automatic transmission DATSUN B110 1973 Service Repair Manual
[x] Cancel search | Manufacturer: DATSUN, Model Year: 1973, Model line: B110, Model: DATSUN B110 1973Pages: 513, PDF Size: 28.74 MB
Page 3 of 513
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DATSUN
1200
MODEL
B
11
0
SERIES
l
NISSAN
I
4
l
l
f
t
NI
SSAN
MOTOR
CO
LTD
TO
Yi
lIAPAN
SECTION
AT
AUTOMATIC
TRANSMISSION
DESCRIPTION
HYDRAULIC
CONTROL
SYSTEM
REMOVAL
AND
INSTALLATION
MAJOR
REPAIR
OPERATION
TROUBLE
DIAGNOSES
AND
ADJUSTMENT
SERVicE1
DATA
AND
SPECIFICATIONS
t
i
fr
lr
lo
i
1
4
1
p
i
AT
2
AT
4
AT
33
AT
31
AT
49
Al
60
1
r
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i
J
Page 4 of 513
The
model
3N71
B
automatic
trans
mission
is
a
fully
automatic
unit
con
sisting
primarily
of
element
hydrau
lic
torque
converter
and
two
planetary
gear
sets
Two
multiple
disc
clutches
a
muItiple
disc
brake
a
band
brake
and
a
one
way
sprag
clutch
provide
the
friction
elements
required
to
obtain
the
desired
function
of
the
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
Vehicle
speed
and
engine
manifold
vacuum
signals
are
constantly
fed
to
the
transmission
to
provide
the
proper
gear
ratio
for
maximum
efficieq
cy
and
performance
at
all
thrqttIe
openings
The
iMiij
l
3N7I
B
has
six
selector
position
f
P
R
N
D
2
1
k
Park
position
positively
locks
the
c
ut
put
shaft
to
the
transmission
case
RY
means
of
a
locking
pawl
to
prev
nt
the
vehicle
from
rolling
either
direction
This
position
should
be
selected
when
ever
the
driver
leaves
the
vehicle
The
engine
may
be
started
in
Park
pQlition
OR
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
CHASSIS
DESCRIPTION
D
Drive
range
is
used
for
all
normal
driving
conditions
Drive
range
has
three
gear
ratios
frum
the
starting
ratio
to
direct
drive
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
range
can
be
selected
at
any
vehicle
speed
and
the
transmission
will
shift
to
second
gear
and
remain
in
second
until
vehide
speed
is
reduced
to
approximately
40
to
50
kmfh
25
to
31
MPH
I
range
position
prevents
the
transmission
from
shifting
out
of
low
gear
This
is
particularly
beneficial
for
maintaining
maximum
engine
braking
when
continuous
low
gear
operation
is
desirable
The
torque
converter
assembly
is
of
welded
construction
and
can
not
be
disassemble
for
service
Fluid
recommendation
Use
having
only
in
mission
automatic
transmission
fluid
DEXRON
identifications
the
3N7I
B
automatic
trans
AT
2
IA
e
l
csr
4o
J
r
s
Identification
number
Stamped
position
The
plate
attached
to
the
right
hand
side
of
transmission
case
as
shown
in
Figure
AT
I
ii
II
r
4
1
r
I
to
i
AT057
Fig
AT
1
Identification
number
Identification
of
number
arrangements
See
below
Model
code
JAPAN
AUTOMATIC
Z
TRANSMISSION
CO
LTD
I
MODEL
XOIOO
J
I
NO
2412345
Unit
number
Number
designation
2
4
2
3
4
5
L
Seriat
production
number
for
the
month
Month
of
production
X
Oct
Y
Nov
Z
Dec
Last
figure
denoting
the
year
A
D
r
Page 5 of 513
AUTOMATIC
TRANSMISSION
1
1
1
I
L
@
CD
@
@
ID
@
@
h
r
H
@
@
@
@
@
@
@
4
@
@
t
I
fA
TIl70
4
t
ill
pJrP
I
Transmission
ase
II
Governor
Tightening
torque
T
of
@T
0
5
to
0
7
2
Oil
pump
12
Output
shaft
bolts
and
nuts
kg
rn
ft
Ib
3
6
to
5
1
3
Front
clutch
13
Rear
xtcnsion
@T
0
8
to
1
0
@T
2
0
to
2
5
4
Band
brake
14
Oil
pan
@T
5
8
to
7
2
14
to
18
5
Rear
clutch
15
