light DATSUN PICK-UP 1977 Workshop Manual

TM757

Fig
MT
61

Removing
counterahaft

nut

Note

When

removing
mainshaft
as

sembly
loosen
mainshaft
nut

7
Draw

out
counter
overdrive

gear

and

bearing
from
countershaft
rear

end

by
using
a
suitable

gear
puller
See

Figure
MT
62

TM758

Fig
MT
62

Removing
count
r

overdriv

gear
and

bearing

8
Remove
counter

reverse
idler

gear

and

spacer

9
Remove
countershaft

by
lightly

tapping
the
rear
end
with

a
soft

hammer

Be
careful
not
to

drop
off

gear

shaft

10
Remove
reverse
idler

gear
snap

ring

TM759

Fig
MT
63

Removing
reverse
idler

gear

nap
ring
Manual

Transmission

II
Remove

reverse
idler

gear

12
Remove

snap
ring
of

mainshaft

end

bearing
Draw
out

bearing
using

Mainshaft

Rear

Bearing
Puller

KV32101330

Remove
other

snap
ring

of

mainshafl
end

bearing
See

Figure

MT

64

tw

KV32101330

TM160

Fig
MT
64

Removing

mai
haft

nd

bearing

13

Remove

mainshaft
nut

thrust

washer

mainshaft
reverse

gear
OD

synchronizer
and

overdrive

gear

14
Draw
out

mainshaft

gear
assem

bly
together
with

countershaft

by

lightly
tapping
the

rear
end

with
a

soft

hainmer
Me

holding
the
front

of

mainshaft

gear
assembly
by
hand

Be
careful

not
to

drop
off

gear

shaft
See

Figure
MT
65

k

r
IT

TM761

Fig
MT
65

Driving
out

gear
sembly

Malnahaft

Same
as
for
the
F4W7IB

Main

drive
ear

Same
as
for
the
F4W71

B

Counterahaft

aaaembly

Same
as
for
the

F4W7l
B

REAR
EXTENSION

DISASSEMBLY

Remove
lock

pin
from

striking

lever
and
remove

siriking
rod

Note
Do
not
disassemble

rear
exten

sion

bushing
from
rear
extension

J

l

J

@

1

Striking
lever

2

Striking
rod

3

Stopper

pin

4

Control

lever

5

Striking
rod

guide

6
Reverse
select

plunger

7
Reverse
select

plug

TM767

Fig
MT
66

Exploded
view

of

shifting
mechanilm

MT1B

ADAPTER
PLATE

DISASSEMBLY

Same
as

for
the
F4W71

B

Fig
MT
67

Removing
screws

INSPECTION

Wash

all

parts
in

a
suitable

cleaning

solvent
and
check
for
wear

damage
or

other

faulty
conditions

Notes

a
Be

careful
not
to

damage
any

parts

with

scraper

b
Do

not
clean
wash
or
soak
oil
seals

in

solvent

TRANSMISSION
CASE
AND

REAR

EXTENSION
HOUSING

Same
as
for
the
F4W71
B

BEARING

Same

as
for
the
F4W7l
B

GEARS
AND
SHA
S

I
Check
all

gears
for
excessive

wear

chips
or
cracks

replace
as

required

2

Check
shaft
for

bending
crack

wear
and
worn

spline
if

necessary

replace

3
Measure

backlash
in

gears

Main
drive
and

counter
drive

gear

0
05
to
0
10

mm

0
0020
to
0
0039
in

1st

2nd
3rd
5th
and

reverse

gears

0
05
to
0
20
mm

0
0020
to
0
0040
in
Manual
Transmission

If
the
above
limits
are
exceeded

replace
drive
and
driven

gears
as
a

set

4

Measure

gear
end

play

1st

gear

0
32
to
0
39
mm

0

0126
to
0
0154
in

2nd

gear

0
12

to
0
19
mm

0
0047
to
0
0075
in

3rd

gear

0
13
to
0
37
mm

0
0051
to

0
0146
in

OD

gear
on
mainshaft

0
32

to
0

39
mm

0
0126
to
0

0154
in

BAULK
RING

Same
as
for
the
F4W7IB

OIL
SEAL

Same
as
for
the
F4W71
B

ASSEMBLY

To
assemble
reverse
the
order
of

disassembly
Observe
the

following
in

structions

FRONT
COVER
ASSEMBLY

Same
as
for
the
F4W7l
B

REAR
EXTENSION

ASSEMBLY

I

Wipe
clean
seal

seat
in

rear
exten

sion

housing
press
fit
oil
seal
in

place

Coat
oil
seal
and

bushing
with

gear

oil
for
initial
lubrication
See

Figure

MT
68

Front
r

I

TM355

Fig
MT
68
R
ar
extemion
oil
sea

2

Apply
multi

purpose
grease
to

O

ring
and

plunger

grooves
in

striking

rod

Insert

striking
rod
with

striking
rod

guide
through
rear
extension

MT19
3
Install

striking
lever
on
front
end

of

striking
rod
Install
lock

pin
and

torque
screw
to
0
9
to
1
2

kg
m
7

to

9
ft
lb

4

Install

filainshaft
bearing
by

lightly
tapping
around
it
with
a

soft

hammer

5
Insert

reverse
idler
shaft
in

adapt

er

plate

Make
sure
that
the
cut
out

portion

of
reverse
idler
shaft
is

lined

up
with

inner
face
of

adapter

plate

6
Install

bearing
retainer
in

adapter

plate

Align
bearing
retainer

with
reverse

idler
shaft
at
the
cut
out

portion
of

this
shaft

torque
screws
to
1

9
to
2
5

kg
m
14
to
18
ft
lb
and
stake
each

