1973 DATSUN B110 change time

Low
in

the

range
I
is

led
to

the
low

and
reverse
clutch
from
the

line

pressure
5

through
the
line

pressure
12
and
at
the
same
time

the
same
is
led
to
the
left
end

spring

unit

Consequently
although
the

go

vernor

pressure
increases
the
valve
is

still

depressed
toward
the

right
and

the
SFV
is

fixed
in
the
Low

posi

tion
When

kicked
down

at
the

2nd

speed
the
SDV

operates
and
the

line

pressure
13
depresse
the
FSV
to

ward
the

right

Although
the

governor

pressure
15
is

considerably
high
the

valve
is

depressed
completely
toward

the

right
and
the

FSV
is

returned
to

the
Low

position
This

operation
is

called
Kick
down

shift

2nd
3rd
shift
valve
SSV

The
SSV
is

a
transfer
vaIve
which

shifts

speed
from
2nd
to
3rd

When
the
vehicle
is

stopped
the

SSV
is

depressed
toward
the

right
by
the

spring
and
is
in

the
2nd

position
It

is

provided
however
that
the
FSV

decides
the

shifting
either

to
Low

or

2nd

When
the

vehicle
is

running
the

governor

pressure
15
is

applied
to

the

right
end
surface
and
the
SSV
is

depressed
toward
the

left

Contrarily

the

spring
force
line

pressure
3
and

throttle

pressure
19

depress
the

SSV

toward
the

right

When
the

vehicle

speed
exceeds
a

certain
level
the

governor

pressure

exceeds
the
sum
of
the

spring
force

line

pressure
and
throttle

pressure
the

valve
is

depressed
toward
the
left
and

the
line

pressure
3
is
closed
Conse

quently
the
forces

are
rapidly
un

balanced
the
force
to

depress
the
SSV

toward
the

right
reduces
and
thus
the

SSV
is

depressed
to
the
Ie
ft
end

for
a

moment

With
the
SSV

depressed
to

ward
the

left
end
the
line

pressure
3

is

connected
with
the
line

pressure

10
the

band
servo
is
released
the

front
clutch
is

engaged
and

speed
is

shifted

to
3rd

When

the
accelerator

pedal
is

de

pressed
both
the
line

pressure
3

and

the
throttle

pressure
19

are

high
and
AUTOMATIC
TRANSMISSION

therefore
the

SSV
is

retained
in

2nd
unless
ihe

governor
pressure

IS
exceeds

the
line

pressure
3
and

the

throttle

pressure
19

In

the
3rd

position
force
to

depress
the

SSV
toward
the

right
is

remained

only
on
the
throttle

pressure

16
and

the
throttle

pressure
16
is

slightly
lower
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
low

speed
side

Shifting
from
3rd
to

2nd

occurs
at

a
speed

slightly
lower

than
that
for

2nd
to
3rd

shifting

When
kicked
down
at
the
3rd

line

pressure
13
is
led
from
the
SDV

and
the
SSV
is

depressed
toward
the

right
Although
the

governor
pressure

is

considerably
high
the
valve
is

de

pressed
completely
toward
the

right

and
thus
the
SSV
is
returned
to

2nd

position
This

operation
is

called
Kick
down
shift

When
the
shift
lever
is
shifted

to

2
or
I

range
at
the

3rd

speed

the
line

pressure
3
is

drained
at

the

MNV

Consequently
the
front
clutch

operating
and
band
servo

releasing
oils

are
drained
As

the

res
lIt
the
trans

mission
is
shifted

to
the
2nd
or

low

speed
although
the

SSV
is
in

the
3rd

position

When
the

speed
is
shifted
to
the

3rd
a

one

way
orifice
24
on
the

top
of
the

SSV
relieves
oil

transmitting

velocity
from
the
line

pressure
3

to

the
line

pressure
10
and
reduces
a

shock

generated
from
the

shifting

Contrarily
when
shifted
from
3rd

to
2
or

range
and
the

speed
is

shifted
to
the
2nd

spring
of
the
orifice
24
is

depressed
the
throttle

becomes
ineffective
the

line

pressure

10
is

drained

quickly
and
thus

delay
in
the

speed
shifting
is

elimi

nated

Throttle

of
the

line

pressure
6

relieves
the
oil

transmitting
velocity

from
the

line

pressure
6
to
the

line

pressure
10
when

the
lever
is

shifted

to
the

R

range
and
relieves
drain

velocity
from
the
line

pressure
10
to

the
line

pressure
6

when

shifting

from
3rd
to

2nd
at

the
D

range
Thus
the
throttle
of
the
line

pressure
6
reduces

a
shock

generated

from
the

shifting

A

plug
in
the
SSV
left

end

readjust

the
throttle

pressure
16
which
varie

depending
on
the

engine
throttle
con

dition
to
a

throttle

pressure
19

suited
to
the

speed
change
control

Moreover
the

plug
is

a
valve
