light 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 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 8 of 513
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
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 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 48 of 513
Assembly
I
Prior
10
assemlbing
dip
all
parts
in
clean
automatic
transmission
fluid
Reverse
disassembly
procedure
to
assemble
brake
2
Use
extreme
care
to
avoid
dam
aging
rubber
ring
when
installing
seal
lace
3
Blow
under
pressure
air
from
apply
side
of
piston
to
lislen
for
defi
nite
piston
operation
as
shown
in
Figure
AT
93
4
With
appIy
side
of
piston
plugged
with
thumb
blow
air
under
pressure
into
cylinder
from
release
side
as
shown
in
Figure
AT
94
If
retainer
is
raised
a
little
it
is
an
indication
that
attaching
bolts
are
loosened
calling
for
retightening
Governor
Disassembly
l
Separate
governor
from
oil
dis
tributor
by
unscrewing
attaching
bolts
2
To
disassemble
secondary
gover
nor
remove
spring
seat
spring
and
secondary
governor
valve
from
valve
body
in
this
written
order
as
shown
in
Figure
AT
95
3
If
primary
governor
is
to
be
dis
assembled
for
any
purpose
remove
spring
seat
primary
governor
valve
spring
and
spring
eal
CHASSIS
I
Anchor
end
pin
2
Band
strut
3
Return
spring
4
Piston
stem
5
Band
servo
piston
6
Release
7
Apply
8
Servo
piston
relainer
9
Transmission
case
10
Band
brake
AT074
Fig
A
T
92
Sectional
view
of
servo
piston
Fig
A
T
93
Testing
piston
Apply
side
Fig
A
T
94
Testing
pi8ton
Rele
side
Inspection
I
Check
valve
for
defective
condi
tion
Replace
spring
if
found
weaken
ed
too
badly
beyond
use
Defective
piston
should
also
be
replaced
with
a
new
one
2
Examine
if
primary
governor
slides
freely
without
binding
3
To
determine
if
secondary
gover
nor
is
in
good
condition
blow
air
under
light
pressure
into
hole
at
A
to
listen
for
noise
like
a
model
plane
AT
44
r
To
control
valve
Governor
pressure
15
1
4
From
control
valve
Line
pressure
I
I
Primary
governor
2
Secondary
governor
3
Governor
valve
body
A
TogO
4
Oil
distributor
5
Output
shaft
Fig
A
T
95
Testing
secondary
governor
Assembly
Reverse
disassembly
procedure
to
assemble
governor
Note
Do
nol
confuse
primary
gover
nor
wilh
secondary
governor
After
instaDation
check
to
be
sure
that
spring
is
nol
de
flecled
Oil
pump
Disassembly
I
Free
pump
cover
from
pump
housing
by
removing
attaching
bolts
2
Take
out
inner
and
outer
gears
from
pump
houisng
Inspection
1
Inspect
gears
for
wear
or
damage
to
gear
leeth
Replace
rubber
ring
if
found
damaged
excessively
beyond
use
2
Using
a
straight
edge
and
feelers
measure
pump
and
gear
clearances
as
follows
Clearance
between
inner
or
outer
gear
and
pump
cover
See
Figure
AT
96
Standard
clearance
0
02
to
0
04
mm
0
0008
to
0
0016
in
Replace
if
going
over
0
08
mm
0
0031
in
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 69 of 513
CHASSIS
Mureover
excessive
sleeve
yoke
spline
ta
transmission
main
spline
lash
and
wear
of
both
front
and
rear
universal
joints
will
cause
vibrations
affecting
riding
comfort
REMOVAL
Disconnect
the
flange
yoke
and
the
pinion
flange
by
removing
bolts
at
the
rear
end
of
the
propeller
shaft
In
this
case
draw
out
the
sleeve
yoke
from
the
end
of
transmission
holding
the
disconnected
rear
end
of
the
propeller
shaft
Fig
PD
2
Removing
pmpeller
shaft
Before
disassembling
put
match
mark
on
all
com
ponents
of
shaft
so
that
they
are
reassembled
in
the
former
position
and
that
the
propeller
shaft
balance
may
not
be
deviated
DISASSEMBLY
Primarily
do
not
disassemble
the
propeller
shaft
since
it
has
been
balanced
as
an
assembly
When
disassembly
is
unavoidable
for
necessary
repair
the
following
instructions
apply
1
Remove
snap
rings
from
the
yoke
and
raise
the
propeller
shaft
2
Remove
snap
rings
used
to
secure
the
journal
bearings
in
the
yoke
flange
with
a
pair
of
pliers
If
the
snap
rings
cannot
be
snapped
out
of
the
groove
tap
the
end
of
the
bearing
with
a
wooden
mallet
slightly
This
will
relieve
the
pressure
from
the
snap
ring
3
Slightly
remove
the
journal
bearing
end
until
the
opposite
bearing
is
pushed
out
of
the
yoke
flange
Turn
over
and
secure
the
assembly
in
a
vise
Drive
the
first
spider
bearing
back
out
of
its
lug
by
tapping
the
projected
end
of
the
spider
4
Use
a
brass
drift
with
a
flat
face
5
Wash
and
