailed

procedure
refer
to

covering

topic
on

page
AT
51

13

Check
the

length
L
between

case
end

to
rod
end

of
vacuum

throttle

valve

fully
pushed
in

Then
select

adequate
diaphragm
rod

corresponding

measured

length
See

Figure
AT
77
m
rj

I

L

1

AT145

i

Fig
AT
77

Measuring
the
distance

L

Available

diaphragm
rod

Distance
measured

L
mm

in

Under
25
55

1
006

25
65

to
26
05
1

010
to
1

026

26
15
to
26
55
1

030
to
1

045

26
65
to
27
05
1

049
to
1
065

Over
27
15
1

069

COMPONENT
PARTS

The

transmission
consists
of

many

small

parts
that
are

quite
alike
in

construction

yet
machined
to

very

close
tolerances
When

disassembling

parts
be
sure
to

place
them
in

order
in

a

part
rack
so

they
can
be
restored
in

the
unit
in
their

proper
positions
It
is

also

very
important
to

perform
func

tional
test
whenever
it
is

designated

Front

clutch

Disassembly

Front

clutch

drum

Piston

1

AT146

1
Snap
ring
S
Dished

plate

2
Retaining
plate
6

Snap
ring

3
Drive
plate
7

Spring
retainer

4

Driven

plate
8
Coil

spring

Fig
AT
78
S
ctional
v
w

of

front
clutch

AT
41
Diaphragm
rod

length
mm
in

29
0

1
142

29
5
1
161

30
0
1
181

30
5
1
2
1I

31
0
1
220

I

Pry
off

snap

ring
D
with
a

suitable
screwdriver
or
a

pair
of

pliers

Remove
a

retaining
plate
@
drive

plate
@
driven

plate
@and
dish

plate

@
in
the
order

listed
as
shown
in

Figure
AT
78

2

Compress
clutch

springs
using

Clutch

Spring
Compressor

ST25420000
or
ST2542001
Re

move

snap
ring
@
from

spring
re

tainer

using
Snap
Ring
Remover

ST25320001
See

Figure
AT
79

Note

When
Clutch

Spring
Compres

sor
STIS420000
is

to
be
used

cut
the
toe

tips
of

threeloigs
by

a

grinding
wheel
See

Figure

AT
80

AT
1

Fig
AT
79
RemoL

ing
snap
ring

c

Inspection
and

adJu
Stmenf
trouble
first
check

the

linhge
f
no

1
i

jI
fect

is
found
in
the
lin1

age
check

of

manu
a
l

liiiJ
i

the
inhibitor
switch

Th

d
1F

aI
S
t
th
I
I
f
e

a

JU
i

J
u

epara
e
e

range
se
eet

ever
rom

Iy

important
ii
s3

ns
etion
of
oil
the
lower
shift

rod
and
turn
the

range

1

level
for
the
automatiC

tran
smission
select
lever
to
N

Therefore

great
care
should

be
exer

Note

In
the

position
N

the
slot
of

cised
because
defective

adjustment
will

the
manual
shaft
is

vertical

result
in

the
breakdown
of
the

trans

By
the
use
of
the
tester
check

the

two
bIack

yellow
BY
wires

from
the

inhibitor
switch
in
the

ranges
N

and

P

and
the

two
red
bIack

RB
wires

in
the

range
R
for

continuity
Turn

range
select
lever
to
both

directions

from
each
lever
set

position
and
check

each

continuity

range
It
is

normal
if

the

electricity
is
on
while
the

lever
is

within

an

angle
of

about
3
0

on

both

sides
from
each

lever
set
line
How

ever
if
its

continuity
range
is
obvi

ously
unequal
on
both

sides
the

adjustment
is

required

f

any
malfunction
is

found
un

screw
the

fastening
nut
of
the

range

selector
lever

and
two

fastening
bolts

of

the
switch

body
and
then
remove

the
machine
screw

under
the
switch

body
Adjust
the
manual
shaft
correct

ly
to
the

position
N

by
means
of

the
selector
lever

When
the
slot
of

the
shaft

becomes
vertical
the
detent

works
to

position
the
shaft

correctly

with

a
click
sound

Move
the

switch

slightly
aside
so

that
the
screw
hole
will
be

aligned

with
the

pin
hole
of
the
internal
rotor

combined
with
the

manual
shaft
and

check
their