which

applies
line

pressure
13
in

lieu
of
the

throttle

pressure
to
the

SSV
and
the

FSV
when
kick

down
is

performed

When
the
throttle

pressure
16
is

applied
to
the
left
side
of
this

plug

and
the

plug
is

depressed
toward
the

right
a
slight

space
is
made
from
the

throttle

pressure
16
to

19
A
throt

tIe

pressure
19
which
is
lower

by
the

pressure
loss

equivalent
to
this

space
is

generated
the

pressure
loss
is
added
to

the

spring
force
and
thus

the

plug
is

depressed
back
from
the

right
to
the

left

When
this

pressure
19
increases

excessively
the

plug
is
further
de

pressed
toward
the
left

space
from

the

throttle

pressure
19
to
the
drain

circuit

13
increases
and
the
throttle

pressure
19
lowers
Thus
the

plug
is

balanced
and
the

throttle

pressure

19
is
reduced
in
a

certain
value
b

3
Orifice

t

checking
valve

24

15

2
2

i
I

1
c

V
Y
ii
pr

W
jt1

iff
I
W
q

I
nHH

J

L19
H
10

15

AT
9
A

T098

Fig
AT

13
2nd
3rd

shiflvalue

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

BODY

Flashed

range
of

washing

solve
lt
Ca
ution
in

use
of

washer

r
500
mm

19
7
n

E

I
fTh

e

i

E
I

I
N

j
1
N

I
1

r
j

I

I
e

f
1
Never

operate
the

washer

continuously
for
more
than

30
seconds
or
without
the

washing
liquid
This
often

causes
the
washer
s

improper
operation
Normally
the

washer
should
be

operated
for

less
than
10

seconds
at

time

Fig
BE
48

Adjusting
washer
nozzle

TROUBLE

DIAGNOSES
AND

CORRECTIONS

Condition

Probable
cause
Corrective

action

Wiper
system
does
not

oper

ate
Open
or
short
circuit

of
feed
har

ness
Repair
harness

Blown
ofT

fuse
or

improper
fuse

contact
Replace
or

correct
fuse

position

Improper
connector
contact

Correct
contact

Defective
control

switch

Replace
control

switch

Defective

motor

Replace
motor

Slow

rotation
of

wiper
motor

Rotating
part
is
out

of
lubricant

Lubricate

rotating
part

Defective
motor

Replace
rnotor

Wiper
speed
does
not

change
Defective

switch
or

improper
switch

contact
Replace
or

repair
switch

Wiper
does
not

stop

Improper
switch
contact

Replace
or

repair
switch

Irnproperly
grounded
switch

Repair

Improper
adjustment
of

aut
stop

point
Replace
motor

Noisy
wiper
motor

Defective
motor

Replace
motor

8E

2B

ENGINE

Adjusting
throttle

opener
setting
engine
speed

1
Connect
servo

diaphragm
vacuum
hose

directly
to

intake
manifold

connector
without

laying
through

vacuum
control
valve

2
With

negative
pressure
vacuum
in

intake
manifold

servo
diaphragm

operates
and

thus
the

primary

throttle
valve

is

opened
When

servo

diaphragm
nor

mally
operates

engine
speed
rises

reaching
1
650

to

1

850

rpm
When

engine
speed
is

not
within
this

range

turn

adjusting
screw
as

necessary
See

Figure
ET
20

l
When

engine
speed
is
lower

than
the

prescribed

range
turn

adjusting
screw

clockwise

2
When

engine
speed
is

higher
than
the

prescribed

range
turn

adjusting
screw

counterclockwise

Upon
completion
of
the

adjustment
set

adjusting

screw
lock
nut

secwely
making
sure
that

engine
speed

is
in

the

prescribed

range

@
II
I
AdJustmg
screw

2
Lock

nut

Fig
ET
20
Servo

diaphragm
adjusting
screw

Servo

diaphragm

Servo

diaphragm
stroke

Link

EC015
3

Disconnect
servo

diaphragm
vacuum

hose
from

intake

manifold
and
connect

it
to

vacuum
control

valve

Connect

vacuum
hose
of

control

valve
to
intake

manifold
normal

piping

Racing

Place
shift

lever
in

neutral
for

MfT
or
N

or
p

for

AlT
Raise

engine
speed

up
to

approximately
3

000

rpm
under
no
load
and

close
throttle

valve

by

releasing

it

from
hand

Examine

engine
speed
to
see

whether
it
falls
to

idling

speed

I
When

engine
revolution
rails
to

idling
speed

See

Figure
ET
24

The

primary
throttle

valve
is

opened
by
the
link

connected

to
it

When
the

engine
speed
is
increased

to

approximately
3

000

rpm
and

lowered

natually

from
this

speed

changes
in

servo

diaphragm
link

stroke
manifold

vacuum
and

en
ine

speed
are
as

shown
in

Figure
ET
21

o

u

u

0

2
Se
o

diaphragm
link
stroke

I
u

2

Full

0

o

Intake
manifold
vacuum

u

c

E

c

O
3000

c

e

Engine
speed

2000
g

i

c