screw
at
two

points
with
a

punch
See

Figure
MT
69

TM764

Fig
MT
69

Stahing
screw

7
Install
countershaft

rear
bearing

in

adapter

plate
by
lightly
tapping

around
it

with
a
soft
hammer

GEAR
ASSEMBLY

Clean
all

parts
in
solvent
and

dry

with

compressed
air

Synchronlz
r
embly

Same
as
for
the

F4W71
B

Ov
rdrlve
r

ynchronlz
r

mbly

I

Assemble
reverse
OD

synchro

nizer

assembly

2
Assemble
overdrive

gear
assem

bly

Position
synchronizer
ring
band

brake
thrust
block
and
anchor
block

on
overdrive
clutch

gear
install

circlip

plate
The

parking
rod

pin
operates
the

rod
at
p

range
and

operates
the

mechanical

lock

system

The

above
described
manual
shaft
is

further

equipped
with

an
inhibitor

switch
A

rotor

inside
the

inhibitor

switch

rotates
in

response
to
each

range
When
tne

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
rolor
closes
the

back

up

lamp
circuit
and
the
back

up

lamp

lights

CD

1
Manual

pia
te

2
Inhibitor

switch
ATOB7

Parking
rod

Manual
shaft

Fig
AT
4

Manual

linkage

VACUUM

DIAPHRAGM

The

vacuum

diaphragm
is

installed

on
the
left

center

portio
n
of
the

transmission

case
The

internal
con

struction
of
the

vacuum

diaphragm
is

as
follows

A
rubber

diaphragm
forms
a

parti

tion
in
the

center
The

engine
intake

manifold

negative
pressure

l
led

through
a

vacuum
tube
and

spring

force
is

applied
to
the
front
surfaceof

the
rubber

diaphragm
while

atmos

pheric

pressure
is

applied
to
the
back

surface
The
difference

between

pres

sure

applied
to
the
front
and
ba
K

I

surfaces
causes
a

vacuum
reactIOn

which
activates
the
throttle
valve
of

the
control
valve
inside
the
transrhis

sion

case

Wheri
accelerator

pedal
is

fully
de

pressed
and
the
buretor
is

fU

IIy

opened
but
th

engirie

sp
eed
is

not

suificientl
increased
the

manifold

negative
plre
sure
lowers

Le
tends

towards

atmospheric

pressure
and
the
Automatic

Transmission

vacuum
reaction
increases
since

the

flow

velocity
of
mixture
inside
the

intake
m
mifold
is
slow

Contrarily

when
the

engine
speed
increases
and

the
flow

velocity
of
the

mixture
in

creases
or

when
the
carburetor

is

closed

the
manifold

negative

pressure

increases
Le
tends

towards
vacuum

and
the

vacuum
reaction
is

reduced

Thus
a

signal
to

genera
Ie

hydraulic

pressure
P
rfe

tly
suited
to
the

engine

loading
at

trye
control
valve
is

trans

mitted
from
the
vacuum

diaphragm

and
the
most
suitable

timing
for

speed

change
and
lin
e

pressure
is
obtaine

so

that
the

most

proper
torque
capacity

is

obtained

against
the

transmitting

torque

To
inl
lkc

manifold

AT088

Fig
AT
5
Vacuum

diaphragm

DOWNSHIFT

SOLENOID

T
e

downshift
solenoid
is

of
a

magnetic
type
installed
on

the
left
re
r

portion
of
the
transmission

case
When

a
driver

requires

accelerating
power

and

dePresses
the

accelerator

pedal

down

to
the

stopper
a
kickdown

switch

19ca
ted
in
the

middle
of

the

accelerator

link
is

depressed

by
a

push

rod
he

kickdown
switch

doses
cur

rent
flows
to

the
solenoid

the
sole

noid

push
rod
is

depressed
the
down

shift
valve
of
the

control
valvc
insidc

the

transmi
ssion

case
is

depressed
nd

the

speed
is

changed
forcedly
fmm

3rd
to
2nd
within
a
cerlaill

vehi

cle

speed
limit

Note
Since
theki

kdown
switch

closes
when
the
accelerator

pedal
is

d

epr
ssed
from

7

i
t
I
S
I
6

of
tiie

whole

stroke
the
a
ccel
rator

ped
1

should

be
correctly

adjusted
so
as

arf

rd
a

omplete
stro

e
I

The

arrangement
of
the
swit

h

wries

ccording
m

eI

AT

S
c
C

r
11
I

Kickdown

h

switch

Dowri

shift
solenoid

AT089

Fig
AT
6

Downshifl80lenoid

GOVERNER

VALVE

The

primary
and

secondary

gover

nor
valves
are
installed

separately
on

the

back
of
the
oil
distributor

on
the

transmission

outp
t

sha
ft

tn

y
op

erate

al
the
same

speed
as
th
ar

iJf
tile

output
shaft
thai
is

they
operate
at

a

speed
in

proportion
10

the
vehicle

speed
The
line

press
retis

applied
to

those
valves

s
the

input
from
the

control

valve

through
the

transmission

case
rear

flange
and
oil
distributor

The

governor

