1973 DATSUN B110 clutch

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

and
band
are

adversely
af

fected
Sufficient

cooling
time

should
be

given
between
each

test
for
the
four

ranges
0

2
I

and
R

Judgement

I

High
stall
revolution

more
than

standard
revolution

If
the

engine
revolution
in
staU

condition
is

higher
than
the
standard

values
it
indicates
that
one
or
more

clutches
in
the

transmission
are

slip

ping
and
therefore
nO
further
test
is

required

For
the

following
abnormalities

the
respective
causes
3re

presumed

High
rpm
in

all

ranges
Low
line

pre
ure

High
rpm
in
D
2
and
I
and

normal

rpm
in
R
Rear
clutch

slipping

High

pm
in
D
and
2

and

normal

rpm
in
lOne

way

clutch

slipping

High

rpm
in
R

only
Front

clutch
or
low
and
reverse
brake

slipping

To
determine
which
is

slipping

either
front
clutch
or
low
and
reverse

brake
a

road
test
is

needed

If

while

coasting
after

starting
with

the
lever
in
I

range
engine
braking

does
not
work

properly
it
is
deter

mined
the
low
and
reverse
brake
is

slipping
Otherwise
the
front
clutch
is

slipping

The

slipping
of
the
band
brake
is

difficult
to
ascertain
However
if
it

occurs
with
the
lever
in

2

range
the

enigne
revolution
increases

up
to
the

same
level

as
in
1st

speed
and

therefore
it
can
be

found
out

by

careful
observation
It
is

impossible
to

check
it
in
the
stall
test

Z
Standard
stall
revolution

If
the

enigne
revolution
in
stall

condition
is
within
the
standard

values
the
control
elements
are
nor

mally
operating
in

the

ranges
0

2
I

and
R

Also
the

engine
and
one

way

clutch
of
the

torque
converter
are

normal
in

perfonnance
and

operation

The
one

way
clutch
of
the

torque
Gear
shift

Propeller
shaft

rpm

D
D
1
840
to

2
340

D

DJ
3

340
to
3

840

DJ
D
3
460
to

2
960

D
0
1

790
to
1
290

D
D
330
to
830

D

OJ
l
720
to
2
220

DJ
D2
or

1
350
to
850

DJ
D

D
0
700
Max

I
I
1
860
to
1
360
CHASSIS

converter
however
sometimes
sticks

This
should
be
determined
in
the

road

test

3

Low
stall
revolution
less
than

standard
revolution

If
the

engine
revolution
in

stall

condition
is

lower
than
the
standard

values
it
indicates
that

the
engine
is
in

abnormal
condition
or
the

torque
con

verter
s

one

way
clutch
is

slipping

4

Other

I
If

the

accelerating
performance

is

poor
until
vehicle

speed
of

approxi

mately
50
km

h
30
MPH
is
attained

and
then
normal

beyond
that

speed
it

can
be

judged
that
the

torque
con

verter
s

one

way
dutch
is

slipping

2
If
the

torque
converter
s
one

way
clutch
sticks
vehicle

speed
can

not

exceed

approximately
80
km
h

Car

speed
at

gear
shift

Throttle

opening

mmHg

Kick
down

0

Half
throttle

200

Full
throttle

0

Minimum

throttle

450
I
50
MPH
in
the

road
test
In
such

a

case
the

torque
converter
oH

tempera

ture
rises

up
abnormally
and
s
o
s

pecial

care
is

required

13
If
the
transmission
does
not

operate

properly
in
all

vehicle

speeds

it

indicates

poor
engine
perfonnance

ROAD
TEST

An
accurate

knowledge
of
the
auto

matic
transmission
is

prerequisite
to
its

exact

diagnosis
by
a

road
test

It
is
recommended
to

prepare
a

diagnosis
guide
chart
in
which

are

written
the
standard
vehicle

speeds
for

each

stage
of
the

up
and
down

shiftings
Measured
vehicle

speeds
are

to
be
filled
in
the

adjoining
column
in

each

testing

Also
it
is

advisable
to
mount
a

stopper
for

positioning
the
throttle

