1973 DATSUN B110 Service Repair Manual

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

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

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