pressure
in

proportion

to
the

ouiput
shaft

speed
vehicle

speed
is

led
to
the
shift
valve
ofthe

control
valve

through
the

opposite

route
of
the

output
In

this
manner

speed
change
and
line

pressure
are

controlled

Operation
of

secondary

governor
valve

T
e

secon

ary
valve

is
a

contro

valve

Y
hich
receives

line

pressure

an

cqQ
rols
the

governor

pressu
e

When
the
manual

valve
is
selected

at
D
2

or
l

range
line

pressure

is

applied
t
the
ri

g
sh

aped
area
of

this
valve
from
circuit
I

l
and
this

I

v

Jy
is

depressed
lOW
jr
tI
c

fer

Movemcnt

of
this
valvl
III
a
cr

in

positillll
doses
the
dr
uit

from

Olto

15
while

simultaneously

making
a

sr
rronl
IS
to
Iii
center

d
niin

port
and

press
re

in
tllc
ci
rJ

it

l5j
is

lowered

When

thc
vehicle
is

stopped
1
d

the

cenlrifugal
force
of
this
valve
is
zero

the
v
lve

is
balanced
At
this

poini
a

govcr
lOr

pressurc
y
hich

bal
i1
nced

with

th

spr
ng
force

occurs
on
IS

Wh
n

thc
vehicle
is

st
rted
nd

the

centrifugal

fqr
incre

ses
this
valve

movcs

slightly
10

Ihc
oUlSide
and

as

The
control
valve

assembly
consists

of

the

following
valves
See

Figure

AT

20

I
Pressure

regulator
valve

PRV

2

Manual
valve

MNV

3
I

st
2nd

shift
valve

FSV

4

2nd
3rd

shift
valve

SSV

5

Pressure
modifier
valve

PMV

6
Vacuum
throttle
valve

VTV

7

Throttle
back

up
valve

TBV

8
Solenoid
downshift
valve
SDV

9

Second
lock
valve
SL
V

10
2nd
3rd

timing
valve

TMV

Pressure

regulator
valve

PRV

The

pressure
regulator
valve
re

ceives
valve

spring
force
force
from

the

plug
created

by
the
throttle

pres

sure
16
and
line

pressure
7

and

force
of
the
throttle

pressure

18

With
the
interaction

of
those
forces

the
PRY

regulates
the

line

pressure
7

to
that

most
suitable
for
individual

driving
conditions

The
oil
from
the
oil

pump
is

ap

plied
to

the

ring

shaped
area

through

orifice
20
As

a
result
the
PRV
is

depressed
downward
and
moves
from

port
7

up
to
such
extent
that
the

space
to
the
next
drain

port
marked

with
X
in

Figure
AT
10

opens

slightly
Thus
the

line

pressure
7
is

balanced
with
the

spring
force
there

by
balancing
the
PRV
In
this

opera

tion
Ihe

space
from

port
7
to
the

subsequent
converter
oil

pressure
14

circuit
has
also
been

opened
As
a

result
the
converter
is
filled

with

pressurized
oil
in
circuit
14
and
this

oil
is
further
used
for
lubrication
of

the
rear
unit
Moreover

part
of
the
oil

is
branched
and
used
for
lubrication

of

the
front
unit
for
the
front
and
rear

clutches

When
Ihe
accelerator

pedal
is
de

presscd
the
throttle

pressure
16
in

creases
as
described
in
the

preceding

paragraph
oil

pressure
is

applied
to

the

plug
through
orifice
21

and
this

pressure
is

added
to
the

spring
force

As

a
result
the
PRV
is

contrarily

forced

upward
space
to

the
drain

port

is
reduced
and
Ihe

line

pressure
7

increases
Automatic

Transmission

11

AT095

Fig
AT
10
Pressure

regulator
ualue

When

the

range
is
selected
at
R

Reverse

the
line

pressure
6
is

applied
10

the

plug
in
a
manner
identi

caito
the

throttle

pressure
16
and

is

added
10
the

spring
force

Consequent

ly
the
line

pressure
7

further
in

creases

When
vehicle

speed
increases

and

the

governor
pressure
rises
the

theot

tle

pressure
18
is

applied
to
the

port

on
the

top
of
the
PRV

and

pressure
is

applied
contrarily
against
the

spring

force
As
a

result
the
line

pressure
7

decreases
Moreover
at
individual

con

ditions
the
line

pressure
7

is

equal
to
the
line

pressure
6

and
the
throttle

pressure
16
is

equal
to
18

Manual
valve
MNV

The
manual
lever

turning
motion
is

converted
to

reciprocating
motion

of

the
manual
valve

through
a

pin
and

the
MNV
is

positioned
so
that
the
line

pressure
7
is
distributed
to
the

indi

vidual
line

pressure
circuits
at
each

P

R
N

D
2
or
I

range

as

shown
below

P

range

7
4
SDV
and
TBV

5

FSV
12
TBV
and

Low

reverse
brake

R

range

7
4

same
as
above

5

same
as
above

6

PRY
and

SSV
F
C

and
band
release

N

range

D

range

7
7

None

I

Governor
valve

FSV

and
rear
clutch

2

SLY

3

