1973 DATSUN B110 brake

R

range
Reverse

In
R

range
the

front
clutch

and

low
and

reverse
brake

are

applied
The

power
flow
is

through
the

input
shaft

front

clutch

connecting
sheU
and
to

the

sun

gear
Clockwise
rotatiun
of
the

sun

gear
causes

counterclockwise

rotation

of
the
rear

planetary
gears

With
the

connecting
drum
held
sta

tionary
by
the
low

and
reverse
brake

the
rear

planetary

gears
rotate
the
rear

internal

gear
and

drive

flange
counter

clockwise
The
rear
drive

flange

splined
to
the

output
shaft
rotates

the

output
shaft
counterclockwise
at
a

reduced

speed
with
an
increase
in

torque
for
reverse

gear

J

When
the

manual
valve

V
is

posi

tioned

at
R

range
the
oil

having
the

line

pressure
7
is

directed
to
the
line

pressure
circuits

5
and
6
The

pressure
in

the
circuit

ID
actuates

the

low

and
reverse
brake
after

being

introduced
into

the
line

pressure
cir

cuit

I2

through
the
lst

2nd
shift

valve

ID
The

pressure
in

the

circuit

operates
the
release
side
ofband

servo

and
the
front
clutch
after

being
led

to

the
line

pressure
circuit

10

through

the
2nd

3rd
shift
valve

@
The

throttle

pressure
16
and
the

line

pressure
6
which

vary
with
the

degree
of
the

depression
of
accelerator

pedal
both
act
on

the

pressure
regula

tor
valve

CD
and

press
its
valve

CD

increasing
the
line

pressure
7
In
R

range
the

governor

pressure
is
absent

making
all
sllch
valves

inoperative
as

the
lst
2nd

shift

valve

@

2nd
3rd
shift
valve
and

pressure

modifier
valve

@
CHASSIS

R

C

Fig
AT
26
Power
transmission

during
R

range

lI

a

Go

I
w
L

AT085

Fig
AT

27

Operation
of
each
mechani6m

duirng
OR

range

Clutch
low
Band
servo
One

Parking

Ran
Gear

ratio
reverse

way

pawl

Front
Rear

brake
Operation
Release

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

01
low
2
458
nn
on

Drive
D2
Second
458
nn
on

OJ

Top
1
000
on
on

2
Second
458
nn

t2
Second
458
on

tt
low
2
458
on
on

AT

16

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

CHASSIS

D

range
Low

gear

The

low

gear
in
D

range
is

somewhat
different
from
that
in

II

range

The
rear
clutch

is

applied
as
in

range
but
the
une

way
duldl
is

holding
the

connecling
drum
The

power
flow
is
the
same

as
in

11

range
That
is
the

power
flow
takes

place
through
Ihe

input
shaft

and
into

the
rear
clutch

The

input
shaft
is

splined
to
the

rear
clutch
drum
and

drives
it

Rotation
of
the

rear
clutch

dri
es

the
rear
clutch

hub
and

from

internal

gear

The
front
inlernal

gear
rotates
the

front

planetary
gears
clockwise
to

cause
the
sun

gear
to
rotate
counter

clockwise

Counterclockwise
rotation

of
the
sun

gear
turns
the
rear

planetary

gears
clockwise
With

the

Tear

plane

tary
carrier
held

stationary
by
the

one

way
clutch
the

clockwise
rotation

of
the

rear

planetary

gears
rotates
the

rear
internal

gear
and
drives

flange

clockwise

The
internal
drive

flange
is

splined
to
the

output
shaft

and
rotates

the

output
shaft
clockwise

When
the
manual
valve
is

posi

tioned
at
D
the
line

pressure
7

introduced
into
the
manual
valve
is
led

to
the
line

pressure
circuits
I
2

and
3

The

pressure
in
the
circuit
I

actuates
the

rear
clutch
and
the

gover

nor
and
at
the
same

time

operates
the

lst

2no
shift
valve

ID
to

change
the

speed
The
circuit
2
leads
to
the

second
lock
valve

@
The
circuit
3

actuales
the
2nd
3rd

shift
valve

0

for
the
2nd

3rd

speed
change
and

at
the

same
time

locks
the
second

lock
valve

@

The
throllIe

pressure
16

which

changes
with
the

degree
of
accelerator

pedal
depression
presses
the

pressure

regulator
valve

CD
and
increases
the

line

pressure
7
When

Ihe

speed
of

vehicle
has
increased
the

governor

pressure
J
5

inlroduced
from
the
line

pressure
circuit