1000

T
j

Time

second

Fig
ET
21

Changes
in
servo

diaphragm
link
stroke
intake

manifold
vacuum
and

engine
speed

ET
14

ENGINE

3
Connect
a
3

way
connector
a

manometer
and
a

cock
or
an

equivalent
3

way
change
cock
to
the

end

of
the

vent
line

4

Supply
fresh
air
into
the

vapor
vent
line

through
the

cock
little

by
little

until
the

pressure
becomes
368

mm

Aq
14
5
in

Aq

5
Shut
the
cock

completely
and

leave
it
that

way

6
After
2
5
minutes
measure
the

height
of
the

liquid

in
the
manometer

7
Variation
of

height
should
remain
within
254

mmAq
1
0
in

Aq

8
When
the
filler

cap
does
not
close

completely
the

height
should

drop
to
zero
in
a

short
time

9

If
the

height
does
not

drop
to
zero
in
a

short
time

when
the

filler

cap
is
removed
it
is
the
cause
of
the

stuffy
hose

Note
In

case
the
vent
line
is

stuffy
the

breathing
in

fuel

tank
is
not

thoroughly
made
thus

causing

insufficient

delivery
of
fuel
to

engine
or

vapor

lock

It
must
therefore
be

repaired
or

replaced

3

way

connector

Cock

Air

Manometer
Vapor
liquid

seearator

Flow

guide
valve

E

CQ29

Fig
ET
40

Checking
evaporative
emission
control

system

Checking
flow

guide
valve

I
Disconnect
all
hoses
connected
to
the

flow

guide

valve

2
While
lower

pressure
air
is

pressed
into

the
flow

guide
valve
from
the
ends
of
vent
line
of

fuel
tank
side

the
air
should

go
through
the
valve
and
flow
to

crankcase

side
If
the
air
does
not
flow
the

valve
should

be

replaced
But
when
the
air
is
blown
from

crankcase

side
it
should
never
flow

to
the
other

two
vent
lines

3
While

the
air
is

pressed
into

the
flow

guide
valve
from
the
carburetor
air

cleaner
side

it
flows
to
the

fuel

tank
side
and
or

crankcase
side

4

This
valve

opens
when
the

inner

pressure
is
10

mmHg
0
4
in

Hg
In

case
of

improper

operations
or

breakage
replace
it

From

carburetor

air
cleaner

From
fuel
tank

i

I
I

ti

i

i

1
1

i
To
ran
kcase

E
C030

Fig
ET
41
Flow

guide
valve

Checking
fuel
tank

vaCCUID
relief

valve

operation

Remove
fuel
filler

cap
and
see
if
it
functions

properly

as

follows

Wipe
clean
valve

housing
and
have
it
in

your
mouth

2

Inhale
air
A

slight
resistance

accompanied
by
valve

indicates
that
valve
is
in

good
mechanical
condition
Note

also
that

by
further

inhaling
air
the
resistance
should
be

disappeared
with
valve
clicks

3

If
valve
seems
to
be

clogged
or
if
no
resistance
is
felt

replace
cap
as
an

assembled
unit

T

1i
v

rUr1f
AlI
j

r
I
r
tLMJJl

rr
L

cc

11

J
v

II

4J
L

Valve
I

valve
seat

Spring
Valve

housing

Fig
ET

42
Fuel

filler
cap

ET
24

ENGINE

ffi68
mmAq
14
5

mAq

3

way
connector

Cock

II
M

nam
e
Flow

guide
valve

This
valve
is
mounted
in

the

engine
compartment

f
tHks
A
F
and
C
are

engraved
in
the

body
of
the

valve
to

indicate
the
connection
of
the

vapor
vent
line

l
l
1

from
Fuel
tank

to
Crankcase

Fig
EF
3B
Flow

guide
valve

MAINTENANCE
AND

TESTING

Checking
of
fuel
tank

vapor
liquid

separator
and

vapor
vent
line

Check
all
hoses
and
fuel
tank
filler

cap

2
Disconnect
the

vapor
vent
line

connecting
flow

guide

valve
to

vapor
liquid
separator

Flow
guide
valve
3
Connect
a
J

way
connector
a
manometer
and
a
l
ul
k

or
an

equivalent
3

wav

change
cock

to
the
end
of
the

vent
line

4

Supply
fresh
air
into
the

vapor
vent
line

through
the

cock
little

by
little

until
the

pressure
becomes
368

romAq

14
5
in

Aq

5

Shut
the
cock

completely
and
leave

it
that

way

6

After
2
5
minutes
measure
the

height
uf
the

liquid
in

the
manometer

7
Variation
of

height
should
remain
within
25

mmAq

1
0
in

Aq

8
When
the

filler

cap
does
not
close

completely
the

height
should

drop
to
zero
in
a
short
time

9
I
f
the

height
docs
not

drop
to
zero

in
a
short
time

when
the
filler

cap
is
removed

it
is
because

of
the

stuffy

hose

Note
In
case
the
vent
line
is

stuffy
the

breathing
in
fuel

tank
is
not
thoroughly
made
thus

causing
insuf

ficient
delivery
of
fuel
to

engine
or

vapor
lock
It

must
therefore
be

repaired
or

replaced

1
m

eparator

1
Fuel
filler
cap

Y

XI

EC029

Fig
EF
39

Checking
evaporative
emission
control

system

EF
26