1973 DATSUN B110 check engine

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

Fig
A
T
49

Torque
converter

aligning
cut

3
When

connecting
torque
con

verter

to
transmission

measure
dis

tance
A

to
be

certain
that

they
are

correctly
assembled
See

Figure

AT
50

Distance
A

More
than
16
5
IllIll

0
650
in

A

AT117

Fig
A
T
50

Installing
torque
converter
CHASSIS

4
Bolt
converter
to
drive

plate

Tightening
torque

0
8

to
1
0

kg
Ill
5
8
to
7
2
ft
Ib

Note

Align
chalk

marks

painted
a

cross

both

parts
during
disas

sembling
processes

5

After
converter
is
installed

rotate

crankshaft

several
turns
and
check
to

be
sure
that

transmission
rotates

freely

without

binding

6
Pour

recommended
automatic

transmission
fluid

up
to

correct
level

through
oil

charge

pipe

7

Connect
manual

lever
to

shift

rod

Operation
should
be
carried

out

with
manual
and

selector
levers
in

N

8
Connect

inhibitor
switch
wires

Notes

a
Refer
to

covering
topic

under

Checking
and

adjusting

inhibitor
switch
on

page

AT
51

b

Inspect
and

adjust
switch
as

above
whenever
it
has

to
be

removed
for

service

9
Check
inhibitor
switch
for

op

eration

AT
34
Starter
should

be

brought
into

op

eration

only
when
selector
lever
is
in

P
and
N

positions
it

should
not

be

started
when
lever
is
in
D

2

1
and
R

positions

Back

up
lamp
should
also

light

when
selector
lever
is

placed
in
R

position

10
Check
level
of
oil
in

transmis

sion
For
detailed

procedure
see

page

AT
49

II
Move

selector
lever

through
all

positions
to
be
sure
that
transmission

operates
correctly

With
hand
brake

applied
rotate

engine
at

idling
Without

disturbing

the

above

setting
move

selector
lever

through
N

to
D

to
2
to
I

and
to
R
A

slight
shock
should
be

felt

by
hand

gripping
selector
each

time
transmission
is

shifted

Note
See

page
AT

50
for

checking

enigne

idling

12

Check
to
be

sure
that
line

pres

sure
is
correct

To

do
this
refer
to

relative

topic
under

Testing
line

pres

sure
on

page
AT
53

13

Perform

stall
test

as

per
the

instructions
on

page
AT

51

AUTOMATIC

TRANSMISSIO
N

i

MAJOR
REPAIR
OPERATION

SERVICE
NOTICE
FOR
DISASSEMBLY

AND
ASSEMBLY

TORQUE
CONVERTER

Inspection

TRANSMISSION

Disassembly

Inspection

Assembly

SERVICE
NOTICE
FOR

DISASSEMBLY
AND

ASSEMBLY

I
It
is

desirable
that
the

repair

operations
are
carried
out
in
the

dust

proof
room

2
Due
to
the
differences
of
the

engine
capacities
the

specifications
of

component
parts
for
each

model

s

transmission

may
be

different
How

ever

they
do
have
common

adJust

ments
and

repair
as
well

as

cleaning

and

inspection
procedures
ou

tlined

hereinafter

3

During
the

repair
operations

refer
to
the
Service
Data
and

Specifi

cations
section
for
the
correct

parts

for
the

applicable
model

transmission

4
Before

removing
any
of
subas

semblies

thoroughly
clean
the

outside

of
the
transmission
to

preven
t
dirt

from

entering
the
mechanical

parts

5
Do
not
use
a
waste

rag
Use

a

nylon
waste

or

paper
waste

6
After

disassembling
wash
all
dis

assembled

parts
clean
and
examine

them

to
see
if
there
are

any
worn

damaged
or
defective

parts
and
how

they
are
affected
Refer

to
Service

Data

for
the
extent
of

damage
that

justifies
replacement

7

Packings
seals
and
similar

parts

once
disassembled
should
be

replaced

with
new
ones
as
a
rule

TORQUE
CONVERTER
CONTENTS

AT
37

AT
37

AT
37

AT
37

AT
37

AT
39

AT
39
COMPONENT
PARTS

F
rant
clutch

Rear
clutch

Low
reverse
brake

Servo

piston

Governor

Oil

pump

Planetary
carrier

Control

valve

The

torque
converter
is
a
welded

construction
and
can
not
be
disas

sembled

Inspection

I
Check

torque
converter
for

any

sign
of

damage

bending
oil
leak
or

deformation
If

necessary
replace

2
Remove
rust

from

pilots
and

bosses

completely

If

torque
converter
oil
is

fouled
or

contaminated
due
to
burnt
clutch

flush
the

torque
converter
as
follows

I

Drain
oil
in

torque
converter

2
Pour
none
Iead

gasoline
or

kero

sene
into

torque
converter

approxi

mately
0
5

liter
I
1

8
V
S

p
7
8

Imper
p

3
Blow
air

into

torque
converter

and
flush
and
drain
out

gasoline

4

Fill

torque
converter
oil
into

torque
converter

