1973 DATSUN B110 parking brake

1

range
Park

The

operation
of
clutches
and
band

are

functionally

quite
the

same
as
in

Neutral

In

parking
however

as
the

parking

pawl
meshes
in
a

gear
whkh
is

splined

to
the

output
shaft
the

output
shaft
is

mechanically
locked
from

rotating

The

oil

discharged
from
the

oil

pump
is
fed
to
each

part
in
a
similar

manner
to
that
of
the

N

range
The

oil

having
the
line

pressure
7
which

has
been

introduced
to

the
manual

valve

V
reaches
the
I
st
2nd

shift

valve

ID
through
the
line

pressure

circuit
5
As

the
1st
2nd

shift

valve
is
forced
to

the

right
hand
side

by
the

spring
the

line

pressure
5
and

I2
actuates
the
low

and
reverse

brake

through
the

groove
Also
the

parking
pawl
engages
with
the
au
tee

teeth

of
the
oil

distributor

by
the

manual
lever

mechanically
locking
the

output
shaft
CHASSIS

Free
Lock

I

l

J

1

ri
r
r0
1

1
J

r

A
T086

Fig
AT
24

Parking
mechanism

Ceo
Clutch
Low
Band
rvo
One

Parking

RanKe

atia
rever
w

y

pawl

Front
RUI

brake
Operation
Release

clutch

Park

Reverse
2
182
on
on

Neutral

01
Low
2
458
on

Drive
02
Second

1
458

03

Top
1
000
on

2
Second
1
458
on
on

12
Second
1458
on

II
Low
2
458
on

AT
14

R

range
Reverse

In
R

range
the

front
clutch

and

low
and

reverse
brake

are

applied
The

power
flow
is

through
the

input
shaft

front

clutch

connecting
sheU
and
to

the

sun

gear
Clockwise
rotatiun
of
the

sun

gear
causes

counterclockwise

rotation

of
the
rear

planetary
gears

With
the

connecting
drum
held
sta

tionary
by
the
low

and
reverse
brake

the
rear

planetary

gears
rotate
the
rear

internal

gear
and

drive

flange
counter

clockwise
The
rear
drive

flange

splined
to
the

output
shaft
rotates

the

output
shaft
counterclockwise
at
a

reduced

speed
with
an
increase
in

torque
for
reverse

gear

J

When
the

manual
valve

V
is

posi

tioned

at
R

range
the
oil

having
the

line

pressure
7
is

directed
to
the
line

pressure
circuits

5
and
6
The

pressure
in

the
circuit

ID
actuates

the

low

and
reverse
brake
after

being

introduced
into

the
line

pressure
cir

cuit

I2

through
the
lst

2nd
shift

valve

ID
The

pressure
in

the

circuit

operates
the
release
side
ofband

servo

and
the
front
clutch
after

being
led

to

the
line

pressure
circuit

10

through

the
2nd

3rd
shift
valve

@
The

throttle

pressure
16
and
the

line

pressure
6
which

vary
with
the

degree
of
the

depression
of
accelerator

pedal
both
act
on

the

pressure
regula

tor
valve

CD
and

press
its
valve

CD

increasing
the
line

pressure
7
In
R

range
the

governor

pressure
is
absent

making
all
sllch
valves

inoperative
as

the
lst
2nd

shift

valve

@

2nd
3rd
shift
valve
and

pressure

modifier
valve

@
CHASSIS

R

C

Fig
AT
26
Power
transmission

during
R

range

lI

a

Go

I
w
L

AT085

Fig
AT

27

Operation
of
each
mechani6m

duirng
OR

range

Clutch
low
Band
servo
One

Parking

Ran
Gear

ratio
reverse

way

pawl

Front
Rear

brake
Operation
Release

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

01
low
2
458
nn
on

Drive
D2
Second
458
nn
on

OJ

Top
1
000
on
on

2
Second
458
nn

t2
Second
458
on

tt
low
2
458
on
on

AT

16

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

CHASSIS

D

range
2nd

gl
ar

In
this
case
the
rear
dutch
is

applied
and
the
band
brake
holds
the

front
dUh
h
drum

i
onnel
ting
shell

and
sun

gear
from

rotating

The

power
now
takes

place
through

the

input
shaft
into
the
rear

dutch
and

the
front
internal

gear
WHh
the
sun

gear
held

stationary
the

fronr

plane

lacy
gears
rotate
around
the
sun

gear

carrying
the
front

planet
carrier
with

them
The

front

planet
carrier

being

splined
to

the

output
shaft
causes

clockwise
rotation

of
the

output
shafr

at
a
reduced

speed
compared
with
the

speed
of
the

input
shaft
with
an

increase
in

torque
As
the
low
and

reverse
brake
is
not

applied
the
clock

wise
rotation
of
the

output
shaft

causes
clockwise
rotation
of
rear
inter

nal

gear
and
the
rear

planet
carrier
also

rotates
around
the

sun

gear
in
a

clockwise

direction