Control
valve
4
to
5
@T
1
3
to
1
8
6
Front
planetary
gt
ar
16
Input
shaft
@T
29
to
36
9
4
to
13
7
Rear
planetary
gear
17
Torque
converter
6
5
to
7
5
@T
0
55
to
0
75
8
One
way
clutch
18
Converter
housing
@T
47
to
54
4
0
to
5
4
9
Low
Reverse
brake
19
Drive
plate
0
6
h
Q
8
Q
T
0
25
to
0
35
10
Oil
distributor
4
3
to
5
8
1
9
to
2
5
Fig
AT
2
Cross
sectional
uiew
of
3N71
B
automatic
transmission
I
AT
3
l
t
Page 7 of 513
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
Page 11 of 513
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
Page 13 of 513
Low
in
the
range
I
is
led
to
the
low
and
reverse
clutch
from
the
line
pressure
5
through
the
line
pressure
12
and
at
the
same
time
the
same
is
led
to
the
left
end
spring
unit
Consequently
although
the
go
vernor
pressure
increases
the
valve
is
still
depressed
toward
the
right
and
the
SFV
is
fixed
in
the
Low
posi
tion
When
kicked
down
at
the
2nd
speed
the
SDV
operates
and
the
line
pressure
13
depresse
the
FSV
to
ward
the
right
Although
the
governor
pressure
15
is
considerably
high
the
valve
is
depressed
completely
toward
the
right
and
the
FSV
is
returned
to
the
Low
position
This
operation
is
called
Kick
down
shift
2nd
3rd
shift
valve
SSV
The
SSV
is
a
transfer
vaIve
which
shifts
speed
from
2nd
to
3rd
When
the
vehicle
is
stopped
the
SSV
is
depressed
toward
the
right
by
the
spring
and
is
in
the
2nd
position
It
is
provided
however
that
the
FSV
decides
the
shifting
either
to
Low
or
2nd
When
the
vehicle
is
running
the
governor
pressure
15
is
applied
to
the
right
end
surface
and
the
SSV
is
depressed
toward
the
left
Contrarily
the
spring
force
line
pressure
3
and
throttle
pressure
19
depress
the
SSV
toward
the
right
When
the
vehicle
speed
exceeds
a
certain
level
the
governor
pressure
exceeds
the
sum
of
the
spring
force
line
pressure
and
throttle
pressure
the
valve
is
depressed
toward
the
left
and
the
line
pressure
3
is
closed
Conse
quently
the
forces
are
rapidly
un
balanced
the
force
to
depress
the
SSV
toward
the
right
reduces
and
thus
the
SSV
is
depressed
to
the
Ie
ft
end
for
a
moment
With
the
SSV
depressed
to
ward
the
left
end
the
line
pressure
3
is
connected
with
the
line
pressure
10
the
band
servo
is
released
the
front
clutch
is
engaged
and
speed
is
shifted
to
3rd
When
the
accelerator
pedal
is
de
pressed
both
the
line
pressure
3
and
the
throttle
pressure
19
are
high
and
AUTOMATIC
TRANSMISSION
therefore
the
SSV
is
retained
in
2nd
unless
ihe
governor
pressure
IS
exceeds
the
line
pressure
3
and
the
throttle
pressure
19
In
the
3rd
position
force
to
depress
the
SSV
toward
the
right
is
remained
only
on
the
throttle
pressure
16
and
the
throttle
pressure
16
is
slightly
lower
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
low
speed
side
Shifting
from
3rd
to
2nd
occurs
at
a
speed
slightly
lower
than
that
for
2nd
to
3rd
shifting
When
kicked
down
at
the
3rd
line
pressure
13
is
led
from
the
SDV
and
the
SSV
is
depressed
toward
the
right
Although
the
governor
pressure
is
considerably
high
the
valve
is
de
pressed
completely
toward
the
right
and
thus
the
SSV
is
returned
to
2nd
position
This
operation
is
called
Kick
down
shift
When
the
shift
lever
is
shifted
to
2
or
I
range
at
the
3rd
speed
the
line
pressure
3
is
drained
at
the
MNV
Consequently
the
front
clutch
operating
and
band
servo
releasing
oils
are