approximately
0
5

liter
I
i
8
I

pt
7
8

lmper
pt

5

Again
blow
air
into

torque
con

verter
and
drain

torque
converter
oil

TRANSMISSION

Disassembly

I
Drain

oil
from
the
end

of
rear

extension
Mount
transmission
on

Transmission
Case
Stand
ST07860000

or
ST07870000
Remove

oil

pan
See

Figure
AT
52

AT

37

T
AT
41

AT
41

AT
42

AT
43

AT
43

AT

44

AT
44

AT
45

AT
45

2
Remove
bolts

securing
converter

housing
to
transmission

case
Remove

torque
converter

3
Remove

speedometer
pinion

sleeve
boll

Withdraw

pinion

4

Turn
off

by
hand
downshift
sole

noid
and
vacuum

diaphragm
Do
not

leave

diaphragm
rod
at

this

stage
of

disassembly
Rod
is

assembled
in

top

of

vacuum
diaphragm
See

Figure

AT
53

ST07860000

AT118

Fig
AT
52

Remouing
oil

pan

Show
2
liter
engine
model

Fig
A
T

53
Downshift
solenoid
and

uacuum
diaphragm

AUTOMATIC
TRANSMISSIO
N

TROUBLE
DIAGNOSES
AND
ADJUSTMENT

INSPECTION
AND
ADJUSTMENT

BEFORE
TROUBLE
DIAGNOSIS

Testing
instrument
for

inspection

Checking
oil
level

Inspection
and

repair
of
oil

leakage

Checking
engine

idling
rpm

Checking
and

adjusting
kick
down
switch

and
downshift
solenoid

Inspection
and

adjustment
of
manual

linkage

Checking
and

adjusting
inhibitor
switch

STALL
TEST

Stall

test

procedures

Judgement

As
the
troubles
on

the
automatic

transmission
can
be

mostly
repaired
by

doing
simple
adjustment
so
do

not

disassemble

immediately
if
the

auto

m
tic
transmission
is
in
trouble

Firstly
inspect
and

adjust
the
auto

matic
transmission
with

mounting
on

vehicle

by
observing
the

trouble

shooting
chart

If
the

trouble
could
not
be

solved

by
this

procedure
then

remove
and

disassemble
the
automatic
transmis

sion
It

is
advisable
to
check

overhaul

and

repair
each

point
in
the

order

itemized
in

the
trouble

shooting

chart

l
In
the

trouble

shooting
chart

the

diagnosis
items

are

arranged
in
the

order
from

easy
to

difficult
and
there

fore

please
follow
these
items

The

transmission
should
not
be
removed

unless

necessary

2
The

test
and

adjustment
for
trou

ble

diagnosis
should
be
made

on
the

basis
of
standard
values
and
the
data

should
be
recorded
ROAD
TEST

Car

speed
at

gear
shift

Checking
speed

changing
condition

Checking
items

during
speed
change

Shift
schedule

LINE
PRESSURE
TEST

Line

pressure
governor
feed

pressure

Judgement
in

measuring
line

pressure

TROUBLE
SHOOTING
CHART

Inspecting
items

Trouble

shooting
chart
for
3N71
B
Automatic

Transmission

Trouble

shooting
guide
for
3N718
Automatic

Transmission
CONTENTS

AT
49

AT
49

AT
49

AT
50

AT
50

AT
50

AT
51

AT
51

AT
51

AT51

AT
52

INSPECTION
AND

AD
JUSTMENT

BEFORE

TROUBLE

DIAGNOSIS

Testing
instrument
for

inspection

1

Engine
tachometer

2
Vacuum

gauge

3
Oil

pressure
gauge

It

is
convenient
to

install
these

instruments
in
a

way
that
allows

meas

urements
to
be
made

from
the
driver
s

seat

Checking
oil

level

In

checking
the
automatic
transmis

sion
the
oil

level
and

the
condition
of

oil
around

the
oil
level

gauge
should
be

examined

every
5

000
km
3
000

miles
These

steps
are

easy
and

effec

live

in
trouble

shooting
as
some

change
of
oil
conditions
are

linked

with

developed
troubles
in

many
cases

AT
49
AT
52

AT
52

AT
53

AT
53

AT
53

AT
53

AT
53

AT
54

AT
54

AT
54

AT
55

AT
5B

For
instance

Lack

of
oil
causes
defective

opera

tion

by
making
the
clutches
and

brakes

slip
developing
severe

wear

The

cause
of

this

operation
is
that

the

oil

pump
has

begun
to

suck
air

which

caused
oil

foaming
thus

rapidly

deteriora

ting
the
oil

quality
and

pro

ducing
sludge
and

varnish

Meanwhile
excessive
oil
is
also
bad

as
in
the

case
of

a
lack

of
oil
because

of
oil

foaming
by
being
stirred

up
by

the

gears
Moreover
in

high
speed

driving
with
excessive
oil
in
the
trans

mission
the
oil

often
blows
out
from

the
breather

I

Measuring
oil
level

When

checking
the
fluid
level
start

the

engine
and
run
it
until
normal

operating
temperatures
oil

tempera

ture
50
to

800e
122
to
176
F

Approximately
ten
minute

operation

will
elevate
the

temperature
to
this

range
and

enigne
idling
conditions

are
stabilized
Then

apply
the
brakes

and
move
the
transmission

shift
lever

through
