1973 DATSUN B110 brake

AUTOMATIC
TRANSMISSIO
N

Trouble

IA
BCD

IE
F
G
H

IIJ
K
L

1M
NO
P

1m
n
q

riB
t

u
v
w

x

y

No
shock
at

changing
from
I
to

7
5

@
@
I

1
2
3
4

1
6

I
2

range
or

engine
extremely
races

Failure
to

change
from
3rd
to
2nd

1
2
4
5
7

16
3

I
@@
@

by

turning
lever
into
I

range

Engine
brake
does
not

operate
in

I
2
4
5
3

@
J

I

range

Gear

change
from
1st
to

2nd

or
from

2nd
to
3rd
in
I
I
2

@

range

Does

not

change
from
2nd

1
2
456
7
3

@
@

to
1st
in
I

range

Large
shock

changing
from
2nd

1

2
4
3

IDI

to
1st
in

I

range

Vehicle

will
move

when

changing
into

P

range
or

parking
gear
does
not

1

@

disengage
by
turning
off
P

range

Transmission
overheats
1
3

4

12
6
8
7
5

@@@I@@
@

Oil

shoots

out

during
run

@@@
@@
@
White
smoke
issues
out
from
tail
1

3
5

6
2
7
8
4

pipe
during
run

Offensive
smell
at
oil

charging

11
2

I@
@
ID@I

J
@@

@

pipe

Transmission
noise
in
P

and
N

1

2

I
I@
ranges

Transmission
noise
in

0

2
I

1
2

@
@

@
@

and
R

ranges

AT

57

CHASSIS

Trouble

shooting
guide
for

3N71B
Automatic
Transmission

Order
Test
item

Checking
Oil

level

gauge

2
Downshift
solenoid

3

ManuaIlinkage

4

Inhibitor
switch

5

Engine
idling
rpm

6
Vacuum

pressure
of
vacuum

pipe

7

Operation
in
each

range

8

Creep
of
vehicle

Stall
lest
Oil

pressure
before

testing

2
Stall
test

3

Oil

pressure
after

testing

Road
test
Slow
acceleration

Ist
2nd

2nd
3rd

2

Quick
acceleration

Ist
2nd

2nd
3rd

3
Kick
down

operation

3rd
2nd
or

2nd
1st
Procedure

Check

gauge
for
oil

level
and

leakage
before

and
after
each

test

Check

by
sound
whether
solenoid

operates
when

depressing

accelerating
pedal

fully
with

ignition
key
ON

Check

changing
conditions
into

P
R

N
D
2

and
I

ranges
by
moving
selector
lever

Check

whether
starter

operates
in
N

and
tp

ranges
only

and
whether

reverse

lamp
operates
in
R

range
only

Check
whether

idling
rpm
meet
standard

Checking
whether
vacuum

pressure
is
more
than
450

mmHg

in

idling
and

whether
it

decreases
with

increasing
rpm

Check
whether
transmission

engages
positively
by
shifting

N
o
D
N
2
N
I

and
N
R

range

while

idling
with
brake

applied

Check
whether
there

is

any

creep
in
D
2
I
and

R

ranges

2
1

and
R
range
Measure
line

pressures
in
D

while

idling

Measure

engine
rpm
and
line

pressure
in
D
2
I

and

R

ranges
during
fullthrallIe

operation

Notes

a

Temperature
of

torque
converter
oil

used
in
test
should

be

from
600
to
lOOoC

1400
to
2120F
i
e

sufficiently

warmed

up
but
not
overheated

b

For

cooling
oil

between
each
stall
test
for
D
2

1

and
R

ranges
idle

engine
i
e

rpm
at
about

1
200

rpm
for
more
than
1
minute
in
P

range
Measurement

time
must
not
be
more
than
5
secon

Same
as
the
item
I

Check
vehicle

speeds
and

engine

rpm
in

shifting
up
1st

2nd

range
and
2nd
J
3rd

range
while

running
with

lever
in

D

range
and

engine
vacuum

pressure
of

about
200

mmHg

Same
as

the
item
1
above

except
with

engine
vacuum

pressure
of
0

mmHg
i
e
in

position
just
before
kick

down

Check
whether
the
kick
down

operates
and

measure
the

time

delays
while

running
at
30
40
50

60
70
km
h

19

25
31
38
44
MPH
in
D

range

AT
58

CHASSIS

SERVICE
DATA
AND
SPECIFICATIONS

General

specifications

Torque
converter

Type

Stall

torque
ratio

Transmission

Type

Control
elements

Gear
ratio

Selector

positions

Oil

pump

Type

Number
of

pump

Oil

Capacity

Hydraulic
control

system

Lubrication

system

Cooling
system
Multiple
disc
clutch

Band
brake

Multiple
disc
brake

One

way
clutch

1st

lnd

3rd

Reverse

P
Park

R
Reverse

N
Neutral

D
Drive

1
lnd
lock

I
Lock

up

AT
60
Symmetrical3
element
I

stage
l

phase
torque

converter

coupling

2

0
I

3

speed
forward
and
one

speed
reverse
with

planetary
gear