ll
actuates

the

lst
2nd
shift

valve
ID
2nd
3rd

shift
valve

@
and

pressure
modifier

valve

@
When
the

governor
pressure

is

high
the

pressure
modifier
valve

CID

acts
in
such

a
direction
as
to

compress
C

AT080

Fig
A
T
30
Power
transmission

during
V
range

ATOP1
dmifi

Fig
AT

3
Operation

of
each
mechanism

during
VI

range

G
Clutch
Low

Band
rVo
One

Parking

Ro
reverse

woy

pawl
ratio

Front
Rear

brake
Operation
Release

clutch

Park
on

on

Reverse
2
182
on
on

on

Neutral

01
low
14

8
on
on

Drive
01
Second

1
458
on

on

03

Top
1
000
on
on
on
on

1
Second
1
458
on
on

tl
Second
1
458
on
on

1

II
low
2
458
on
on

rhe

spring
and
the

throttle

pressure
is

led

10
the
throllIe

pressure
18

This

pressure
acts

againsr
the
force
of

spring
of
the

pressure

regulator
valve

CD
and
also

against
the

Ihrollle

pres

sure

16
thus

lowering
the
line

pres

sure
7

The

governor
pressure
also

increases

with

the

speed
of
vehicle

exerting
a

pressure
on
one
side
of

the
1st

2nd

shift

valve
and

counteracts
the

throt
lie

p
ssure
19
line

pressure
I
and

the

spring
which
are

exerting
against

the

governor

pressure
Therefore

when

the

governor
pressure
exceeds

this

pressure
the

speed
is

shifted
from

Ihe
I
Sl

gear
10
the

2nd

gear
The

further
the

acceleraror

pedal
is
de

pressed
the

higher
becomes
the

throt

tle

pressure
19

increasing
the

gover

nor

pressure
and

shifting
the

speed

change

point
to
the

higher
side

AT
20

CHASSIS

D

range
2nd

gl
ar

In
this
case
the
rear
dutch
is

applied
and
the
band
brake
holds
the

front
dUh
h
drum

i
onnel
ting
shell

and
sun

gear
from

rotating

The

power
now
takes

place
through

the

input
shaft
into
the
rear

dutch
and

the
front
internal

gear
WHh
the
sun

gear
held

stationary
the

fronr

plane

lacy
gears
rotate
around
the
sun

gear

carrying
the
front

planet
carrier
with

them
The

front

planet
carrier

being

splined
to

the

output
shaft
causes

clockwise
rotation

of
the

output
shafr

at
a
reduced

speed
compared
with
the

speed
of
the

input
shaft
with
an

increase
in

torque
As
the
low
and

reverse
brake
is
not

applied
the
clock

wise
rotation
of
the

output
shaft

causes
clockwise
rotation
of
rear
inter

nal

gear
and
the
rear

planet
carrier
also

rotates
around
the

sun

gear
in
a

clockwise

direction
The
one

way

clutch
will

act
to
allow
the
clockwise

rotation

of

connecting
drum

When
the
car

speed
increases
while

running
at
D

range
1st

gear
the

st

2nd
shift
valve

4
moves
al

lowing
the

line

pressure
I

to
be

introduced
into
the

line

pressure
8

through
itself
The
line

pressure
8
is

further
led

to
the
line

pressure
9

through
the
second
lock

vaIve@
and

by
locking
the
band

servo
obtains
the

2nd

gear
condition
Fig
A
T

33
Power

transmission

during
D2

range

I

r

J

ITMi

A

T079

Fig
A
T

34
Operation
of
each
mechanism

during
D2

range

C
w
Clutch
low

Band
selva
On

Parking

Range

ratio
reverse
w

y

pawl

Front
Rear

brake
Operation
Rdea5e

clutch

Park
on
on

Reverse
2
182
on
on
on

Ne
ulral

01
low
2
458
on
on

Drive
01

Second
1
458
on
on

OJ

Top
000
on
on
on
on

1
Se
cond
458
on
on

11
Second
1
458
on
on

low
1
458
on
on

AT
22

I

CHASSIS

D

range
Top
gear

In
Jrd

gear

position
the
fornt
and

rear
dutches
are

applied
The

power

flow
takes

place
through
the

input

shaft
into
rear

dutch
drum
The
rear

clutch

drum
rotates
the
steel
drive

plates
of
the
rear
dutch
and
the
lined

drive

plates
of

the
rear
dutch
and
the

lined
drive

plates
of
the
fronl
clutch

The
rear

clutch
directs
the

power
flow

through
the
rear

clutch
hub

and
frunt

internal

gear
to
the
front

planet
car

rier

The
front
clutch

directs
the

power

now

through
the

connecting
sheU
to

the

sun

gear
With
the
sun

gear
and
the

rear
clutch
hub

driven
at