SL
V

and
SSV

2

range

7
I
Same
as
above

2

SL
V
9
Band

applied

4
SDV
and
TBV

I

range

7
I
Same
as
above

4
Same

as
above

5

FSV

Moreover
1

2
3
4
5

and

6

are

always
drained
at
a

position

where
the
line

pressure
is

not
dis

tributed
from
7

u
JJX
g4Vhl

dIillillt
1
dlMIi
W
ld

IiIb
It
i
B
J

jd
l
tJj
fitMi
td

j
L@

x
x

j
j

P
R
N

17
l

AT7
AT096

Fig
AT
11

Manual
ualvp

1st

2nd
shift

valve
FSV

The

FSV
is
a

transfer
valve
which

shifts

gears
from

low
to

second
When

Ihe
vehicle
is

stopped
the

FSV
is

depressed
to

the

right
side

by
force
of

a

spring
located
on
the

left
side

putting
the

FSV
is
in
the

low

position

When
vehicle

speed
increases
the

governor

pressure
15
is

applied
to

Ihe

right
side
of

the
FSV
and
the
FSV

is
forced

toward
the
left

Contrarily

the
line

pressure
I

togelher
with
the

spring
force
force

the
FSV

toward
the

right

opposing
the

governor

pressure

15

When
the

vehide

speed
exceeds
a

certain
level

the

governor
pressure

15
exceeds
the
sum
of
the

throttle

pressure
and
Ihe

spring
force
and
the

FSV
is

forced
toward
the
left

When
the
FSV
is

depressed
10
a

certain

position
the

lire
pressure
I

is

closed
and

only
the

spring

depresses

the

FSV
toward
the

right
and
it
is

depressed
to

the
end
for

a
moment
As

a

resull
the

line

p
ressure

lJ
is
for

warded

to
8
the
band

servo
is

engaged

through
the
SLY

and
the

speed
is
shifted
to
2nd

With
the

accelerator

pedal

depressed
the
FSV

remains
iIi

the
Low

position
unless

the

governor
pressure
IS
increases

to

a

high
leVel

corresponding
to
the
line

pressure
I
since

the

line
pressure

I

increase
when
the
accelerator

pedal
is

depresse9

Contrarily
when

vehicle

speed
de

creases

the

governor

pressure
15

decrease
Howeve
f

the

gear
is
not

shifted
to

Low

nless
the

governor

pressure
15
becomes

zero
since

the

force

depressing
the
FSV
toward
the

right
is

being
delivered

only
by
the

spring

Low
in

range
I
is
led
to

the

low
and
reverse

clutch
from
line

pres

sure
5

through
line

prbssure
12

2nd
is
simultaneousi

y
led
to

the
ieft

end

spring
unit

Consequently
al

thougp
the

goverflor
pressure
in

creases

the
valve
is
still
forced
toward

the

right
and
the
SFV
is

fixedjn
the

Low

position
When
kicked
down
to

the
2nd

speed
the
SDV

operates

and

the
line

pressure
13
forces
the

FSV

toward
the

right
Although
the
Automatic
Transmission

governor
pressure
15
is

considerably

high
the
valve
is

forced

completely

toward

the

right
and
the

FSV
is

returned
to
the

Low

position
This

operation
is

alled

Kickdown
shift

15

j

13

1

c5

I

0

t

r

I

I

q
1

AT091

Fig
AT
12

lsl
2nd

shift
valve

2nd
3rd

shift
valve
SSV

The

SSV
is

a
transfer
valve

which

shifts

gears
from

2nd
to

3rd

When
the
vehicle
is

stopped
the
SSV

is

forced
toward

the

right
by
the

spring
and
is
in
the

2nd

position
It

is

so

design
d
however

that
the
FSV

can

decide
to
shift

either
to

Low
or

2nd

When

the
vehicle

is

running
the

governor
pressure
15
is

applied
to

the
right
end
surface

and
th
SSV
is

forced

toward
the
left

Contrarily
the

Spri
l
force

line

pressure
3

and

throttle

press
re
19
force
the

SSV

toward
the

right

When
vehicle

speed
exceeds
a
cee

tain

level
the

governor

pressure
sur

passes
the
sum
of
the

spring
force
line

pressure
and
throttle

pressure
and
the

valve
is
forced
toward

the
left
The

line

pressure
3
is

then
closed
Con

sequently
the
forces

being
rapjdly

unbalanced
the
force

depressing
the

SSV
toward
the

right
decreases
and

thus
the
SSV
is

depressed
to

the
l

ft

end
for
a
moment

With
Ihe

SSV

depressed
toward
the

left
end
lhe

line

pressure
3

is
connected
with

the
line

pressure
10

the
band
servo
is
re

leased
the
front

clutch
is

engaged
and

AT
8
speed
is
shifted
to

3rd

When
the

accelerator

pedJI
is

de

prcssed
both
the

line

pressure
3
and

the

throttle

pressure
19

are

high
allll

the

SSV
is
thus

retained
in
nd

unless
the

governor

pressure
15

ex

ceeds
the

line

pressure
3
and

the

throttle

pressure
19

In
the

3rd

position
force

de