drained
As
the
res
lIt
the
trans
mission
is
shifted
to
the
2nd
or
low
speed
although
the
SSV
is
in
the
3rd
position
When
the
speed
is
shifted
to
the
3rd
a
one
way
orifice
24
on
the
top
of
the
SSV
relieves
oil
transmitting
velocity
from
the
line
pressure
3
to
the
line
pressure
10
and
reduces
a
shock
generated
from
the
shifting
Contrarily
when
shifted
from
3rd
to
2
or
range
and
the
speed
is
shifted
to
the
2nd
spring
of
the
orifice
24
is
depressed
the
throttle
becomes
ineffective
the
line
pressure
10
is
drained
quickly
and
thus
delay
in
the
speed
shifting
is
elimi
nated
Throttle
of
the
line
pressure
6
relieves
the
oil
transmitting
velocity
from
the
line
pressure
6
to
the
line
pressure
10
when
the
lever
is
shifted
to
the
R
range
and
relieves
drain
velocity
from
the
line
pressure
10
to
the
line
pressure
6
when
shifting
from
3rd
to
2nd
at
the
D
range
Thus
the
throttle
of
the
line
pressure
6
reduces
a
shock
generated
from
the
shifting
A
plug
in
the
SSV
left
end
readjust
the
throttle
pressure
16
which
varie
depending
on
the
engine
throttle
con
dition
to
a
throttle
pressure
19
suited
to
the
speed
change
control
Moreover
the
plug
is
a
valve
which
applies
line
pressure
13
in
lieu
of
the
throttle
pressure
to
the
SSV
and
the
FSV
when
kick
down
is
performed
When
the
throttle
pressure
16
is
applied
to
the
left
side
of
this
plug
and
the
plug
is
depressed
toward
the
right
a
slight
space
is
made
from
the
throttle
pressure
16
to
19
A
throt
tIe
pressure
19
which
is
lower
by
the
pressure
loss
equivalent
to
this
space
is
generated
the
pressure
loss
is
added
to
the
spring
force
and
thus
the
plug
is
depressed
back
from
the
right
to
the
left
When
this
pressure
19
increases
excessively
the
plug
is
further
de
pressed
toward
the
left
space
from
the
throttle
pressure
19
to
the
drain
circuit
13
increases
and
the
throttle
pressure
19
lowers
Thus
the
plug
is
balanced
and
the
throttle
pressure
19
is
reduced
in
a
certain
value
b
3
Orifice
t
checking
valve
24
15
2
2
i
I
1
c
V
Y
ii
pr
W
jt1
iff
I
W
q
I
nHH
J
L19
H
10
15
AT
9
A
T098
Fig
AT
13
2nd
3rd
shiflvalue
Page 15 of 513
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
Page 17 of 513
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
Page 19 of 513
AUTOMATIC
TRANSMISSION
P
range
Park
Torque
Converter
Low
R
Brek
Brake
Sand
I
1
VOO
O
Solenoid
C
iT
A
q
r
CMo
I
I
U1
t5
I
j
I
T
CQ
r
C
A
uIUi
g
Velv
Bend
i
Servo
1f
a
riealion
11
11111
J
I
2
CID
v
f
0
1
J
fI
I
I
1
O
II
II
CID
Solen
iO
Cow
lift
I
J
II
I
Front
Lubrical
n
v
n
1
j
III
r
I
1
II
Orifice
18
C
tt
J
v
2
5
Mod
I
I
1
1
I
J
5JJ
if
1
@
2nd
3rd
Timing
I
1l
If
m
t
I
r
I
m
II
I
I
I
II
R
vuletor
Valve
II
U
L
J
l2
23
6
@
Menuel
Vel
P
R
N
D
2
I
fl31
i
I
I
I
I
l
I
Throttl
Dr
n
Valy
T
o
u
g
Il
I
d
Not
Jhorklld
Cu
in
lsur
Go
ernor
1
1
litHe
OICondery
Gov
norVelYe
Primary
Gov
no
1
Governor
ur
T
eMU
H
Fig
A
T
25
Oil
pressure
circuit
diagram
P
range
Park
AT
15
Page 21 of 513
AUTOMATIC
TRANSMISSION
R
range
Reverse
o
fro
Clutch
R
Clutch
Low
0
R
8
B
e
Torque
Con
14
Q
T
CO
fI
I
9
ID
v
Th
Vel
r
j
Orei
1
Ve
Front
Lubdce
O
IfQ
Cheek
Vah
OJ
iJ
Thronle
D
ein
V
D
i
V
l
x
21
CDp
R
Iulato
Velv
@
Not
M
k
r
D
ein
Unep
n
IGover
o
t
t
praaur
1
G
l
Gov
r
o
pr
Torque
CO
rler
p
ThrOU
epr
s
cOnclMV
Gov
nOt
V
P
i
V
Gov
nor
Velv
Fie
A
T
28
Oil
pressure
circuit
diagram
R
range
RelJerse
AT
17