checking oil 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 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 38 of 513
Fig
A
T
49
Torque
converter
aligning
cut
3
When
connecting
torque
con
verter
to
transmission
measure
dis
tance
A
to
be
certain
that
they
are
correctly
assembled
See
Figure
AT
50
Distance
A
More
than
16
5
IllIll
0
650
in
A
AT117
Fig
A
T
50
Installing
torque
converter
CHASSIS
4
Bolt
converter
to
drive
plate
Tightening
torque
0
8
to
1
0
kg
Ill
5
8
to
7
2
ft
Ib
Note
Align
chalk
marks
painted
a
cross
both
parts
during
disas
sembling
processes
5
After
converter
is
installed
rotate
crankshaft
several
turns
and
check
to
be
sure
that
transmission
rotates
freely
without
binding
6
Pour
recommended
automatic
transmission
fluid
up
to
correct
level
through
oil
charge
pipe
7
Connect
manual
lever
to
shift
rod
Operation
should
be
carried
out
with
manual
and
selector
levers
in
N
8
Connect
inhibitor
switch
wires
Notes
a
Refer
to
covering
topic
under
Checking
and
adjusting
inhibitor
switch
on
page
AT
51
b
Inspect
and
adjust
switch
as
above
whenever
it
has
to
be
removed
for
service
9
Check
inhibitor
switch
for
op
eration
AT
34
Starter
should
be
brought
into
op
eration
only
when
selector
lever
is
in
P
and
N
positions
it
should
not
be
started
when
lever
is
in
D
2
1
and
R
positions
Back
up
lamp
should
also
light
when
selector
lever
is
placed
in
R
position
10
Check
level
of
oil
in
transmis
sion
For
detailed
procedure
see
page
AT
49
II
Move
selector
lever
through
all
positions
to
be
sure
that
transmission
operates
correctly
With
hand
brake
applied
rotate
engine
at
idling
Without
disturbing
the
above
setting
move
selector
lever
through
N
to
D
to
2
to
I
and
to
R
A
slight
shock
should
be
felt
by
hand
gripping
selector
each
time
transmission
is
shifted
Note
See
page
AT
50
for
checking
enigne
idling
12
Check
to
be
sure
that
line
pres
sure
is
correct
To
do
this
refer
to
relative
topic
under
Testing
line
pres
sure
on
page
AT
53
13
Perform
stall
test
as
per
the
instructions
on
page
AT
51
Page 53 of 513
AUTOMATIC
TRANSMISSIO
N
TROUBLE
DIAGNOSES
AND
ADJUSTMENT
INSPECTION
AND
ADJUSTMENT
BEFORE
TROUBLE
DIAGNOSIS
Testing
instrument
for
inspection
Checking
oil
level
Inspection
and
repair
of
oil
leakage
Checking
engine
idling
rpm
Checking
and
adjusting
kick
down
switch
and
downshift
solenoid
Inspection
and
adjustment
of
manual
linkage
Checking
and
adjusting
inhibitor
switch
STALL
TEST
Stall
test
procedures
Judgement
As
the
troubles
on
the
automatic
transmission
can
be
mostly
repaired
by
doing
simple
adjustment
so
do
not
disassemble
immediately
if
the
auto
m
tic
transmission
is
in
trouble
Firstly
inspect
and
adjust
the
auto
matic
transmission
with
mounting
on
vehicle
by
observing
the
trouble
shooting
chart
If
the
trouble
could
not
be
solved
by
this
procedure
then
remove
and
disassemble
the
automatic
transmis
sion
It
is
advisable
to
check
overhaul
and
repair
each
point
in
the
order
itemized
in
the
trouble
shooting
chart
l
In
the
trouble
shooting
chart
the
diagnosis
items
are
arranged
in
the
order
from
easy
to
difficult
and
there
fore
please
follow
these
items
The
transmission
should
not
be
removed
unless
necessary
2
The
test
and
adjustment
for
trou
ble
diagnosis
should
be
made
on
the
basis
of
standard
values
and
the
data
should
be
recorded
ROAD
TEST
Car
speed
at
gear
shift
Checking