pressing
ihe
SSV

toward
the

right
is

retained

only

by
the

throttle

pressure

16
and

the
throttle

pressure
16

is

slightly
Idwer

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

lower

speed

Shifting
from
3rd
to

2nd

occurs
at
a

speed
slightly
lower

than
that

for
2nd
to
3rd

shifting

When
kicked
down
at
3rd

line

pressure
13
is

led
from
the
SDV
and

the

SSV
is
forced

toward
the

right

Although
the

governor
pres
ure
is

con

siderably
high
the
valve
is
forced

completely
loward
the

right
and
tht

SSV
is

thus
returned
to
2nd

posi

tion

fhis

operation
is
called
K
cli

down
shift

When

the
shift
iever
is

shifted
to

2

or
I

range
at
the
3rd

speed

the
line

pressure
3
if
diained

at
the

MNV

Consequently
the

front
clutch

and
band
servo

releasing
oils

are

drained
As
a
result

the
transmission
is

shifted
to
2nd
or
low

speed
ai

though
the

SSV
is
in

the
3rd

posi

tion

When
the

specd
IS

shifted
io

the

3r
1
a
one

way
orifice
24

on
the

topof
the
SSV
relieves
oil

transmitting

velocity
from
the
line

pressure
3
to

the
line

pressure
10
and
reduces

the

shock

generated
fioni

the

shifting

Contrarily
when
the
lever
is
shifted

to
2
or
I

range
and
the

speed
is

shifted
from
3rd
to
the
2nd
the

orifice

checking
valve

spring
24
is

depressed
the
throttle

becomes
in

effective

the
line

pressure

10
is

drained

quickly
and

delay
in

shifting

speeds
is

thus
eliminated

The
throttle
of
line

pressure
6

transmits
Hie

oil

transmitting

velocity

from
line

pressure
6
to
line

pressurc

10
wtien
the

lever
is
shifted
to
the

R

range
and
transmits
drain
veloci

ty
from
line

pressure
10
to
line

3

Jit
f
ng
valve

24

1

3

L
l

r

I
Js

I
i

ilr
t
pressure
6
when

shif
ing
from
3rd

to
2nd
at
D

range
Thus
the

throttle
of
line

pressure
6
reduces

the

shock

generated

fro
shifting

A

plug
in
the

SSV
left

end

readjust

the

throttle

piessu
e
I
6
which
varies

depending
on
the

engine
throttle
con

dition
to
a
throttle
pressure
19

suiled
to
the

sp
ed

change
control

Moreover
the

plug
is
a
valve
which

applies
line

P

esspre
13
in
lieu
of
the

throttle

pressure
to
the
SSV
and
the

FSV
when
kickdowri
is

performed

When
the
throttle

pressure
16
is

applied
to
the

left
side
of
this

plug

and
the

plug
is

epressed
toward
the

right
a

slight

space
is
formed
from
the

throttle

pressure
6
10

19
A

throt

tIepressu
19

w
1iFh
is
lower

by
the

pressure
loss

equivalent
to
this

space
is

rH

1

Pressure
Odifier
valve
PMV

I

Compared
to
the

operating

pressure

required
in

starting
th
vehicle
the

ppwer
trimsinitting
capacity
of
the

clutch
that
is

required
operating

pres

sure

may
be

lower
when
the
vehicle
is

once
started
When
the
line

pressure
is

retained
at

a

high
level

up
to

a

high

vehicle

speed
shock

gerieraled
from

the

shirring
increases
arid
the

oil

pump
loss
also
jncrdases
In
order
to

prevent
his
the
t

lrott
le

pressure
must

be
l

hanged
over

with
the

operation
of

the

governor
pressure
15
to
reduce

Ihe
line

pressure
The
PMV
is
used
for

this

purposc
Automatic

Transmission

generated
the

piessure
loss
is
adde
d
to

the

spring
force

and
the

plug
is
lhus

forced

back
from
the

right
to
the

left

When
this

pressure
19
increases
ex

cessively
the

plug
is
further

depressed

toward
the

left

space
from
the
lhrot

tle

pressure
19
to

the
drain
circuit

13

increases
and
the
throttle

press

ure

19
decreases
Thus
the

plug
is

balanced
imd
the
throttle

pressure

19
is

reduced
to
Ii
certain
value

against
the
throttle

pressure
6

Wheri

performing
kickdowri

the

SDV
moves
a

high
line

pressure
is

led

to
the
circuit

19
from
the
line

pressure
circuit

13
which
had

been

drained

the

plug
is
forced
toward
the

left

and
circuit

19
becomes

equal
to

the
line

pressure
13

I

W
15

I

A
TOgS

Fig
iT
13
2nd
3rd

shift
vallJe

I

When

the

governor
pressuie
IS

which
is

applied
to
the

right
side
of

the
PMV
is
low
the
valve
is
forced

toward

the

right
by
the
throttle

ines

sure
16

applied
to
the
area
differ

ence
of
the
value
and
the

spring
foice

and
t

he
circuit

from
circuit

16
to