opening

I
I
1

860
to
1
360

I
Reduce
the

speed
by
shifting
to

range
from
D

range

output
shaft
2

000

rpm

Note
Car

speed
can
be
calculated

by
the

following
fonnula

2
x
7r
x
r
x

Npx
60

v

RF
X
1

000

where
V
Car

speed
km
h

Np
Propeller
shaft
revolution

rpm

RF
Final

gear
ratio

r
Tire

effective
radius
m

11
The
ratio
of
circumference
of

a
circle
to
its
diameter
3
14

AT
52

Checking
speed

changing

condition

The

driver
s

feeling
during
gear

changes
should
also
be

checked
at

tentively

1
A

sharp
shock
or
unsmoothness

are
felt

during
a

gear
change

2

A

gear
change
is
made
with
a

long

and

dragging
feeling

These
indicate

that
the
throttle

pressure
is
too
low
or

some
valve

connected
to
the
throttle
is
defective

Checking
items

during

speed
change

1
In
D

range
gear
changes
DI
o

D2

D3
are
effected
In
R

range

the

speed
does

not
increase

2

The
kick
down

operates
properly

3

By
moving
the
lever
from
D

into
I

gear

changes

D3
2
12

II
are

effected
In
the

ranges
12

and

II
the

engine
braking
works

properly

4
In
the

speed
does
not
in

crease

5
Should
be

quickly
fixed
at
2

range

6
In
P

vehicle
can
be

parked

properly

If

any
malfunction
occurs
in
the

second

gear
during
the
road
test
that

is
if

vehicle
shakes

drags
or

sling
in

shifting
up
from

DI
directly
to

D3
or
in

shifting
up
from
D
to
W
I

r

I

1

1

I
2
31

I

I

I

I

I

t

Lh

I

I

I

I

1000
lsOo

2000
2500

Output
shaft

speed
rpm
AUTOMATIC
TRANSMISSION

D2
the

brake

band
should
be
ad

justed
If

these

troubles
remain

after

Shift

schedule

o

Full
throttlell

e

2100

E
E

200

is

Z

cu

300

mmHg

soo

o

soo

LINE

PRESSURE
TEST

When

any

slipping
occurs
in

clutch

or
brake
or

the

feeling
during
a

speed

change
is

not

correct
the
line

pressure

must
be
checked

Measuring
the
line

pressure
is

done

by
a

pressu
re

gauge
attached
to

two

pressure

measuring
holes
after

re

moving
blind

plugs
located
at

trans

mission

case
See

Figure
AT

112

The

line

pressure
measurement

is

begun
at

idling
and

taken

step
by

step

by

enlarging
the
throttle

opening

1
A

sharp
shock
in

up

shifting
or

too

high

changing
speeds
are
caused

mostly
by
too

high
throttle

pressure

2

Slipping
or

incapability
of

opera

Line

pressure
governor
feed

pressure

At
cut

back

point
After
cut
back

Throttle

opening
under

approximately
over

approximately

15

kmfh
9

MPH
35

kmfh
22
MPH

Unit

mmHg
Unit

kg
cm2

psi
Unit

kg
cm2

psi

Full
throttle

0
94
to
11
0

134
to
156
5
5

to
6
5

78
to

92

Minimum
throttle
450
3
0

to
4
0
43

to
57
3

0
to
4
0
43

to
57

Full
throttle
0
10
0
to
12

0

142
to

171
5
5

to
7
0

78
to
100

Minimum

throttle
450

6
0
to

12
0
85toI71
5
5
to
7
0

78
to

100

Full
throttle
0

14

0
to
16

0

199
to

228
14
0

to
16
0

199
to
228

Minimum

throttle
450

3

0
to
5
5

4310
78
3

0
to
5
5

43
to
78
Range

D

2

R
the
brake
band
is

adjusted
check

the

servo

piston
seal
for
oil

leakage

3

30ixI
3500
000

AT110

Fig
A
T

llI

Shift
schedule

tion
is

mostly
due
to
oil

pressure

leakage
within

the

gear
trains
or

spool

valve

AT113

I

Line

pressure

2

Governor
reed

3

Servo
release

pressure

Fig
A
T
112

MeCJ8uring
line

pressure

Notes
a
The
line

pressure
during

idling
corresponds
to

the
oil

pressure
before

cut
down

at
minimum

throttle

b
The
oil

pressure
After
cut
back
means

that
after
the

pressure
modifier

valve
has