speed
changing
condition
Checking
items
during
speed
change
Shift
schedule
LINE
PRESSURE
TEST
Line
pressure
governor
feed
pressure
Judgement
in
measuring
line
pressure
TROUBLE
SHOOTING
CHART
Inspecting
items
Trouble
shooting
chart
for
3N71
B
Automatic
Transmission
Trouble
shooting
guide
for
3N718
Automatic
Transmission
CONTENTS
AT
49
AT
49
AT
49
AT
50
AT
50
AT
50
AT
51
AT
51
AT
51
AT51
AT
52
INSPECTION
AND
AD
JUSTMENT
BEFORE
TROUBLE
DIAGNOSIS
Testing
instrument
for
inspection
1
Engine
tachometer
2
Vacuum
gauge
3
Oil
pressure
gauge
It
is
convenient
to
install
these
instruments
in
a
way
that
allows
meas
urements
to
be
made
from
the
driver
s
seat
Checking
oil
level
In
checking
the
automatic
transmis
sion
the
oil
level
and
the
condition
of
oil
around
the
oil
level
gauge
should
be
examined
every
5
000
km
3
000
miles
These
steps
are
easy
and
effec
live
in
trouble
shooting
as
some
change
of
oil
conditions
are
linked
with
developed
troubles
in
many
cases
AT
49
AT
52
AT
52
AT
53
AT
53
AT
53
AT
53
AT
53
AT
54
AT
54
AT
54
AT
55
AT
5B
For
instance
Lack
of
oil
causes
defective
opera
tion
by
making
the
clutches
and
brakes
slip
developing
severe
wear
The
cause
of
this
operation
is
that
the
oil
pump
has
begun
to
suck
air
which
caused
oil
foaming
thus
rapidly
deteriora
ting
the
oil
quality
and
pro
ducing
sludge
and
varnish
Meanwhile
excessive
oil
is
also
bad
as
in
the
case
of
a
lack
of
oil
because
of
oil
foaming
by
being
stirred
up
by
the
gears
Moreover
in
high
speed
driving
with
excessive
oil
in
the
trans
mission
the
oil
often
blows
out
from
the
breather
I
Measuring
oil
level
When
checking
the
fluid
level
start
the
engine
and
run
it
until
normal
operating
temperatures
oil
tempera
ture
50
to
800e
122
to
176
F
Approximately
ten
minute
operation
will
elevate
the
temperature
to
this
range
and
enigne
idling
conditions
are
stabilized
Then
apply
the
brakes
and
move
the
transmission
shift
lever
Page 54 of 513
through
all
drive
positions
and
place
the
lever
in
park
P
position
In
this
inspection
the
car
must
be
placed
on
a
level
surface
The
amount
of
the
oil
varies
with
the
temperature
As
a
rule
the
oil
level
must
be
measured
after
its
tempera
ture
becomes
sufficiently
high
I
Fill
the
oil
to
the
line
H
The
difference
of
capacities
between
both
H
and
L
is
approximately
0
4
liter
7
8
U
S
pt
3
4
Imper
pt
and
therefore
take
care
not
to
fill
beyond
the
line
H
2
At
the
time
of
the
above
topping
up
and
changing
of
oil
care
should
be
taken
of
to
prevent
mixing
the
oil
with
dust
and
water
2
Inspecting
oil
condition
The
condition
of
oil
sticking
to
the
level
gauge
indicates
whether
to
over
haul
and
repair
the
transmission
or
look
for
the
defective
part
If
the
oil
has
deteriorated
into
a
varnish
like
quality
it
causes
the
con
trol
valve
to
stick
The
blackened
oil
gives
the
proof
of
the
burned
clutch
brake
band
etc
In
these
cases
the
transmission
must
be
replaced
Notes
a
In
oil
level
checking
use
special
paper
waste
to
handle
the
level
gauge
and
take
care
not
to
let
the
scraps
of
paper
and
cloth
tick
to
the
gauge
b
Insert
the
gauge
fully
and
take
it
out
quickly
before
splashing
oil
adheres
to
the
gauge
and
theu
observe
the
level
c
Use
automatic
transmission
fluid
having
DEXRON
iden
tIficatIon
only
in
the
3N71
B
automatic
transmission
d
Pay
atteutIon
because
the
oil
to
be
used
dIffers
from
that
i
used
in
the
Nissan