circuit
18
is
closed
However
when

vehicle

speed
increases
andl
the

gaver

nor

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

throt

tle

pressure
16

toward
thc

right
the

valve
is

depressed
loward
the
lefi

and

the
throttle

pressure
is
led
from
circuit

AT

9
16
to
circuit

18
This
throttle

pressure
18
is

applied
to
the

top
of

the
PRV
and
the
force
of
the

line

pressure
source
7
is
reduced

Contra

rily
when

the
vehicle

speed
decreases

arid
the

governor

ipressure
15
de

creases
the

force
toward
the

fight

exceeds
ithe

governor
pressure
the

valve
is

forced
back
toward
the

right

and
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

tIiey
are

both
Tow
i

i
I
11

18
16

n

r

I

I

15

AT099

Fig
AT
14

Pre
ure

modifier
valve

Vacuum
thro
le
valve
VTV

The

vacuum
t
rottle
valve
is
a

regula
tor
valve

whiCh
uses
the
line

pressure
7

for
the

pressure
source

and

regulates
the

throttle

pressure
16

I

which
is

proportioned
t
the

force
of

the

vacuum

diaphragm
The
vacuum

dia

phragm
yories
depending
on
the

engine
throt
le

condition

negative

pressure
in
the

inta
e
line

When
the
line

pressure
7
is

ap

plied
to
the
bottom

through
the

valve

hole
and
the
v

a
ve
is

forced

upward

space
from
the
line

pressure
7
to
the

throttle

pressure
16
is
dosed
and

the

space
from
the
Ihrottle

pressure

16
to

the
drain
circuit
17
is
about

to

open
In

this

operation
the
throttle

pressure
16
becomes
lower
than

the

linep
s

ureY
btthe
p
e
sur

9
iv

alenl
of
the

loss
of

space
and
Ihe

force

depressing
tlie
rod
if
the

vaeuum

diaphragm
is

balanced
wit

Ii
thethrot

tie

pressure
16
a

pplied
upward
tOlthe

bottom

When
the

erigine

torque
is

high
Ihe

negative
pressure
in
the
intake
iirie

rises

tending
ioward

atmospheric

pressure
and
the
force
of
the
rod
to

depress
the
valve
increases
As
a
result

the
valve
is

depressed
downward
the

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

I

and
R

positions

Back

up
lamp
should
also

light

when

selector
lever
is

placed
in

R

position

S
After

converter
is
installed

rotate

10

Check
level
of
oil
in
transmis

crankshaft
several
turns
and
check

to

be
sure
that
transmission

rotates

freely
sion

For
detailed

procedure
see

page

AT48

without

binding

6
Pour

recommended
automatic
II

Move
selector
lever

through
aU

positions
to
be

sure
that
transmission

transmission

fluid

up
to
correct
level

operates
correctly

through
oil

charge
pipe

verter
to
transmission
measure

dis

With
hand

brake

applied
rotate

tan
A

to
be
certain

that

they
are
7

Connect
manual
lever
to
shift

engine
at

idling
Without

disturbing

correctly
mbi
d

S
F
rod

Opeiationsliould
oecaTrie
f
bue

the
above

sclUng
ffiovTSelector
lever

AT

50
with

manual
and
selector
levers
in

through
N

to
D
to
2

to
I

Distance
A
N

and
to
R
A

slight
shock
should
be

More
than
21

5
mm
0
846
in
8
Connect

inhibitor
switch
wires

felt

by
hand

gripping
selector

each

time
transmission
is
shifted
Automatic
Transmission

4
Bolt
converter
to
drive

plate

Note

Align
chalk
marks

painted
a

cross
both

parts
during
disas

sembling

processes

AT116

Fig
AT
49

Torque
converter

aligning
cu
t

3
When

connecting

torque
can

A

ATl17
Notes

a
Refer
to

covering
topic

under

Checking
and

adjusting

inhibitor
switch
n

on

page

AT
49

b

Inspect
and

adjust
switch
as

above
whenever
it
has
to

be

removed
for
service

Fig
AT
50

Installing

torque
converter
9
Check
inhibitor
switch
for

op

eration

AT
34
Note

See

page
AT

49
for

checking

engine
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

52

13

Perform

stall

test
as

per
the

instructions

on

page
AT

50

Automatic
Transmission

i

r

11

I

@
@
j

A

T290

Assembly

I
Prior
to
assembly
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

compressed
air

from

apply

side
of

piston
to
test

for
definite

piston
operation
as
shown
in

Figure

AT
93

7
i
8

ror
1

1
r

c

f

f
A

J

II
1

0

c
r

1

1
I

@

L
O
j

0
n

iJ

fl
IV
I

AT160

Fig
AT
93

Testing
piston

Apply
side

4
With

apply
side
of

piston
plugged

with
thumb
blow

compressed
air