operated

AT
53

Judgement
in

measurmg

line

pressure

I
Low

idling
line

pressures
in
the

ranges
D
2
loR

and
P

It
can

be
artributed
to
trouble
in

the

pressure
supply
system
or
too
low

output
of

power
caused

by

1
A

worn
oil

pump

2

An
oil

pressure
leakage
in
the
oil

pump
valve

body
or

case

3
A

sticking
regulator
valve

2
Low

idling
line

pressures
in

cer

tain

ranges
only

It

is
caused

pressumabIy
by
an
oil

leakage
in

the
devices
or
circuits
con

nected
to
the

relevant

ranges

1
When
there
is
an
oil

leakage
in

the

rear
clutch
and

governor
the
line

pressures
in
D

2
and
I
are

low

but
the

pressure
is

normal
in

R

2

When

an
oil

leakage
occurs
in

the

low

and
reverse
brake
circuit

the

line

pressures
in

R
and
p

are
low

but
the

pressure
is

normal
in
0

2

and
I

3

High
idling
line

pressures

It

is

presumed
to
be

caused

by
an

increased
vacuum
throttle

pressure

owing
to
a

leakage
in
the

vacuum
tube

or

diaphragm
or

by
an
increased
line

pressure
due
to
a

sticking
regulator
CHASSIS

valve

Vacuum

leakage
is

checked

by
di

reetly
measuring
the

negative

pressure

after

removing
the
vacuum

pipe

A

puncture
of
the

vacuum
dia

phragm
can
be

easily
ascertained

because
the

torque
converter

oil
is

absorbed
into
the

engine
and
the

exhaust

pipe
blows

up
the
white

smoke

4

Checking
items

when
the
line

pressure
is

increasing

In
trJs

checking
the
line

pressure

should
be
measured
with

vacuums
of

450
mmHg
and
0

mmHg
in
accordance

with
the
stall
test

procedure

test

procedure

1
If
the
line

pressures
do

not

increase

despite
the
vacuum
decrease

check
whether
the
vacuum
rod
is

incorporated

2
If

the
line

pressures
do
not
meet

the
standard
it
is
caused

mostly
by
a

sticking
pressure
regulating
valve

pres

sure

regulating
valve

plug
or

amptifier

TROUBLE
SHOOTING

CHART

Inspecting
items

1

Inspection
with

automatic

trans

mission
on

vehicle

J

AT
54
A
Oil

level

B

Range
selecr

linkage

C
Inhibitor
switch
and

wiring

D

Vacuum

diaphragm
and

piping

E

Downshift
solenoid
kick
down

switch
and

wiring

F

Engine
idling
rpm

G

Oil

pressure
throttle

H

Engine
stall

rpm

I
Rear
lubrication

J

Control
valve

manual

K

Governor
valve

L
Band

servo

M
Transmission
air
check

N
Oil

quantity

o

Ignition
switch
and
starter

motor

P

Engine
adjustment
and
brake
in

spection

2

Inspection
after

inspecting
auto

matic
transmission

on
vehicle

m

Rear
clutch

n
Front
clutch

q
Band

brake

r

Low
and
reverse
brake

s

Oil

pump

Leakage
of
oil

passage

u

One

way
clutch
of

torque
converter

v

One

way
clutch
of
transmission

w

Front
clutch
check
ball

x

Parking
linkage

y
Planetary
gear

AUTOMATIC
TRANSMISSIO
N

Trouble

shooting
chart
for
3N71B
Automatic

Transmission

The
number
shown
below
indicates

the

sequence
of
the

checking
items
to

be
taken

up

Trouble

Engine
can
not
start
in
N
P

ranges

Engine
start
in
other

range
than
N

P

ranges

Sharp
shock
in

shifting
from
N
to

D
range

Vehicle
will
not
run
in
D

range
but

runs
in
2
I
and
R

ranges

Vehicle
will
not
run
in
D
I
2

ranges
but

runs
in
R

range
1
2

Clutch

slips
Very
poor
acceleration

Vehicle
will
not
run

in
R

range
but

runs
in
0
2

and
I

ranges
1
2

Clutch

slips
Very

poor
acceleration

Vehicle
will

not
run
in

all

ranges

Clutches
or
Drakes
somewhat

slip

in

starting

Vehicle
runs
in
N

range

Maximum

speed
not
attained

Acceleration