Full
Automatic
Transmission
3N7IA
Never
mix
the
oil
with
that
CHASSIS
Inspection
and
repair
of
oil
leakage
When
oil
leakage
takes
place
the
portion
near
the
leakage
is
covered
with
oil
presenting
difficulty
in
de
tecting
the
spot
Therefore
the
places
where
oil
seals
and
gaskets
are
equipped
are
enumerated
below
I
Converter
housing
The
rubber
ring
of
oil
pump
hous
ing
The
oil
eaI
of
oil
pump
housing
The
oil
seal
of
engine
crankshaft
The
bolts
of
converter
housing
to
case
2
Transmission
and
rear
extension
Junction
of
transmission
and
rear
extension
Oil
tube
connectors
Oil
pan
Oil
pressure
inspection
holes
Refer
to
Figure
AT
112
The
mounting
portion
of
vacuum
diaphragm
and
downshift
solenoid
Breather
and
oil
charging
pipe
Speedometer
pinion
sleeve
The
oil
seal
of
rear
extension
To
exactly
locate
the
place
of
oil
leakage
proceeds
as
follows
Place
the
vehicle
in
a
pit
and
by
sampling
the
leaked
oil
examine
whe
ther
it
is
the
torq
le
converter
oil
or
not
The
torque
converter
oil
assumes
color
like
red
wine
when
shipped
from
the
factory
so
it
is
ea
ily
distin
guished
from
engine
oil
or
gear
oil
Cleanly
wipe
off
the
leaking
oil
and
dust
and
detect
the
spot
of
oil
leakage
Use
nonflammable
organic
solvent
such
as
carbon
tetrachloride
for
wip
ing
Raise
the
oil
temperature
by
op
erating
the
engine
and
shift
the
lever
to
0
to
heighten
the
oil
pressure
The
spot
of
oil
leakage
will
then
be
found
more
easily
Note
A
the
oil
leakage
from
the
breather
does
not
take
place
except
when
running
at
high
speed
it
is
impossible
to
locate
the
spot
of
leakage
with
vehicle
stalled
AT
50
Checking
engine
idling
rprn
The
engine
idling
revolution
should
be
properly
adjusted
If
the
engine
revolution
is
too
low
the
engine
does
not
operate
smoothly
and
if
too
high
a
strong
shock
or
creep
develops
when
changing
over
from
N
to
D
or
R
Specified
idling
speed
650
rpm
at
D
position
800
rpm
at
N
position
Checking
and
adjusting
kick
down
switch
and
downshift
solenoid
When
the
kick
down
operation
is
not
made
properly
or
the
speed
chang
ing
point
is
too
high
check
the
kick
down
switch
downshift
solenoid
and
wiring
between
them
When
the
igni
tion
key
is
positioned
at
the
1st
stage
and
the
accelerator
pedal
is
depressed
deeply
the
switch
contact
should
be
closed
and
the
solenoid
should
click
If
it
does
not
click
it
indicates
a
defect
Then
check
each
part
with
the
testing
instruments
See
Figure
AT
I09
0
0
1
M
r
7
I
Y
ATl08
Fig
A
T
l
09
Downshift
solenoid
Note
Watch
for
oil
leakage
from
transmission
case
Page 55 of 513
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
Page 57 of 513
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
Page 58 of 513
Judgement
in
measurmg
line
pressure
I
Low
idling
line
pressures
in
the
ranges
D
2
loR
and
P
It
can
be
artributed
to
trouble
in
the
pressure
supply
system
or
too
low
output
of
power
caused
by
1
A
worn
oil
pump
2
An
oil
pressure
leakage
in
the
oil
pump
valve
body
or
case
3
A
sticking
regulator
valve
2
Low
idling
line
pressures
in
cer
tain
ranges
only
It
is
caused
pressumabIy
by
an
oil
leakage
in
the
devices
or
circuits
con
nected
to
the
relevant
ranges
1
When
there
is
an
oil
leakage
in
the
rear
clutch
and
governor
the
line
pressures
in
D
2
and
I
are
low
but
the
pressure
is
normal
in
R
2
When
an
oil
leakage
occurs
in
the
low
and
reverse
brake
circuit
the
line
pressures
