load capacity 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 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 342 of 513
ENGINE
CYLINDER
BLOCK
The
cylinder
block
in
a
mono
block
special
casting
structure
adopts
five
bearing
support
system
The
A
12
Engine
is
provided
with
baffle
plate
and
steel
net
to
reduce
oil
consumption
the
steel
net
scoops
oil
j
y
r
0
Q
0
T
Fig
EM
2
Cylinder
block
Fig
EM
3
Cylinder
block
CRANKSHAFT
The
crankshaft
is
made
of
special
forged
steel
and
provided
with
a
high
capacity
balance
weight
The
crankshaft
improves
engine
quietness
and
durability
t
high
speed
operation
The
main
bearing
are
lubricated
from
oil
holes
which
intersect
the
main
oil
gallery
in
parallel
with
the
cylinder
bores
v
Fig
EM
4
Crankshaft
PISTON
AND
CONNECTING
ROD
The
newly
designed
lightweight
piston
is
of
cast
aluminum
slipper
skirt
type
The
A
12
Engine
uses
concave
head
pistons
The
piston
pin
is
of
a
special
steel
hollow
type
and
is
connected
to
the
piston
in
a
full
floating
fit
and
to
the
connecting
rod
in
press
fit
The
connecting
rod
is
made
of
forged
steeL
Full
pressure
lubrication
is
directed
to
the
connecting
rods
through
drilled
oil
passages
from
the
adjacent
main
bearing
journal
Oil
holes
on
the
connecting
rod
journals
are
designed
so
that
oil
is
supplied
to
give
maximum
lubrication
just
before
full
bearing
load
is
applied
J
oO
o
e
Fig
EM
5
Piston
and
connecting
rod
CYLINDER
HEAD
The
cylinder
head
is
made
of
light
and
strong
aluminum
alloy
with
good
cooling
efficiency
A
special
aluminum
bronze
valve
seat
is
used
on
the
intake
valve
while
a
special
cast
valve
seat
is
installed
on
the
exhaust
valve
These
parts
are
hot
press
fitted
EM
2
Page 396 of 513
FUEl
SYSTEM
FUEL
STRAINER
DESCRIPTION
The
fuel
strainer
is
of
a
cartridge
type
It
uses
paper
element
as
strainer
element
which
can
be
checked
for
condition
from
outside
This
strainer
cannot
be
cleaned
Replace
the
strainer
at
the
specified
service
interval
or
if
it
becomes
clogged
or
restricted
REMOVAL
Disconnect
inlet
and
outlet
fuel
lines
from
fuel
strainer
and
remove
fuel
strainer
Note
Before
disconnecting
fuel
lines
use
a
container
to
receive
the
remaining
fuel
in
lines
r
@
I
I
Il
QY
I
I
I
elementl
3
Cover
@
EF005
Fig
EF
10
Sectional
view
of
caTtridge
type
fuel
stTaineT
FUEL
PUMP
CONTENTS
DESCRIPTION
FUEL
PUMP
TESTING
Static
pressure
test
Capacity
test
EF
5
EF
6
EF
6
EF
6
DESCRIPTION
The
fuel
pump
transfers
gasoline
from
the
tank
to
the
carburetor
in
sufficient
quantity
to
meet
engine
require
ments
at
any
speed
or
load
The
fuel
pump
is
of
the
diaphragm
type
REMOVAL
AND
DISASSEMBLY
INSPECTION
ASSEMBLY
EF
7
EF
B
EF
B
The
fuel
pump
consists
of
a
body
rocker
arm
and
link
assembly
fuel
diaphragm
fuel
diaphragm
spring
seal
inlet
and
outlet
valves
The
fuel
diaphragm
consists
of
specially
treated
rubber
which
is
not
affected
by
gasoline
held
together
with
two
metal
discs
and
a
pull
rod
EF
5