clean
the
bearing
and
shaft
with
cleaning
solvent
1
W
SNAP
RING
V
I
1Iiff
BEARING
ASSEMBLY
JOURNA
V
Fig
PD
3
Exploded
view
of
universal
joint
INSPECTION
Check
all
parts
and
repair
or
replace
if
defective
When
replacing
the
journal
unit
be
sure
to
replace
as
an
assembly
Replace
if
the
journal
pin
exterior
is
damaged
or
scarred
2
Replace
if
the
yoke
hole
is
worn
or
damaged
3
Replace
if
the
snap
ring
is
damaged
or
deformed
4
Replace
if
the
bearing
needle
roller
is
damaged
or
worn
5
Replace
both
sleeve
yoke
and
main
shaft
if
the
sleeve
yoke
and
main
shaft
spline
are
damaged
or
worn
6
Replace
if
the
propeller
shaft
tube
surface
is
cracked
or
Indented
ASSEMBLY
The
propeller
shaft
is
reassembled
in
reverse
sequence
of
disassembly
Install
the
spider
on
the
yoke
flange
PD
2
Page 72 of 513
PROPELLER
SHAFT
DIFFERENTIAL
CARRIER
The
gear
carrier
is
made
of
light
and
strong
aluminum
alloy
metal
and
hypoid
bevel
gear
is
used
Adjust
drive
pinion
bearing
preload
with
non
adjusting
type
spacer
and
pinion
height
and
side
bearing
adjust
ment
with
spacer
shim
s
Millimeter
standardization
stilI
remains
for
all
the
screw
threads
of
this
unit
Therefore
adjustment
figures
stamped
on
screws
adjusting
shims
washers
differential
case
drive
pinion
and
carrier
are
in
millimeters
in
accordance
with
the
millimeter
standardization
of
parts
The
proper
lubrication
to
the
gear
housing
is
necessary
otherwise
it
would
shorten
the
durability
of
the
gear
and
cause
other
troubles
The
lubricant
should
be
checked
each
5
000
km
3
000
miles
and
replenished
each
50
000
km
30
000
miles
The
lubricant
should
be
drained
and
ref11led
at
the
end
of
the
first
1
000
km
600
miles
to
eliminate
any
loose
material
from
the
sump
which
results
from
breaking
Differential
lubricant
should
be
changed
at
least
every
50
000
km
30
000
miles
ConsIderations
should
be
given
to
the
following
matters
I
Nominated
hypoid
gear
oil
must
be
used
2
It
is
prohibited
to
use
any
gear
oil
of
different
viscosity
The
same
brand
must
always
be
selected
3
The
standard
oil
capacity
is
about
0
75
liter
0
198
US
gal
REMOVAL
Fig
PD
5
Removing
differential
gear
carrier
To
remove
the
gear
carrier
assembly
disconnect
the
drive
pinion
companion
flange
te
flange
yoke
connection
and
remove
two
rear
axle
shafts
Refer
to
REAR
AXLE
for
the
work
DISASSEMBLY
I
Install
the
gear
carrier
assembly
on
the
Gear
Carrier
Attachment
ST06320000
ST06320000
Fig
PD
6
Holding
differential
camer
2
Inspect
the
following
before
disassembling
I
Inspect
the
tooth
contact
pattern
with
a
lead
oxide
2
Measure
backlash
between
drive
gear
and
pinion
gear
using
a
dial
indicator
3
Put
match
mark
on
one
side
of
the
side
bearing
cap
by
the
use
of
a
punch
SIDCBEMING
c
e
Fig
PD
7
Putting
mark
PD
5
Page 76 of 513
PROPELLER
SHAFT
DIFFERENTIAL
CARRIER
Reassemble
the
differential
carrier
in
reverse
order
of
disassembly
The
following
instructions
for
adjustment
and
usage
of
special
tuols
are
essential
to
obtain
perfect
differential
operation
Assembling
differential
gear
case
1
Assemble
the
pinion
mate
side
gear
and
thrust
washer
in
the
differential
case
2
Adjust
clearance
between
the
side
gear
and
thrust
washer
within
0
10
to
0
20
mm
0
004
to
0
008
in
by
selecting
side
gear
thrust
washer
Fig
PD
17
Measuring
clearance
Side
gear
thrust
washers
Thickness
mm
in
0
76
to
0
81
0
0299
to
0
0139
0
81
to
0
86
0
0319
to
0
0339
0
86
to
0
91
0
0339
to
0
0358
3
Fit
the
pinion
lock
pin
from
the
right
side
of
the
case
opposite
side
of
drive
gear
and
peen
the
hole
rim
over
to
prevent
the
lock
pin
vibrating
loose
4
Bolt
the
drive
gear
to
differential
case
Only
genuine
drive
gear
bolts
and
new
lock
bolt
straps
should
be
used
Tighten
the
bolts
by
tapping
lightly
the
head
of
the
bolt
by
a
0
1
kg
l
4lb
hammer
The
drive
gear
bolts
should
be
tightened
in
a
diagonal
line
The
tightening
torque
should
be
6
to
7
kg
m
43
4
to
50
6
ft
lb
Fig
PD
18
Tapping
bolt
head
5
Press
the
side
bearing
inner
race
on
the
differential
case
using
a
Side
Bearing
Drift
ST33220000
cf
ST33220000
F
ig
p
19
Pressing
side
bearing
inner
race
Note
It
is
important
to
fit
the
drive
gear
adjusting
shims
behind
the
bearings
to
obtain
proper
preload
and
mounting
of
gear
teeth
The
procedure
for
adjustment
is
d
ibed
in
fourthcoming
page
in
detail
and
therefore
no
instruction
is
given
here
PD
9