engine 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 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 6 of 513
CHASSIS
HYDRAULIC
CONTROL
SYSTEM
l
FUNCTIONS
OF
HYDRAULIC
CONTROL
UNIT
AND
VALVES
Oil
pump
Manual
linkage
Vacuum
diaphragm
Downshift
solenoid
Governor
valve
Control
valve
assembly
HYDRAULIC
SYSTEM
AND
MECHANICAL
OPERATION
CONTENTS
P
range
Park
R
range
Reverse
N
range
Neutral
D
range
Low
gear
D2
range
2nd
gear
D3
range
Top
gear
D
range
kick
down
2
range
2nd
gear
1
range
Low
gear
12
range
2nd
gear
AT
4
AT
4
AT
5
AT
5
AT
5
AT
5
AT
7
AT13
AT
14
AT
16
AT
18
AT
20
AT
22
AT
24
AT
26
AT
28
AT
30
AT
32
FUNCTIONS
OF
HYDRAULIC
CONTROL
UNIT
AND
VALVES
The
hydraulic
control
system
con
lain
a
oil
pump
for
packing
up
oil
from
the
oil
pan
through
the
oil
strainer
A
shift
control
is
provided
by
two
centrifugally
operated
hydraulic
Oil
pump
Manual
linkage
Vacuum
diaphragm
Downshift
solenoid
Governor
valve
Oil
pump
The
oil
pump
is
the
source
of
control
medium
in
other
words
oil
for
the
control
system
The
oil
pump
is
of
an
internal
involute
gear
type
The
drive
sleeve
is
a
part
of
the
torque
converter
pump
governors
on
the
output
shaft
vacuum
control
diaphragm
and
downshift
solenoid
These
parts
work
in
conjunc
tion
with
valves
in
the
valve
body
I
I
Control
valve
impeller
and
serves
to
drive
the
pump
inner
gear
with
the
drive
sleeve
direct
ly
coupled
with
the
engine
operation
The
oil
flows
through
the
following
route
Oil
pan
Oil
strainer
bottom
of
the
control
valve
Control
valve
lower
AT
4
assembly
located
in
the
base
of
the
transmission
The
valves
regulate
oil
pressure
and
direct
it
to
appropriate
transmission
components
I
Torque
converter
Front
clutch
Rear
clutch
Low
and
reverse
brake
Band
brake
Lubrication
body
suction
port
Transmission
case
suction
port
Pump
housing
suction
port
Pump
gear
space
Pump
housing
delivery
port
Transmission
case
delivery
port
Lower
body
delivery
port
Control
valve
line
pressure
circuit
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 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 14 of 513
against
the
throttle
pressure
16
When
performing
the
kick
down
the
SOV
moves
a
high
line
pressure
is
led
to
the
circuit
19
from
the
line
pressute
circuit
13
which
had
been
drained
the
plug
is
depressed
toward
the
left
and
the
circuit
19
becomes
equal
to
the
line
pressure
13
Thus
the
kick
down
is
performed
Preasure
modifier
valve
PMV
In
comparison
with
the
operating
pressure
required
in
starting
the
vehi
ele
power
transmitting
capacity
of
the
clutch
in
other
words
required
op
erating
pressure
may
be
lower
when
the
vehicle
is
once
started
When
the
line
pressure
is
retained
in
a
high
level
up
to
a
high
vehicle
speed
a
shock
generated
from
the
shifting
increases
and
the
oil
pump
loss
also
increases
In
order
to
prevent
the
above
described
defective
occurrences
with
the
opera
lion
of
the
governor
pressure
15
the
throttle
pressure
must
be
changed
over
to
reduce
the
line
pressure
The
PMV
is
used
for
this
purpose
When
the
governor
pressure
15
which
is
applied
to
the
right
side
of
the
PMV
is
low
the
valve
is
depressed
toward
the
right
by
the
throttle
pres
sure
16
applied
to
the
area
differ
ence
of
the
value
and
the
spring
force
and
the
circuit
from
the
circuit
16
to
the
circuit
18
is
closed
However
when
the
vehicle
speed
increases
and
the
governor
pressure
15
exceeds