in
R
and
p
are
low
but
the
pressure
is
normal
in
0
2
and
I
3
High
idling
line
pressures
It
is
presumed
to
be
caused
by
an
increased
vacuum
throttle
pressure
owing
to
a
leakage
in
the
vacuum
tube
or
diaphragm
or
by
an
increased
line
pressure
due
to
a
sticking
regulator
CHASSIS
valve
Vacuum
leakage
is
checked
by
di
reetly
measuring
the
negative
pressure
after
removing
the
vacuum
pipe
A
puncture
of
the
vacuum
dia
phragm
can
be
easily
ascertained
because
the
torque
converter
oil
is
absorbed
into
the
engine
and
the
exhaust
pipe
blows
up
the
white
smoke
4
Checking
items
when
the
line
pressure
is
increasing
In
trJs
checking
the
line
pressure
should
be
measured
with
vacuums
of
450
mmHg
and
0
mmHg
in
accordance
with
the
stall
test
procedure
test
procedure
1
If
the
line
pressures
do
not
increase
despite
the
vacuum
decrease
check
whether
the
vacuum
rod
is
incorporated
2
If
the
line
pressures
do
not
meet
the
standard
it
is
caused
mostly
by
a
sticking
pressure
regulating
valve
pres
sure
regulating
valve
plug
or
amptifier
TROUBLE
SHOOTING
CHART
Inspecting
items
1
Inspection
with
automatic
trans
mission
on
vehicle
J
AT
54
A
Oil
level
B
Range
selecr
linkage
C
Inhibitor
switch
and
wiring
D
Vacuum
diaphragm
and
piping
E
Downshift
solenoid
kick
down
switch
and
wiring
F
Engine
idling
rpm
G
Oil
pressure
throttle
H
Engine
stall
rpm
I
Rear
lubrication
J
Control
valve
manual
K
Governor
valve
L
Band
servo
M
Transmission
air
check
N
Oil
quantity
o
Ignition
switch
and
starter
motor
P
Engine
adjustment
and
brake
in
spection
2
Inspection
after
inspecting
auto
matic
transmission
on
vehicle
m
Rear
clutch
n
Front
clutch
q
Band
brake
r
Low
and
reverse
brake
s
Oil
pump
Leakage
of
oil
passage
u
One
way
clutch
of
torque
converter
v
One
way
clutch
of
transmission
w
Front
clutch
check
ball
x
Parking
linkage
y
Planetary
gear
Page 62 of 513
CHASSIS
Trouble
shooting
guide
for
3N71B
Automatic
Transmission
Order
Test
item
Checking
Oil
level
gauge
2
Downshift
solenoid
3
ManuaIlinkage
4
Inhibitor
switch
5
Engine
idling
rpm
6
Vacuum
pressure
of
vacuum
pipe
7
Operation
in
each
range
8
Creep
of
vehicle
Stall
lest
Oil
pressure
before
testing
2
Stall
test
3
Oil
pressure
after
testing
Road
test
Slow
acceleration
Ist
2nd
2nd
3rd
2
Quick
acceleration
Ist
2nd
2nd
3rd
3
Kick
down
operation
3rd
2nd
or
2nd
1st
Procedure
Check
gauge
for
oil
level
and
leakage
before
and
after
each
test
Check
by
sound
whether
solenoid
operates
when
depressing
accelerating
pedal
fully
with
ignition
key
ON
Check
changing
conditions
into
P
R
N
D
2
and
I
ranges
by
moving
selector
lever
Check
whether
starter
operates
in
N
and
tp
ranges
only
and
whether
reverse
lamp
operates
in
R
range
only
Check
whether
idling
rpm
meet
standard
Checking
whether
vacuum
pressure
is
more
than
450
mmHg
in
idling
and
whether
it
decreases
with
increasing
rpm
Check
whether
transmission
engages
positively
by
shifting
N
o
D
N
2
N
I
and
N
R
range
while
idling
with
brake
applied
Check
whether
there
is
any
creep
in
D
2
I
and
R
ranges
2
1
and
R
range
Measure
line
pressures
in
D
while
idling
Measure
engine
rpm
and
line
pressure
in
D
2
I
and
R
ranges
during
fullthrallIe
operation
Notes
a
Temperature
of
torque
converter
oil
used
in
test
should
be
from
600
to
lOOoC
1400
to
2120F
i
e
sufficiently
warmed
up
but
not
overheated
b
For
cooling
oil
between
each
stall
test
for
D
2
1
and
R
ranges