poor

Vehicle
braked

by

throwing
lever
into

R

range

Large
creep

No

creep
at
all

Failure
to

change

gear
from
2nd

to
3rd

Failure
to

change
gear
from
1st

to
2nd

Too

high
gear

change
point
in

case

from
1st
to

2nd
from

2nd

to
3rd

Gear

change
from
st
to

3rd

occurs

W
IABCDIEFGH
IJKL
MNOP

mnqrlstuv
wxy

2
3
I

1
2

2

I
1
3
4

@

1
2
3

4
63
7

@
5
@

@

3
6
4

@@
j
@
@
t

5

1
2
3
5
6
4

1
2
6
3

5
7
4

I
2

@

3
8

@@@
@
@
3

I
2
4
5
7
6

3
2
1

@@

I

I

I@@
I
2
3
5
4

1
2
3
56874

123
56874

@

1
2

3
5
6
4

2

4

13
1

AT
55
j
@

@

I@@

I

@

@
I

I
@
j

@

@
@

j

@
@

CHASSIS

Trouble

IA
BCD
EFGH
I

J
K
L

1M
N
0
p

1m
n

q
r
s
t
u
v

Iw
x

y

Too

sharp
shock
in

change
from

1
2
4
5
3

@

1st
to
2nd

Too

sharp
shock
in

change
from

1
2

3
3
5
4

@

2ndu
to
3rd

Almost
no
shock
or
clutches

slipping
in

change
from
1st
to
1
2
3
4
6
8
7
5

@
@

2nd

Almost
no
shock

or

slipping
in

@
@

@
change
from
2nd

to
3rd
1

2
3

4
6
8
7
5

Engine
extremely
races

Vehicle
braked

by
gear

change
from

2
1

@
@

I

@I
1st

to
2nd

Vehicle
braked

by
gear
change
from

3
2
1

@

I

I
2nd
to
3rd

Failure
to

change
gear
from

1

346
5
2

1
@

@

3rd
to

2nd

Failure
to

change
gear
from

2nd

I
3
4
6
5
2

1

@I
to
Ist

or
from
3rd
to
1st

Gear

change
shock
felt

during
car

I

speed
decrease

by

releasing
2
3
4
5
6

j
I

accelerating
pedaL

Too

high
change
point
in

case
from

j
3rd
to
2nd
from

2nd
to
1
2
3
4
5
6

1st

Kick
down

does
not

operate
by

depressing
pedal
in

3rd
within

2

1
4

5
3

@
1

kick
down
vehicle

speed

Kick
down

operates
or

engine

overruns

by

depressing

pedal
in

@
@
3rd

beyond
kick

down

vehicle
1
2
3
5

6
7
4

speed
limi
t

Extremely
races
or

slips
in

chang

ing
from
3rd
to

2nd

by
1
2

4
6
5

3

j
@

@
@I

depressing
pedaL

Failure
to

change
from

3rd
to
2nd

j
1

2
4

51
3

@

I
j

by

changing
lever
into

2

range

Gear

change
from
2nd

to
1st

or
from

2nd
to
3rd
in
2
1
2
3

range

AT
56

Order

Others
AUTOMATIC
TRANSMISSION

Test
item

4

Shift
down

Dr4D2
DI

5

Shift
down

DJ
I2
l

6
Shift
down

DJ
2

7

Shift

up

I

12

8
Shift

up
or

down
when
start

ing
in
2

range

9

Parking

Abnormal
shock
oil

leakage
Procedure

Check
vehicle

speeds
and

engine
rpm
in

shifting
down
3rd

2nd
I

st
continued

while

coasting
with

acceleraling

pedal
released
in

0

range
and

engine
vacuum

pressure
of

about

450

mmHg

Check
for

shifting
down

DJ
12
and

engine

braking
and

further
for

shifting
down

12
11
and

engine

braking
after

shifting
the
lever
into
I

range
with
the
accelerator

pedal

released

and
the

engine
vacuum

pressure
of
0

mmHg
while

driving
at
about
SO
km
h
31

MPH
in

DJ
range

Check
for

quick

shifting
down

DJ
2
and

engine
braking

after

shifting
the
lever
into

2

range
while

driving
at
about

50
km
h
31
MPH
in

DJ
range

Further
check

the
transmission
for

being
locked
to
the

2nd

gear
ratio

regardless
of
vehicle

speed

Check
for
the

transmission
not

shifting

up
during
acceIera

tion
when

starting
in
1
t

nge

It

Check
the
transmission

for
not

shifting

up
or
down

durih
t

acceleration
or

deceleration
when

starting
in
2

range

Confirm
that
vehicle
will
not
move
on

grade
when

shifting

to
P

range

Put
on

record
of
observed
conditions

during
these

tests

such

as

gear
noise

abnormal
noise

of
clutches
and

acceleration

performance

AT

59

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