a
certain
level
the
governor
pressure
toward
the
left
which
is
applied
to
the
right
side
exceeds
the
spring
force
and
the
throttle
pressure
16
toward
the
right
the
valve
is
depressed
toward
the
left
and
the
throttle
pressure
is
led
from
the
circuit
16
to
the
circuit
18
This
throttle
pressure
18
is
applied
to
the
top
of
the
PRY
and
pressure
of
the
line
pressure
source
7
is
reduced
Contrarily
when
the
vehi
cle
speed
lowers
and
the
governor
pressure
15
lowers
the
force
toward
the
right
exceeds
the
governor
pres
CHASSIS
sure
the
valve
is
depressed
back
to
ward
the
right
the
throttle
pressure
18
is
drained
to
the
spring
unit
This
valve
is
switched
when
the
throttle
pressure
and
the
governor
pressure
are
high
or
when
the
throttle
pressure
is
low
and
the
governor
pres
sure
is
low
II
18
16
1JU
k
I
15
AT099
Fig
AT
14
Pressure
modifier
valve
Vacuum
throttle
valve
VTV
The
vacuum
throttle
valve
is
a
regulator
valve
which
uses
the
line
pressure
7
for
the
pressure
source
and
regulates
the
throttle
pressure
16
which
is
proportioned
to
the
force
of
the
vacuum
diaphragm
The
vacuum
diaphragm
varies
depending
on
the
engine
throttle
condition
negative
pressure
in
the
intake
line
When
the
line
pressure
7
is
ap
plied
to
the
bottom
through
the
valve
hole
and
the
valve
is
depressed
up
ward
space
from
the
line
pressure
7
to
the
throttle
pressure
16
is
closed
and
the
space
from
the
throttle
pres
sure
16
to
the
drain
circuit
17
is
about
to
open
In
this
the
throttle
pressure
16
becomes
lower
than
the
line
pressure
7
by
the
pressure
equivalent
to
the
pressure
loss
of
the
space
and
the
force
to
depress
through
the
rod
of
the
vacuum
dia
phragm
is
balanced
with
the
throttle
pressure
16
applied
upward
to
the
bottom
When
the
engine
torque
is
high
the
negative
pressure
in
the
intake
line
rises
similar
to
the
atmospheric
pres
sure
and
the
force
of
the
rod
to
depress
the
valve
increases
As
the
result
the
valve
is
depressed
down
ward
the
space
from
the
throttle
pressure
16
to
the
drain
17
re
AT
lO
duces
and
the
space
from
the
line
pressure
7
to
the
throttle
pressure
16
increases
Consequently
the
throttle
pressure
16
increases
and
the
valve
is
baI
anced
Contrarily
when
the
engine
torque
lowers
and
the
negative
pres
sure
in
the
intake
line
lowers
similar
to
vacuum
force
of
the
rod
to
de
press
the
valve
lowers
and
the
throttle
pressure
16
also
lowers
When
a
pressure
regulated
by
the
throttle
back
up
valve
described
in
the
subse
quent
paragraph
is
led
to
the
circuit
17
a
high
pressure
is
applied
through
the
space
from
the
circuit
17
to
the
throttle
pressure
16
Consequently
the
VTV
is
unbalanced
the
throttle
pressure
16
becomes
equal
to
the
back
up
ptessure
17
and
the
valve
is
locked
upward
bi
II
I
ATlOa
Fig
AT
15
Vacuum
throttle
valve
Throttle
back
up
valve
TBV
Usually
this
valve
is
depressed
downward
by
the
spring
force
and
the
circuit
17
is
drained
upward
As
soon
as
the
lever
is
shfted
either
to
2
or
range
line
pressure
is
led
from
the
circuit
4
the
line
pressure
is
applied
to
the
area
differ
ence
of
the
valve
the
valve
is
depres
sed
upward
the
space
from
the
circuit
Page 22 of 513
CHASSIS
rang
e
eutral
In
N
range
all
the
clutches
and
band
are
not
applied
therefore
no
power
is
triJllsmilted
10
the
output
shaft
The
pressure
of
oil
discharged
from
the
oil
pump
is
regulated
by
the
pressure
regulator
valve
D
to
maintain
the