all
drive

positions
and

place

the
lever
in

park
P

position
In
this

inspection
the
car
must
be

placed
on
a

level
surface

The
amount
of
the
oil

varies
with

the

temperature
As
a
rule
the
oil

level

must
be

measured
after
its

tempera

ture
becomes

sufficiently
high

I
Fill
the
oil

to
the
line
H

The

difference
of

capacities
between
both

H

and
L

is

approximately
0
4

liter
7
8

U
S

pt
3
4

Imper

pt
and

therefore
take

care
not
to
fill

beyond

the

line
H

2
At
the
time
of
the

above

topping
up
and

changing
of
oil
care

should
be
taken
of
to

prevent
mixing

the
oil
with
dust
and

water

2

Inspecting
oil
condition

The
condition
of
oil

sticking
to
the

level

gauge
indicates
whether
to
over

haul
and

repair
the
transmission

or

look

for
the

defective

part

If
the

oil
has
deteriorated
into

a

varnish
like

quality
it

causes
the
con

trol
valve
to

stick
The
blackened
oil

gives
the

proof
of
the
burned
clutch

brake
band

etc
In

these
cases
the

transmission
must
be

replaced

Notes
a
In

oil
level

checking
use

special

paper
waste
to

handle

the
level

gauge
and
take

care

not
to
let
the

scraps
of

paper

and
cloth

tick
to
the

gauge

b
Insert

the

gauge
fully
and

take

it
out

quickly
before

splashing
oil
adheres
to
the

gauge
and
theu
observe
the

level

c

Use
automatic
transmission

fluid

having
DEXRON

iden

tIficatIon

only
in
the
3N71
B

automatic
transmission

d

Pay
atteutIon

because
the

oil
to

be
used
dIffers
from
that

i

used

in
the
Nissan
Full

Automatic

Transmission

3N7IA

Never
mix
the
oil
with

that
CHASSIS

Inspection
and

repair
of
oil

leakage

When
oil

leakage
takes

place
the

portion
near
the

leakage
is
covered

with
oil

presenting
difficulty
in
de

tecting
the

spot
Therefore
the

places

where
oil

seals
and

gaskets
are

equipped
are

enumerated
below

I
Converter

housing

The
rubber

ring
of

oil

pump
hous

ing

The
oil

eaI
of
oil

pump
housing

The
oil

seal
of

engine
crankshaft

The
bolts
of
converter

housing
to

case

2

Transmission
and
rear
extension

Junction
of
transmission
and
rear

extension

Oil
tube
connectors

Oil

pan

Oil

pressure
inspection
holes
Refer

to

Figure
AT

112

The

mounting
portion
of
vacuum

diaphragm
and

downshift
solenoid

Breather

and
oil

charging

pipe

Speedometer
pinion
sleeve

The
oil
seal

of
rear
extension

To

exactly
locate

the

place
of
oil

leakage
proceeds
as
follows

Place
the

vehicle
in
a

pit
and

by

sampling
the

leaked
oil
examine

whe

ther

it
is
the

torq
le
converter
oil
or

not

The

torque
converter
oil

assumes

color
like
red
wine

when

shipped

from
the

factory
so
it
is

ea

ily
distin

guished
from

engine
oil

or

gear
oil

Cleanly
wipe
off
the

leaking
oil
and

dust
and
detect

the

spot
of
oil

leakage

Use
nonflammable

organic
solvent

such
as
carbon

tetrachloride
for

wip

ing

Raise
the

oil

temperature
by

op

erating
the

engine
and

shift
the

lever

to
0
to

heighten
the

oil

pressure

The

spot
of
oil

leakage
will
then

be

found

more

easily

Note

A

the
oil

leakage
from
the

breather
does
not
take

place

except
when

running
at

high

speed
it
is

impossible
to
locate

the

spot
of

leakage
with
vehicle

stalled

AT
50
Checking
engine
idling

rprn

The

engine
idling
revolution
should

be

properly

adjusted

If
the

engine
revolution
is

too
low

the

engine
does
not

operate
smoothly

and
if

too

high
a

strong
shock
or

creep
develops
when

changing
over

from
N

to
D
or

R

Specified

idling
speed

650

rpm
at
D

position

800

rpm
at
N

position

Checking
and

adjusting
kick

down
switch
and

downshift

solenoid

When
the

kick
down

operation
is

not
made

properly
or

the

speed
chang

ing
point
is
too

high
check
the

kick

down
switch

downshift
solenoid
and

wiring
between
them

When
the

igni

tion

key
is

positioned
at
the

1st

stage

and
the

accelerator

pedal
is

depressed

deeply
the
switch
contact
should
be

closed
and
the

solenoid
should
click

If

it

does
not
click
it

indicates

a
defect

Then
check

each

part
with

the

testing

instruments

See

Figure
AT
I09

0
0

1
M

r

7

I

Y

ATl08

Fig
A
T
l

09

Downshift
solenoid

Note

Watch
for
oil

leakage
from

transmission
case

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