train

1

I

I

I

2

458

1
458

1
000

2
182

The
transmission
is

placed
in
neutral
The

output

shaft
is
fixed
The

engine
can
be
started

Backward

running

The
transmission
is
in

neutral
The

engine
can
be

started

Up
or
downshifts

automatically
to
and

from
1st

lnd
and

top

Fixed
at
2nd

Fixed
at
low

or
downshifts
from
2nd

Internally
intermeslting
involute

gear
pump

Automatic
transmission
fluid

Dexron

type

5

5
liters
57
8
U
S

qts
47
8

Imp
qts

Approximately
1
7
liters
27
8
U

S

qts
2

3
8

Imp
qts
in

torque
converter

Controlled

by

detecting
the

negative
pressure

of
intake
manifold
and
the
revolution

speed
of

output
shaft

Forced
lubrication

by
an
oil

pwnp

Air
cooled

AUTOMATIC
TRANSMISSION

Specifications
and

adjustment

Automatic
transmission
assembly

Model
code
number

Torque
converter
assembly

Stamped
mark
on
the

TIC

Front
clu
tch

Number
of
drive

plate

Number
of
driven

plates

Clearance

Thickness
of

retaining
plate

Rear
clutch

Number
of
drive

plates

Number
of
driven

plate

Clearance

Thickness
of

retaining
plate

Low
reverse
brake

Number
of
drive

plates

Number
of
driven

plates

Clearance

Thickness
of

retaining

plate

Brake
band

Piston
size

Big
dia

Small
dia

Control
valve

assembly

Stamped
mark
on
trainer

Governor

assembly

Stamped
mark
on

governor
body
mm

in

mm

in

mm
in

mm
in

mm

in

mm
in

mm
in

AT
61
x
0100

IO

C

3

3

1

6
to

1
8
0
0630
to
0
071

10
6

0
417

10
8
0
425

11
0
0
433

11
2
0
441

II
4

0
449

11
6
0
457

3

3

1
0
to
1

5
0
039

to
0
059

8
35

0
3287

3

3

0

80
to
1
05
0

0315
to
0

0413

15

8
0

622

16
0

0
630

16
2

0
638

16
4
0

646

16
6
0
654

16
8

0
661

64
2
520

44
I

732

E

35

CHASSIS

Engine
idling
and
stall
revolution

Engine
with

emission
control
device

Idling
revolution

rpm
650
at
0

position

800
at
N

position

1
750
to
2

000

Stall
revolution

rpm

Tightening

torque
kg
m
ft
Ib

Test

plug
oil

pressure
inspection
hole

Support
actuator

parking
rod

inserting
position
to
rear
extension

Oil

charging
pipe
to
case

Dust
cover
to

converter

housing

Selector

range
lever
to

manual
shaft

Lower
shift
rod

lock
nut
6
5
t07
5

47
to

54

0
8

to
1
0
5
8
to
7
2

4
0
to
5
0
30
to

36

4
0
to
5
0

30
to

36

2
0
to
2
5
15

to
18

0
5

to
0
7
3
6

to
5
1

0
5

to
0
7
3
6toS
I

1
2

to
1
5
8
7

to
10
8

1
5
to
4

0
II
to

29

1
3

to
1

8
9
4
to

13

0
55
to
0
75
4
0
to
5
4

0

25
to

0
35
1

9
to
2
5

0
25
to

0
35
1
9
to
2
5

0
5
to
0
7
3

6
to
5
I

0
25

to
0
35
1
9
to

2
5

0
5
to
0
7
3

6
to
5
1

0

6
to
0
8
4
4
to
5
8

0
5
to
0

7
3

6
to
5
1

3
0
to
4

0
22
to

29

3
0

to
5
0

22
to

36

14
to
2
1

10
to
15

0

8
to
l
l
5
8
to

7
9

0
55
to
0
75
4
0

to
5
4

0
55

to
0
75
4
0
to
5
4

3
0
to
4
0
22
to

29

2
0
to
2

9

15
to

21
Drive

plate
to
crankshaft

Drive

plate
to

torque
converter

Converter

housing
to

engine

Transmission
case
to
converter

housing

Transmission

case
to

rear
extension

Oil

pan
to

transmission
case

Servo

piston
retainer
to
transmission
case

Piston
stem

when

adjuting
band
brake

Piston
stem

lock
nut

One

way
clutch
inner

race
to
transmission
case

Control
valve

body
to
transmission

case

Lower

valve

body
to

upper
valve

body

Side

plate
to
control
valve

body

Nut
for
control

valve
reamer
bolt

Oil

strainer
to
lower
valve

body

Governor
valve

body
to
oil
distributor

Oil

pump
housing
to

oil

pump
cover

Inhibitor
switch
to
transmh
sion
case

Manual
shaft
lock
nut

Oil

tube
to

transmission
case

Turn
back
two
turns
after

tightening

AT
62

CHASSIS

DESCRIPTION

The

front

suspension
is
of
a
strut

lype
The
shock

absurber

and

spindle
are
combined
to
a

single
unit
which

is

supported
by
the
coil

spring
at
the

upper
end
aod

by

the

transverse
link
at
the
lower
end

The

spindle
is
ins
tailed
on
the
bottom
of