the
same

speed
the
front

planet

assembly
is

forced
to
rotate

the

output
shaft
at

the
same

speed
in
the
direction
to

provide
the

top
gear

When

the
car

speed
further
in

creases
while

running
at

02
range

2nd

gear
and

the

governor
pressore

I5
exceeds
the
combined

force
of

the

spring
of
the
2nd
3rd

shift
valve

@
and
the

throttle

pressure
19
the

2nd

3rd
shift
valve

@
moves
and

the

line

pressure
8
acts

to
release
the

front
clutch

and
band

servo

through

the

line

pressure
10
Fig
A
T
36
Power
transmission

during
D3

range

AT083

Fig
A

T
37

Operation
of
each
mechanism
D3

range

Clutch
Low
Band
servo
On

Parking

Range
c

w

ratio

Front
Rear

brake
Operalion
Release
c1ulCh
pawl

Park
00
on

Reverse
2
182
on
on
on

Ntulral

DI
low
2
458
on
on

Drive
D2
Second

1
458
on
on

OJ

Top
000
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

I

II
low
2
458
on
on

AT
24

CHASSIS

1

range
kick
down

lli1e

llperJling
JI

speeds
ht
Ii1

approximately
8U
to
90
km
h

50
to

56
i

1PII
J

kid
3rJ
2nJ
d0wnslllft

an
he
1

clllllplish
d

hy
fully
de

pressing
the
accelerator

A
kick
3rd
lsl
Of
nd
lst

downshift

can
also
be

accomplished

below

approximately
40
10
50
km
h

25
to
31
MPIl

When
kick
down
is

performed
the

push
rod

operates
by
the
solenoid

the

valve
is

depressed
downward
and
the

circuit

from
the
line

pressure
7
to

the
line

pressure
13

opens
The
line

pressure
IJ

3
plus
the
force
of
the

2nd
Jrd

shift
valve

spring
oppose

the

governor
pressure
15
at

the

2nd

Jrd
shift
valve

4
and
thus

performs
Jrd
2nd
downshift

op

eration

Moreover
the
line

pressure
13

plus
the

force
of
the
I
st

2nd
shift

valve

spring
oppose
the

governor
pres

sure

15
at
the
I

st
2nd
shift
valve

@
and
thus

perform
Jrd
2nd
or

2nd

I
downshift

operation
Clutch
Ln
l

BJ
nd
Cr
o
o
On

Park

ing

Ge

Range
reverse
way

pawl

rat

Fronl
Real
brake
Operalion
R
lea

c1ulch

Park
on
on

Re
erse
2182
n
on
on

Neulral

01
low
2
458
on
on

Orive
Dl
Second
1
458
on
on

OJ

Top
1
000
on
on
Ion
on

1
Second
1
458
on
on

tl
Second
1
458
on
on

t

low
2
458
on
on

AT
26

CHASSIS

2

range
2nd

gear

In
2

range
the

gear
ratio
is
locked

to
the
2nd

forward

speed
In
this
case

the
rear

clutch
is

applied
and
the
band

brake
holds
the

front
clutch
drum

connecting
shell

and
sun

gear
from

rotating

The

power
flow

takes

place
through

the

input
shaft
into
the

rear
clutch
and

the

front
internal

gear
With
the

sun

gear
held

stationary
the
front

plane

lacy
gears
rotate
around
the

sun

gear

carrying
the

front

planet
carrier
with

them
The
front

planet
carrier

being

splined
to
the

output
shaft

causes

clockwise

rotation
of
the

output
shaft

at
a
reduced

speed
compared
with
the

speed
of
the

input
shaft
with

an

increase
in

torque
As
the
low
and

reverse
brake
is
not

applied
the
clock

wise
mlation
of
the

output
shaft

causes
clockwise
rotation
of
rear
inter

nal

gear
and
the
rear

planet
carrier

also

rotates
around
the

sun

gear
in
a

clockwise
direction
The
one

way

c1urch
will
act
to

allow
the
clockwise

rotation
of

connecting
drum

When
the

manual
valve

CV
is

posi

tioned
at
2
the
line

pressure
7
is

introduced
into
the
line

pressure
cir

cuits
I
2
and
4
The
line

pressure

I
is
led
to
the

governur
rear
dutch

and
Ist
2nd

shift
valve

ID
as
in
the

case
of
D

range
The
line

pressure

2
locks
the
second
lock
valve

@
and

is
led
to
the

tightening
side

of
the

band
servo

The
2nd

gear
is

therefore
fixed

regardless
of
the
car

speed
When

DJ
range
3rd

gear
is
shifted
to

2

range
the
line

pressure
4
enters
the

throttle
back

up
valve
IJ
and

produces

a

high
pressure
in

the
circuit
17

increasing
the
throttle

pressure
16

The

line

pressure
7
is

therefore

increases
and

quickly
tightens
the

band

Note

DJ