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
loose

calling
for

retightening
1
Anchor
end

pin

2
Band

strut

3

Apply

4
Release

5
Return

spring

6
Band
servo

piston
stem

7

Band
servo

piston

8
Servo
retainer

9
Brake
band
assembly

10

Transmission
case

Fig
AT
92
Sectional
view

ofseruo
piston

7
o

i
J

1S

I

z
1
Y

i
1

t
9
c
fa

AT161

Fig
AT
94

Testing
piston

Release
side

GOVERNOR

Disassembly

I

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
that
order

as
shown
in

Figure

AT

95

To
control

val

i
1

3

5MI
n

ID
r

Ii

I

4

From
control
valve

Line

pre
sure

I

I
A
TOgO

4
Oil

distributor

5

Output
shaft
I

Primary
governor

2

Secondary
governor

3
Governor
valve

body

Fig
AT
95

Testing
secondary

govemor

AT
43
3

If

primary
governor
is
to
be

dis

assembled
for

any
purpose
remove

spring
seat

primary
governor
valve

spring
and

spring
seat

Inspection

I
Check
valve
for

faulty
condition

Replace
spring
if
found
weakened

beyond
use
Faulty

piston
should
also

be

replaced
with
a
new
one

2
Examine
to
see
if

primary
gover

nor
slides

freely
without

binding

3
To
determine
if

secondary
gaver

nor
is
in

good
condition
blow
air

under

light

pressure
into
hole
at
A

and
listen
for
noise
like
that
of
a

model

plane

Assembly

Reverse
disassembly

procedure
to

assemble

governor

Note
Do

not
confuse

primary
gover

nor
with

secondary
governor
After

installation
check
that

spring
is
not

deflected

OIL
PUMP

Disassembly

I
Free

pump
cover
from

pump

housing
by
removing
attaching
bolts

2
Take

out
inner
and
outer

gears

from

pump
housing

Inspection

I

Inspect
for
wear
or

damage
to

gear
teeth

Replace
rubber

ring
if

found

damaged
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
0008100
0016
in

Replace
if
over
0
08
mm
0
00
11

in

Fig
AT

96

Measuring
clearanc
Automatic
Transmission

6

u

ST255801JOO

AT264

Fig
AT

99

Measuring
runout

5

Tighten
pump
securing
bolts
to

specified

torque
0
6
to
0
8

kg
m
4

to
6
ft
Ib
Clearance

between
seal

ring
and

ring

groove
See

Figure
AT

97

Standarddearance
Note
Be
sure
to

a1ign
converter

0
04
io
0
16
mm
housing
securing
bolt

holes

0
0016
to
0
0063
in

6

Again
check
the

runout

of
oil

pump
cover

I
learance

Seal

ring

q

I

n
l

1
AT

5

Fig
AT
97

Measuring
clearance

Assembly

I

Set

up

pump
housing
with
inner

and
outer

pump
gears
on
it

2

Using
Oil

Pump

Assembling

Gauge
ST25580000

instail

pump

coverta

pump
housing
as
shown

in

Figure
A

T

98

ST

5

000

J
I

I

JL

AT166

Fig
AT
98

Centering
oil

pump

3

Temporarily
lighten

pump
secur

ing
bolts

4

Set

the
runout
of
oil

pump
cover

within

0
D7
mm
0
0028
in

total

indicator

reading
See

Figure
AT
99
Note

When
former
Oil

Pump
As

sembling

Gauge
is
to
be

used
make

a
screw
hole
in
side
of
it

PLANETARY
CARRIER

The

planetary
carrier

cannot
be

divided

into
its
individual

components

If

any
part
of

component
is

faulty

replace
the
carrier

as
a
unit

Inspection

Check
clearance

between

pinion

washer
and

planetary
carrier
with

a

feeler

See

Figure
AT

100

Standard
clearance

0
20
to

0
70
mm

0
0079
to
0
0276
in

Clearance

I

Jr

I
1

11

r

AT167

Fig
AT
100

Measuring
pinion
washer

to

ca
ier

clearance

AT
44
Replace
if

over
0

80
mm
0

0315

in

CONTROL
VALVE

The

control
valve

assembly
consists

of

many
preci
ion

parts
and

requir
s

extreme

care
when
it
has
to

be
reo

moved
and
serviced
It

is

good
practice

to

place
parts
in

a

part
rack
so
that

they
can
be

reassembled
in

valve

body

in

their

proper
positions
Added
care

should
also
be

exercised
to

prevent

springs
and
other
small

parts
from

being
scattered
and
lo
t

Before

assembly

dip
all

parts
in

clean
automatic
transmission

fluid
and

check
to
be
certain

that

they
are
free

of

lint
and
other
minute

particles
If

clutch
or
band
is

burnt
or
if
oil

becomes
fouled
the
control

valve
as

sembly
should

be

di
ssembled
and

flushed

Disassembly

I
Remove
bolts

and
nuts
which

retain
oil

trainer
Bolts

may
be
re

moved

with
a
screwdriver
but
it

is

recommended
that

Hexagon
Wrench

HT610oo800
and

Spinner