alignment
by
inserting
a

1
5

0101
0
0591
in
diameter

pin
into

the
holes
If

the

alignment
is

made

correct
1
5ten
the
switch

body
with

the

bolts

pull
out
the

pin
and

tighten

up
the
screw

again
into
the
hole
and

fasten
the
selector
lever
as
before

Check
over

again
the

continuity
with

the

tester
If
the
malfunction
still

remains

replace
the
inhibitor
switch
mission

Inspection

Pull
the
selector
lever

toward

you

and
turn
it

so
far
as
p

to
1

range

where
clicks
will
be
felt

by
hand
This

is

the
detent
of
manual
valve
in
the

body
and
indicates
the
correct

posi

tion

of
the

lever

Inspect
whether
the

pointer
of

selector
dial

corresponds
to
this

point

and
also
whether
the
lever

comes
in

alignment
with
the

stepping
of

posi

tion

plate
when
it
is

released

Adjustment

This

procedure
can

be
accom

plished
by
referring
to
Removal
and

nstallation

Checking
and

adjusting

inhibitor
switch

The
inhibitor
switch
serves

to
light

the

reverse

lamp
in
the

range
R
of

the
transmission

operation
and
also
to

rotate
the

starter
motor
in
the

ranges

N
and
P

j

r@
I

If

r
f
B

@
I

Jt
@
@

c
v@

i

r
fji

AT109

1
Inhibitor

switch

2
Manual

shaft

3
Washer

4

Nut

5

Manual

plate

Fig
AT
II
0
Con
truction

of
inhibitor

witch
6
Washer

7

Nut

8
Inhibitor
switch

9

Range
select
lever

Check
whether
the

reverse
lamp

and
the
starter
motor

operate
normal

ly
in

these

ranges
If
there
is

any
t

ki

A

mm
ATIC
TRANSMISSION

STALL
TEST

The

purpose
of
this
test
is
to
check

the
transmission

and

engine
for

trou

ble

by
measuring
the
maximwn

num

bers
of
revolutions
of
the

engine
while

vehicle
is
held
in
a
stalled
condition

and
the
carburetor
is
in
full

throttle

operation
with

the
selector
lever
in

AT
51
rang
s
D
2

and
I

respectively

and

by
com

pairing
the
measured

re

sults

with
the

standard
values

Standard
stall
revolution

1
750
to
2
000

rpm

Components
to
be
tested
and
test
items

1

Clutches
brake

and
band

in

trans

mission

for

slipping

2

Torque
converter

for
function

3

Engine
for
overall

property

Stall
test

procedures

Before

testing
check
the

enigne
oil

and

torque
converter
oil

warm

up
the

engine

cooling
water
to
the

suitable

temperature
by

warming
up

ope
ration

at

1
200

rpm
with
the

selector
lever
in

the

range
P

for
several
minutes

and

warm

up
the

torque
converter
oil

to

the

suitable

temperature
60
to
IOOoC

140
to
2120F

1
Mount
the

engine
tachometer
at
a

location
that
allows

good
visibility

from

the
driver

s
seat
and

put
a
mark

on

specified
revolutions

on
the
meter

2
Secure
the

front
and
rear
wheels

completely
with
chocks
and

apply
the

hand
brake
Be

sure
to

depress
the

brake

pedal
firmly
with
the
left
foot

before

depressing
down
the
accelerator

pedal

3
Throw
the

selector
lever
into
the

range
D

4

Slowly
depress
the

accelerator

pedal
down
till
the

throttle
valve
is

fully
opened
Quickly
read
and
record

the

engine
revolution
when
the

engine

begins
to
rotate

steadily
and

then

release
the
accelerator

pedal

5
Turn
the

selector
lever
into
N

and

operate
the

enigne
at

approxi

mately
1

200

rpm
for
more
than
one

minute

to
cool
down
the

torque
con

verter
oil
and
coolant

6
Make
similar
stall
tests
in
the

ranges
2
I

and
R

Note

The
stall
test

operation
as

spec

ified
in

the
item
4
should
be

made
within
five
seconds
If
it

takes
too

long
the
oil