range
3rd

gear
to
2

range

If

DJ
range
3rd

gear
is

shifted
to
2

range
during

operation
the
manual

valve

CV

is
also
shifted
to
2

position
Fig
A

T
40
Powu
transmission

during
2
range

f
IY

9
3

AT079

Fig
A
T
41

Operation
of
each
mechanism

during
2

range

Gear
Clutch
low
Band
servo
On

Parking

Range

ratio
w

pawl

Front
Rear

brake
Operation
Relea
se

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

I
t
Low
2
4S8
on
on

Drive
1
2
Second
1
458
on
on

1

Top
t
OOO
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

t

tt
Low
2
458
on
on

causing
the
line

pressure
circuit

3
to
be

drained
Therefore

the
line

pressure
circuit
10

which
is

situated
at
the

release

side

of
the
front

clutch
and

senro

is
also
drained

through

the
2nd
3rd
shift

valve

@

forcing
the

speed
to
decrease
from
3rd

gear
to
2nd

gear

In
this
case

the

speed

change

quickly
takes

place
because
the

line

pressure
7
and
other

pres

sure
are

heightened
by
the

action
of
the
line

pressure
4

in
the
same
manner
as
de

scribed
under
2

range

AT
28

CHASSIS

1

range
Low

gear

When

starting
in
I

range
the

driving
gear
is
locked
to
the
low

gear

ratIO

In
1

range
the

reaT
dutch

is

applied
and
the
low
and
reverse
brake

holds
the

connecting
drum
and

rear

planet
carrier
from

rotating
The

power
flow
takes

place
through
the

input
shaft
and
into
the
rear
dutch

Rotation

of
the
rear
clutch
drives
the

rear
clutch
hub

and
front
internal

gear

The
front
internal

gear
rotates
the

front

planetary
gears
clockwise
to

cause

the
sun

gear
to
rotate
counter

clockwise

Counterclockwise
rotation
of
the

sun

gear
turns
the
rear

planetary
gear

clockwise

The
rear

planet
carrier

splined
to

the

connecting
drum
is
held
from

rotating
by
the
low
and

reverse
brake

The
clockwise
rotation
of
the
rear

planetary
gears
therefore
rotates
the

rear
internal

gear
and

internal
drive

tlange
The

internal
drive

tlange
is

splined
to
the

output
shaft
and
rotates

the

output
shaft
clockwise
However

the

output
shaft
rotates
at
a

lower

speed
compared
with
that
of
the

input

shaft
This
is

caused

by
the
fact
that

the
front

planet
carrier
rotates
at
the

same

speed
as

the

output
shaft
in
the

same
direction
since
the
carrier
is

splined
to

the

output
shaft
The

front

internal

gear
and

planetary

gear
as

sembly
are

rotating
in
the

same
direc

tion
but
the

planet
carrier
is

rotating

at

a

speed
slower
than
the

ring
gear
So

the

gear
ratio

of
this

speed
range
is
a

combination
of
the
ratios

provided
by

the
front
and

rear

planetary
gear
a

semblies

When

the
manual
valve

CV
is

posi

tioned
at
I
the
line

pressure
7
is

applied
into
the

line

pressure
circuits

I
4
and
5
The

oil

pressure
in
5

actuates
the

low
and

reverse
brake

after

being
introduced
into

the
circuit

12

through
the

lst
2nd
shift
valve

@
and

the
line

pressure
I

acts
on
i

C

AT076

Fig
A
T

43
Power
transmission

during
11

range

A

Ton

Fig
A

T
44

Operation
of
each
mechanism

during
11
range

Clutch
Low

Band
rvo
On

Parking

Range
Gm

ratio
reverse
w

pawl

Front

Rear

brake
Operation
Release

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

DI
low
2
458
on
on

Drive
D2
Second
1
458
on
on

D

Top
1
000
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

I

Low
2
458
on
on

the

rear
clutch
and

governor
The
line

pressure
4
acts
in

the
same
manner
as

in
2

range

Similar
10
that
of
the
D

range

the
line

pressure
increases
with
the

degree
of

depressiun
of
the
accelerator

pedal
and
the
line

pressure
decreases

with
the
increase
of

car

speed
The
governor
pressure
IS
which
acts
on

the
Ist
2nd

shift
valve
does

not

increase
until

it
overcomes
the
com

bined

force
of
the

line

pressure
12

and
the

spring

causing
nu
I

st
2nd

speed

change

AT
3D