the
strut

outer

casing
by
means
of

welding

A
ball

joint
is
attached
to
the

lower

part
of
the

spindle

The
ball

joint
and
the

transverse
link

lower
link
are

connected
and

they
are
fitted

to
the

suspension
member

through
a

rubber

bushing
The

shock
absorber
mechanism

is
built
in
the

strut
outer

casing
A

coil

spring
is

applied

between
the

upper
spring
seat
filled
to
the

upper
end

of

the

piston
rod
and

spring
seat
welded
to
the
outer

casing

These

components
assembled

to
a

single
unit
are
fitted
tu
the
chassis

frame
at
their

upper

part
through
the
thrust

bearing
Moreover
the

transverse
link

supports
the
overall

forward
and
backward
strut

movements

by
means
of
the

tension
rod

filled
to

the
chassis
frame

through
a

rubber

bushing
The

rubber

bushing
adopts
a

non
linear

shape

with
which
the
forward
and

rearward

rigidities
are

changed
The

torsion
bar

type
stabilizer

adopted
in
this

suspension
system
is
used
so
that
the

strut
maintains

connection

between
both
side
struts

Thus
this

suspension
mechanism
absorbs

shocks

toward
all

directions
into
the

chassis

effectively
and

efficiently
the
tension
rod
absorbs

forward
and
backward

shocks
the
strut

absorbs
vertical

shock
and
the

transverse
link

absorbs
shock

applied
toward

sideway

t

J

f

II

L

II

I

7

f

1

I

Fig
F
1
2
Cross
sectional
view

of
front
axle

Drum

type
brake

FA
2

FRONT
AXLE
FRONT
SUSPENSION

FRONT
AXLE
AND

SUSPENSION
ASSEMBLY

Removal

1
Jack

up
the

vehicle
and

support
the
vehicle
with

stands
See
the
Section
GL

2
Remove
the

hub
nuts
and
remOve
the
wheel

3
Remove
the

splash
board

4
Loosen
the
brake
tube

connecting
nut
remove
the

brake
hose

locking
spring
withdraw
the

plate
and
remOve

the
brake
hose
from
the
strul

assembly
bracket

Fig
FA
3

Detaching
brake
hose

Note
Be
careful
not
to
allow
dust
entering
the
brake

hose

5
Remove
the

stabilizer
from
the
body

Fig
FA
4

Removing
stabilizer
6
Remove
cotter

pin
from
the
side
rod
socket
ball

joint

of
the

steering
remove
the
castle
nut
and
separate
the

side
rod
socket
from
the
knuckle
arm

Fig
F
A
5

Removing
side
socket

from
knuckle
arm

7

Loosen
the
tension

rod
securing
bolts
and
nuts
and

remove
the
tension
rod

Fig
F
A
6

RemotJing
tension
rod

FA
3

CHASSIS

Tightening

torque
of

front

suspension
cross
member

and

body
is
3
2
to
4
0

kg
m
23

1
to
28

9
ft

Ib

5

Tightening
torque
of
bolt

used
to

secure
the

upper

portion
of
the
strut

assembly
on
the

body
is
1
6
to
2
1

kg
m
11
6
to
15
2ft

lb

FRONT
AXLE

Removal

I

Jack

up
the
vehicle
remove
the
wheel
and

discon

nect
the
brake
hose
at

the
strut
outer

casing
bracket

unit

For
details
see
Removal
of
front
axle
and

suspension

assembly

2
Remove
the
brake

caliper
installation
bolts
and

remove
the

caliper
assembly
Disc

type
brake

3

Remove
the
brake
druOL

Drum

type
brake

4
Remove
the
hub

cap
with
a
flal

headed
screwdriver

or
other

proper
tool
and
hammer
Be

sure
to

tap
lightly

5

Remove
cotter

pin
from

the
wheel

bearing
lock
nut

and
remove

the
lock
nut

6

With

the
wheel

bearing
washer

and
wheel

bearing

installed
on

the
wheel
hub

remove
the

wheel
hub
from

the

spindle

In
the

case
of
a
disc

type
brake
the

wheel
hub

may
be

removed

with
the
disc
rotor
installed

on
the
wheel

hub

Fig
FA
17

Removing
wheel
hub
7
Remove

the
return

spring
and
brake
shoes
remove

brake
disc

assembly
installation
bolts

and
remove
the

brake
disc

assembly
from
the

spindle
Drum

type
brake

Fig
FA
IS

Removing
brake
disc
a
ssembly

8

Remove
baffle

plate
set
screws
and
remove

the

baffle

plate
Disc

type
brake

Fig
FA
19

Removingbaffleplate

9

Utilizing
two

grooves
inside
the
wheel
hub

tap
and

remove

the
wheel

bearing
outer
race
from
the
hub

Fig
FA
20

Removing
wheel

bearing
outer
race

FA
6