deterio

rates
and
the

clutches
brake

and
band
are

adversely
af

fected
Sufficient

cooling
time

should
be

given
between
each

test
for
the
four

ranges
0

2
I

and
R

Judgement

I

High
stall
revolution

more
than

standard
revolution

If
the

engine
revolution
in
staU

condition
is

higher
than
the
standard

values
it
indicates
that
one
or
more

clutches
in
the

transmission
are

slip

ping
and
therefore
nO
further
test
is

required

For
the

following
abnormalities

the
respective
causes
3re

presumed

High
rpm
in

all

ranges
Low
line

pre
ure

High
rpm
in
D
2
and
I
and

normal

rpm
in
R
Rear
clutch

slipping

High

pm
in
D
and
2

and

normal

rpm
in
lOne

way

clutch

slipping

High

rpm
in
R

only
Front

clutch
or
low
and
reverse
brake

slipping

To
determine
which
is

slipping

either
front
clutch
or
low
and
reverse

brake
a

road
test
is

needed

If

while

coasting
after

starting
with

the
lever
in
I

range
engine
braking

does
not
work

properly
it
is
deter

mined
the
low
and
reverse
brake
is

slipping
Otherwise
the
front
clutch
is

slipping

The

slipping
of
the
band
brake
is

difficult
to
ascertain
However
if
it

occurs
with
the
lever
in

2

range
the

enigne
revolution
increases

up
to
the

same
level

as
in
1st

speed
and

therefore
it
can
be

found
out

by

careful
observation
It
is

impossible
to

check
it
in
the
stall
test

Z
Standard
stall
revolution

If
the

enigne
revolution
in
stall

condition
is
within
the
standard

values
the
control
elements
are
nor

mally
operating
in

the

ranges
0

2
I

and
R

Also
the

engine
and
one

way

clutch
of
the

torque
converter
are

normal
in

perfonnance
and

operation

The
one

way
clutch
of
the

torque
Gear
shift

Propeller
shaft

rpm

D
D
1
840
to

2
340

D

DJ
3

340
to
3

840

DJ
D
3
460
to

2
960

D
0
1

790
to
1
290

D
D
330
to
830

D

OJ
l
720
to
2
220

DJ
D2
or

1
350
to
850

DJ
D

D
0
700
Max

I
I
1
860
to
1
360
CHASSIS

converter
however
sometimes
sticks

This
should
be
determined
in
the

road

test

3

Low
stall
revolution
less
than

standard
revolution

If
the

engine
revolution
in

stall

condition
is

lower
than
the
standard

values
it
indicates
that

the
engine
is
in

abnormal
condition
or
the

torque
con

verter
s

one

way
clutch
is

slipping

4

Other

I
If

the

accelerating
performance

is

poor
until
vehicle

speed
of

approxi

mately
50
km

h
30
MPH
is
attained

and
then
normal

beyond
that

speed
it

can
be

judged
that
the

torque
con

verter
s

one

way
dutch
is

slipping

2
If
the

torque
converter
s
one

way
clutch
sticks
vehicle

speed
can

not

exceed

approximately
80
km
h

Car

speed
at

gear
shift

Throttle

opening

mmHg

Kick
down

0

Half
throttle

200

Full
throttle

0

Minimum

throttle

450
I
50
MPH
in
the

road
test
In
such

a

case
the

torque
converter
oH

tempera

ture
rises

up
abnormally
and
s
o
s

pecial

care
is

required

13
If
the
transmission
does
not

operate

properly
in
all

vehicle

speeds

it

indicates

poor
engine
perfonnance

ROAD
TEST

An
accurate

knowledge
of
the
auto

matic
transmission
is

prerequisite
to
its

exact

diagnosis
by
a

road
test

It
is
recommended
to

prepare
a

diagnosis
guide
chart
in
which

are

written
the
standard
vehicle

speeds
for

each

stage
of
the

up
and
down

shiftings
Measured
vehicle

speeds
are

to
be
filled
in
the

adjoining
column
in

each

testing

Also
it
is

advisable
to
mount
a

stopper
for

positioning
the
throttle

opening

I
I
1

860
to
1
360