line
pressure
7
and
the
oil
is
led
to
the
manual
valve
r
2
vacuum
throt
tle
valve
@
and
solenoid
downshift
valve
@
The
oil
is
further
introduced
into
the
torque
converter
at
its
operat
ing
pressure
14
and
a
portion
of
this
oil
is
distributed
to
each
part
as
the
front
lubricant
The
oil
which
has
been
discharged
from
the
torque
converter
is
also
distributed
to
each
part
as
the
rear
lubricant
As
the
oil
pump
rotates
at
the
same
speed
as
thal
of
the
engine
the
dis
charge
of
oil
pump
increases
with
the
engine
speed
But
the
surplus
oil
is
returned
to
the
oil
pan
by
the
pressure
regulator
valve
D
I
l
nUI
h
lo
BJnd
oefVQ
On
Parkin
Gt
ar
Rang
e
rl
tro
e
lA
a
pawl
ratio
Front
RUT
brake
Operation
Rdu
e
clutch
Park
on
on
Revtr
21Rl
on
on
on
Neutral
01
Low
2
458
on
on
Orive
02
Second
1
458
on
on
OJ
Top
1000
on
on
ton
on
2
cond
1
58
on
on
12
Second
1
458
on
on
I
II
low
2
458
on
on
AT
iS
Page 37 of 513
AUTOMATIC
TRANSMISSION
REMOVAL
AND
INSTAllATION
TRANSMISSION
ASSEMBLY
Removal
Installation
TRANSMISSION
ASSEMBLY
When
dismounting
the
automatic
transmission
from
a
vehicle
pay
at
tention
to
the
following
points
1
Before
dismounting
the
trans
mission
rigidly
inspect
it
by
aid
of
the
Troubleshooting
Chart
and
dis
mount
it
only
when
considered
to
be
necessary
2
Dismount
the
transmission
with
utmost
care
and
when
mounting
observe
the
tightening
torque
indi
cated
on
another
table
not
to
exert
excessive
force
Removal
In
dismounting
automatic
transmis
sion
from
vehicle
proceed
as
follows
i
Disconnect
battery
ground
cable
from
terminal
2
Jack
up
car
and
support
its
weight
on
safety
stands
Recommend
a
hydraulic
hoist
or
open
pit
be
utilized
if
available
Make
sure
that
safety
is
insured
3
Remove
propeller
shaft
Note
Plug
up
the
opening
in
the
rear
extension
to
prevent
oil
from
flowing
out
4
Disconnect
front
exhaust
tube
5
Disconnect
selector
range
lever
from
manual
shaft
6
Disconnect
wire
connections
at
inhibitor
switch
CONTENTS
AT
33
AT
33
AT
33
TRANSMISSION
CONTROL
LINKAGE
Removal
and
installation
Adjustment
AT
35
AT
36
AT
36
7
Disconnect
vacuum
tube
from
vacuum
diaphragm
and
wire
connec
tions
at
downshift
solenoid
8
Disconnect
speedometer
cable
from
rear
extension
9
Disconnect
oil
charging
pipe
10
Support
engine
by
locating
a
jack
under
oil
pan
with
a
wooden
block
used
between
oil
pan
and
jack
Support
transmission
by
means
of
3
transmission
jack
11
Detach
converter
housing
dust
cover
Remove
bolts
securing
torque
converter
to
drive
plate
See
Figure
AT
47
AT265
Fig
AT
47
Removing
torque
converter
attaching
bolt
Note
Before
removing
torque
con
verter
scribe
match
marks
on
two
parts
so
that
they
may
be
replaced
in
their
original
posi
tions
at
assembly
12
Disconnect
engine
moun
t
and
hand
lever
bracket
by
removing
two
2
rear
engine
mount
securing
bolts
and
two
2
crossmember
mounting
bolts
13
Remove
starter
motor
14
Remove
bolts
securing
transmis
sion
to
engine
After
removing
these
AT
33
bolts
support
engine
and
transmission
with
jack
and
lower
the
jack
gradually
until
transmission
can
be
removed
and
take
out
transmission
under
the
car
Note
Plug
up
the
opening
such
as
oil
charging
pipe
rear
extension
etc
Installation
Installation
of
automatic
transmis
sion
on
vehicle
is
reverse
order
of
removal
However
observe
the
follow
ing
installation
notes
Drive
plate
mnout
Turn
crankshaft
one
full
turn
and
measure
drive
plate