Handle

HT62350000
be
used
See

Figure

AT
101

HT61000800

Fig
AT
101

Disassembling
valve

body

2

Remove

attaching
bolts
With

bolts

removed
lower
valve

body

separate

plate
and

upper
valve

body

are
free
for

removal
See

Figure

AT
102

Note
Do
not
allow

orifice
check

vah
e

and
valve

spring
in
lower
valve

body
to
be
scattered
and
lost
when

removing
separate
plate

In

these
cases
the

transmission
must

be

repaired

Notes

a
In

checking
oil

level
use

special

paper
cloth
to
handle
the
level

gauge
and
be
careful
not
to
let
the

scraps
of

paper
and
cloth
stick
to

the

gauge

b
Insert
the

gauge
fully
and
take
it

out

quickly
before

splashing
oil

adheres
to
the

gauge
Then
observe

the
level

c
Use
automatic
transmission
fluid

having
DEXRON
identifications

only
in
the
3N71B
automatic
trans

mission

d

Pay
attention
because
the
oil
to
be

used
differs
from
that
used
in

the

Nissan
Full
Automatic
TranSJTIis

sion
3N71A
Never
mix
the
oils

INSPECTION
AND
REPAIR

OF
OIL
LEAKAGE

When
oil

leakage
takes

place
the

portion
near
the

leakage
is
covered

with
oil

presenting
difficulty
in

detecting
the

spot
Therefore
the

places
where
oil
seals
and

gaskets
are

equipped
are
enumerated
below

11
Converter

housing

Rubber

ring
of
oil

pump
housing

Oil
seal
of
oil

pump
housing

Oil
seal
of

engine
crankshaft

Bolts
of
converter

housing
to
case

2
Trarismission
and
rear
extension

Junction
of
transm
ss
ion

and
rear

extension
J

Oil
cooler
tube
connectors

Oil

pan

Oil

pressure
inspection
holes
Refer

to

Figure
AT
il2

Mounting
portion
of
vacuum
dia

phragm
and
downshift
solenoid

Breather
and
oil

charging
pipe

Speedometer
pinion
sleeve

Oil
se
l
of
rear
extension

To

exactly
locate
the

place
of
oil

leaka
le
proceed
as
follows

Place
the
vehicle
in

a

pit
and

by

sampling
the
leaked
oil
determine
if
it

is
the

torque
converter
oil
The

torque

converter
oil
has
a
color
like
r
d
wine

So
it
is

easily

distinguished
from

engine

oil
or

gear
oil
Automatic
rransmission

Wipe
off
the

leaking
oil
and
dust

and
deiecl
the

spol
of
oil

eakage

l
se

nonflammable

organic
solve
t
s
ch
as

carbon
tetrachloride
for

wiping

Raise

the
oil

tcmperalure
by

op

erating
the

engine
and

shift
the
lever

to
D
to
increase

the
oil

pressure

The

spot
of
oil

lcakage
will
then
be

found
more

easily

Note
As
oil

leakage
from
the
breaih

er
does
not
take

place
except
when

running
at

high
speed
it
is

impos

sible
to
locate
this

leakage
with

vehicle

stationary

CHECKING
ENGINE
IDLING

REVOLUTION

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

CHECKING
AND
ADJUSTING

KICK

DOWN

SWITCH
AND

DOWNSHIFT

SOLENOID

When

the
kickdown

operation
is

not

made

properly
or
the

speed
chang

ing
point
s
too

high
check
the
kick

down
switch
downshift
solenoid
and

wiring
between
them
When
the

igni

li
n

key
is

pqsitioned
a
t

the
I

st

stage

nd
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
ATl09

d

I

t

AT10S

Fig
AT
109

Downshift
solenoid

Note
Watch
for
oil

leakage
from

transmission
case

AT
4Q
INSPECTION
AND

ADJUSTMENT
OF
MANUAL

LINKAGE

The

adjustmcnt
of

manual

linkage

is

equaUy
important
as

Inspection
of

Oil
Level
for
the
automatic
transmis

sion
Thereforc

great
care
should
be

exercised
because
incorrect

adjustment

will

rcsult
in
the
brcakdown
of
the

transmission

Inspection

Pull
the
selector
lever
toward

you

and
turn
it

as
far
as
P

to
I

range

wherc
clicks
will
be
felt

by
the
hand

This
is
the

detcnt
of
manual
valve
in

the
valve

body
and
indicates
th

correct

position
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

accomplish

ed

by
refcrring
to

page
AT
35

for

Removal
and
Installa
tion

CHECKING
AND

ADJUSTING

INHIBITOR
SWITCH

The
inhibitor
switch

lights
the
re

verse

lamp
in

the

range
R
of
the

transmission

operatio
l
and
also

rotates

the
starter
motor
in
the

ranges
N

and
P

CD

@
b
ell

If

L
t

7
4l

@

1l

j7
@
@

@
dl

AT109

6
Washer

7
Nut

8
Inhibitor
switch

9
Range
select
lever
t
Inhibitor
switch

2
Manual
shaft

3
Washer

4
Nut

5
Manual

plate

Fig
AT
110
Construction

of
inhibitor

switch