idle
engine
i
e
rpm
at
about
1
200
rpm
for
more
than
1
minute
in
P
range
Measurement
time
must
not
be
more
than
5
secon
Same
as
the
item
I
Check
vehicle
speeds
and
engine
rpm
in
shifting
up
1st
2nd
range
and
2nd
J
3rd
range
while
running
with
lever
in
D
range
and
engine
vacuum
pressure
of
about
200
mmHg
Same
as
the
item
1
above
except
with
engine
vacuum
pressure
of
0
mmHg
i
e
in
position
just
before
kick
down
Check
whether
the
kick
down
operates
and
measure
the
time
delays
while
running
at
30
40
50
60
70
km
h
19
25
31
38
44
MPH
in
D
range
AT
58
Page 166 of 513
I
CHASSIS
4
Adjust
the
preload
of
the
worm
bearing
by
selecting
the
thickness
of
he
worm
bearing
shim
five
kinds
0
05
to
0
20
mm
0
0020
to
0
0079
in
so
that
the
initial
torque
of
the
steering
wheel
is
2
0
to
5
0
kg
cm
27
8
to
694
in
oz
without
sector
shaft
J
Fig
ST
10
Measuring
initial
tunring
torque
Note
Apply
oil
on
the
worm
bearings
The
turning
torque
wheel
in
motion
should
be
100
to
250
gr
13
5
to
8
8
oz
at
20
em
7
874
in
radius
of
the
steering
wheel
As
to
the
standard
number
of
worm
bearing
shims
refer
to
the
following
table
Worm
bearing
shim
Thickness
mm
in
0
05
0
0020
0
07
0
0028
0
08
0
0031
0
10
0
0039
0
20
0
0079
5
Sector
shaft
lash
adjuster
end
clearance
Assemble
lash
adjuster
with
shim
in
the
slot
of
the
sector
shaft
end
Measure
clearance
0
05
mm
0
0020
in
To
obtain
this
clearance
five
various
thickness
shims
are
available
Adjusting
screw
shim
Thickness
mm
in
1
515
to
1
535
0
0596
to
0
0604
1
545
to
1
565
0
0608
to
0
0616
1
575
to
1
595
0
0620
to
0
0628
1
605
to
1
625
0
0632
to
0
0640
1
63510
1
655
0
0644
to
0
0652
Fig
ST
J
J
Checking
lash
adjuster
end
clearance
6
Assemble
the
sector
shaft
into
the
gear
housing
I
Rotate
worm
column
by
hand
unlil
ball
nut
is
in
the
center
of
its
travel
so
that
the
center
tooth
of
sector
shaft
enters
into
the
center
tooth
space
of
ball
nut
2
With
new
gasket
in
place
push
the
sector
shaft
cover
with
sector
shaft
in
place
After
making
sure
that
there
is
some
lash
between
the
rack
and
sector
teeth
tighten
side
cover
bolts
Tightening
torque
is
I
7
to
2
8
kg
m
I2
3
to
20
2
ft
lb
Note
Apply
oil
on
the
sector
shaft
3
Lock
the
adjust
screw
with
the
adjusting
screw
nut
temporarily
4
Move
the
sector
shaft
several
times
from
the
side
of
the
gear
arm
and
make
sure
it
turns
smoothly
5
Connect
the
gear
arm
to
the
sector
shaft
When
fitting
the
gear
arm
the
aligning
marks
on
the
gear
arm
and
sector
shaft
should
be
matched
correctly
ST
6
Page 167 of 513
STEERING
6
Adjust
the
backlash
at
the
neutral
point
by
screwing
the
adjusting
screw
so
that
the
movement
of
the
gear
arm
top
end
radius
7
mm
5
00
in
is
within
0
1
mm
0
0039
in
and
lock
temporarily
by
the
nut
Fig
ST
12
Checking
backlash
Fig
ST
13
Adjusting
backlash
7
Fill
gear
oil
about
0
24
liter
I
2
US
pt
3
8
Imp
pt
into
assembly
through
f1ller
hole
and
install
a
mIer
plug
INSTALLATION
Installation
can
be
accomplished
in
the
reverse
order
of
removal
Pay
attention
to
the
following
points
I
Make
sure
that
the
steering
wheel
moves
smoothly
2
Check
the
alignment
of
the
steering
wheeL
3
Free
travel
of
steering
wheel
should
be
20
to
25
mm
0
787
to
0
984
in
COLLAPSIBLE
STEERING
CONTENTS
DESCRIPTION
STEERING
COLUMN
JACKET
TUBE
STEERING
POST
CLAMP
ST
8
ST
9
ST
10
ST
11
COLUMN
BEARING
DISASSEMBL
Y
INSPECTION
REASSEMBL
Y
ST
12
ST
12
ST
12
ST
13
ST
7