mnou
t
with
indi
cating
finger
of
a
dial
gauge
rested
against
plate
See
Figure
AT48
Replace
drive
plate
if
in
excess
of
0
5
mm
0
020
in
Maximum
allowable
mnout
0
3
mm
0
012
in
A
T266
Fig
A
T
48
Measuring
drive
plate
runout
2
Installation
of
torque
converter
Line
up
notch
in
torque
converter
with
that
in
oil
pump
Be
extremely
careful
not
to
cause
undue
stresses
in
parts
in
installing
torque
converter
See
Figure
A
T
49
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 41 of 513
AUTOMATIC
TRANSMISSIO
N
i
MAJOR
REPAIR
OPERATION
SERVICE
NOTICE
FOR
DISASSEMBLY
AND
ASSEMBLY
TORQUE
CONVERTER
Inspection
TRANSMISSION
Disassembly
Inspection
Assembly
SERVICE
NOTICE
FOR
DISASSEMBLY
AND
ASSEMBLY
I
It
is
desirable
that
the
repair
operations
are
carried
out
in
the
dust
proof
room
2
Due
to
the
differences
of
the
engine
capacities
the
specifications
of
component
parts
for
each
model
s
transmission
may
be
different
How
ever
they
do
have
common
adJust
ments
and
repair
as
well
as
cleaning
and
inspection
procedures
ou
tlined
hereinafter
3
During
the
repair
operations
refer
to
the
Service
Data
and
Specifi
cations
section
for
the
correct
parts
for
the
applicable
model
transmission
4
Before
removing
any
of
subas
semblies
thoroughly
clean
the
outside
of
the
transmission
to
preven
t
dirt
from
entering
the
mechanical
parts
5
Do
not
use
a
waste
rag
Use
a
nylon
waste
or
paper
waste
6
After
disassembling
wash
all
dis
assembled
parts
clean
and
examine
them
to
see
if
there
are
any
worn
damaged
or
defective
parts
and
how
they
are
affected
Refer
to
Service
Data
for
the
extent
of
damage
that
justifies
replacement
7
Packings
seals
and
similar
parts
once
disassembled
should
be
replaced
with
new
ones
as
a
rule
TORQUE
CONVERTER
CONTENTS
AT
37
AT
37
AT
37
AT
37
AT
37
AT
39
AT
39
COMPONENT
PARTS
F
rant
clutch
Rear
clutch
Low
reverse
brake
Servo
piston
Governor
Oil
pump
Planetary
carrier
Control
valve
The
torque
converter
is
a
welded
construction
and
can
not
be
disas
sembled
Inspection
I
Check
torque
converter
for
any
sign
of
damage
bending
oil
leak
or
deformation
If
necessary
replace
2
Remove
rust
from
pilots
and
bosses
completely
If
torque
converter
oil
is
fouled
or
contaminated
due
to
burnt
clutch
flush
the
torque
converter
as
follows
I
Drain
oil
in
torque
converter
2
Pour
none
Iead
gasoline
or
kero
sene
into
torque
converter
approxi
mately
0
5
liter
I
1
8
V
S
p
7
8
Imper
p
3
Blow
air
into
torque
converter
and
flush
and
drain
out
gasoline
4
Fill
torque
converter
oil
into
torque
converter
approximately
0
5
liter
I
i
8
I
pt
7
8
lmper
pt
5
Again
blow
air
into
torque
con
verter
and
drain
torque
converter
oil
TRANSMISSION
Disassembly
I
Drain
oil
from
the
end
of
rear
extension
Mount
transmission
on
Transmission
Case
Stand
ST07860000
or
ST07870000
Remove
oil
pan
See
Figure
AT
52
AT
37
T
AT
41
AT
41
AT
42
AT
43
AT
43
AT
44
AT
44
AT
45
AT
45
2
Remove
bolts
securing
converter
housing
to
transmission
case
Remove
torque
converter
3
Remove
speedometer
pinion
sleeve
boll
Withdraw
pinion
4
Turn
off
by
hand
downshift
sole
noid
and
vacuum
diaphragm
Do
not
leave
diaphragm
rod
at
this
stage
of
disassembly
Rod
is
assembled
in
top
of
vacuum
diaphragm
See
Figure
AT
53
ST07860000
AT118
Fig
AT
52
Remouing
oil
pan
Show
2
liter
engine
model
Fig
A
T
53
Downshift
solenoid
and
uacuum
diaphragm
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