I
Reduce
the

speed
by
shifting
to

range
from
D

range

output
shaft
2

000

rpm

Note
Car

speed
can
be
calculated

by
the

following
fonnula

2
x
7r
x
r
x

Npx
60

v

RF
X
1

000

where
V
Car

speed
km
h

Np
Propeller
shaft
revolution

rpm

RF
Final

gear
ratio

r
Tire

effective
radius
m

11
The
ratio
of
circumference
of

a
circle
to
its
diameter
3
14

AT
52

Checking
speed

changing

condition

The

driver
s

feeling
during
gear

changes
should
also
be

checked
at

tentively

1
A

sharp
shock
or
unsmoothness

are
felt

during
a

gear
change

2

A

gear
change
is
made
with
a

long

and

dragging
feeling

These
indicate

that
the
throttle

pressure
is
too
low
or

some
valve

connected
to
the
throttle
is
defective

Checking
items

during

speed
change

1
In
D

range
gear
changes
DI
o

D2

D3
are
effected
In
R

range

the

speed
does

not
increase

2

The
kick
down

operates
properly

3

By
moving
the
lever
from
D

into
I

gear

changes

D3
2
12

II
are

effected
In
the

ranges
12

and

II
the

engine
braking
works

properly

4
In
the

speed
does
not
in

crease

5
Should
be

quickly
fixed
at
2

range

6
In
P

vehicle
can
be

parked

properly

If

any
malfunction
occurs
in
the

second

gear
during
the
road
test
that

is
if

vehicle
shakes

drags
or

sling
in

shifting
up
from

DI
directly
to

D3
or
in

shifting
up
from
D
to
W
I

r

I

1

1

I
2
31

I

I

I

I

I

t

Lh

I

I

I

I

1000
lsOo

2000
2500

Output
shaft

speed
rpm
AUTOMATIC
TRANSMISSION

D2
the

brake

band
should
be
ad

justed
If

these

troubles
remain

after

Shift

schedule

o

Full
throttlell

e

2100

E
E

200

is

Z

cu

300

mmHg

soo

o

soo

LINE

PRESSURE
TEST

When

any

slipping
occurs
in

clutch

or
brake
or

the

feeling
during
a

speed

change
is

not

correct
the
line

pressure

must
be
checked

Measuring
the
line

pressure
is

done

by
a

pressu
re

gauge
attached
to

two

pressure

measuring
holes
after

re

moving
blind

plugs
located
at

trans

mission

case
See

Figure
AT

112

The

line

pressure
measurement

is

begun
at

idling
and

taken

step
by

step

by

enlarging
the
throttle

opening

1
A

sharp
shock
in

up

shifting
or

too

high

changing
speeds
are
caused

mostly
by
too

high
throttle

pressure

2

Slipping
or

incapability
of

opera

Line

pressure
governor
feed

pressure

At
cut

back

point
After
cut
back

Throttle

opening
under

approximately
over

approximately

15

kmfh
9

MPH
35

kmfh
22
MPH

Unit

mmHg
Unit

kg
cm2

psi
Unit

kg
cm2

psi

Full
throttle

0
94
to
11
0

134
to
156
5
5

to
6
5

78
to

92

Minimum
throttle
450
3
0

to
4
0
43

to
57
3

0
to
4
0
43

to
57

Full
throttle
0
10
0
to
12

0

142
to

171
5
5

to
7
0

78
to
100

Minimum

throttle
450

6
0
to

12
0
85toI71
5
5
to
7
0

78
to

100

Full
throttle
0

14

0
to
16

0

199
to

228
14
0

to
16
0

199
to
228

Minimum

throttle
450

3

0
to
5
5

4310
78
3

0
to
5
5

43
to
78
Range

D

2

R
the
brake
band
is

adjusted
check

the

servo

piston
seal
for
oil

leakage

3

30ixI
3500
000

AT110

Fig
A
T

llI

Shift
schedule

tion
is

mostly
due
to
oil

pressure

leakage
within

the

gear
trains
or

spool

valve

AT113

I

Line

pressure

2

Governor
reed

3

Servo
release

pressure

Fig
A
T
112

MeCJ8uring
line

pressure

Notes
a
The
line

pressure
during

idling
corresponds
to

the
oil

pressure
before

cut
down

at
minimum

throttle

b
The
oil

pressure
After
cut
back
means

that
after
the

pressure
modifier

valve
has

operated

AT
53