The
one

way

clutch
will

act
to
allow
the
clockwise

rotation

of

connecting
drum

When
the
car

speed
increases
while

running
at
D

range
1st

gear
the

st

2nd
shift
valve

4
moves
al

lowing
the

line

pressure
I

to
be

introduced
into
the

line

pressure
8

through
itself
The
line

pressure
8
is

further
led

to
the
line

pressure
9

through
the
second
lock

vaIve@
and

by
locking
the
band

servo
obtains
the

2nd

gear
condition
Fig
A
T

33
Power

transmission

during
D2

range

I

r

J

ITMi

A

T079

Fig
A
T

34
Operation
of
each
mechanism

during
D2

range

C
w
Clutch
low

Band
selva
On

Parking

Range

ratio
reverse
w

y

pawl

Front
Rear

brake
Operation
Rdea5e

clutch

Park
on
on

Reverse
2
182
on
on
on

Ne
ulral

01
low
2
458
on
on

Drive
01

Second
1
458
on
on

OJ

Top
000
on
on
on
on

1
Se
cond
458
on
on

11
Second
1
458
on
on

low
1
458
on
on

AT
22

I

CHASSIS

D

range
Top
gear

In
Jrd

gear

position
the
fornt
and

rear
dutches
are

applied
The

power

flow
takes

place
through
the

input

shaft
into
rear

dutch
drum
The
rear

clutch

drum
rotates
the
steel
drive

plates
of
the
rear
dutch
and
the
lined

drive

plates
of

the
rear
dutch
and
the

lined
drive

plates
of
the
fronl
clutch

The
rear

clutch
directs
the

power
flow

through
the
rear

clutch
hub

and
frunt

internal

gear
to
the
front

planet
car

rier

The
front
clutch

directs
the

power

now

through
the

connecting
sheU
to

the

sun

gear
With
the
sun

gear
and
the

rear
clutch
hub

driven
at

the
same

speed
the
front

planet

assembly
is

forced
to
rotate

the

output
shaft
at

the
same

speed
in
the
direction
to

provide
the

top
gear

When

the
car

speed
further
in

creases
while

running
at

02
range

2nd

gear
and

the

governor
pressore

I5
exceeds
the
combined

force
of

the

spring
of
the
2nd
3rd

shift
valve

@
and
the

throttle

pressure
19
the

2nd

3rd
shift
valve

@
moves
and

the

line

pressure
8
acts

to
release
the

front
clutch

and
band

servo

through

the

line

pressure
10
Fig
A
T
36
Power
transmission

during
D3

range

AT083

Fig
A

T
37

Operation
of
each
mechanism
D3

range

Clutch
Low
Band
servo
On

Parking

Range
c

w

ratio

Front
Rear

brake
Operalion
Release
c1ulCh
pawl

Park
00
on

Reverse
2
182
on
on
on

Ntulral

DI
low
2
458
on
on

Drive
D2
Second

1
458
on
on

OJ

Top
000
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

I

II
low
2
458
on
on

AT
24

CHASSIS

2

range
2nd

gear

In
2

range
the

gear
ratio
is
locked

to
the
2nd

forward

speed
In
this
case

the
rear

clutch
is

applied
and
the
band

brake
holds
the

front
clutch
drum

connecting
shell

and
sun

gear
from

rotating

The

power
flow

takes

place
through

the

input
shaft
into
the

rear
clutch
and

the

front
internal

gear
With
the

sun

gear
held

stationary
the
front

plane

lacy
gears
rotate
around
the

sun

gear

carrying
the

front

planet
carrier
with

them
The
front

planet
carrier

being

splined
to
the

output
shaft

causes

clockwise

rotation
of
the

output
shaft

at
a
reduced

speed
compared
with
the

speed
of
the

input
shaft
with

an

increase
in

torque
As
the
low
and

reverse
brake
is
not

applied
the
clock

wise
mlation
of
the

output
shaft

causes
clockwise
rotation
of
rear
inter

nal

gear
and
the
rear

planet
carrier

also

rotates
around
the

sun

gear
in
a

clockwise
direction
The
one

way

c1urch
will
act
to

allow
the
clockwise

rotation
of

connecting
drum

When
the

manual
valve

CV
is

posi

tioned
at
2
the
line

pressure
7
is

introduced
into
the
line

pressure
cir

cuits
I
2
and
4
The
line

pressure

I
is
led
to
the

governur
rear
dutch

and
Ist
2nd

shift
valve

ID
as
in
the

case
of
D

range
The
line

pressure

2
locks
the
second
lock
valve

@
and

is
led
to
the

tightening
side

of
the

band
servo

The
2nd

gear
is

therefore
fixed

regardless
of
the
car

speed
When

DJ
range
3rd

gear
is
shifted
to

2

range
the
line

pressure
4
enters
the

throttle
back

up
valve
IJ
and

produces

a

high
pressure
in

the
circuit
17

increasing
the
throttle

pressure
16

The

line

pressure
7
is

therefore

increases
and

quickly
tightens
the

band

Note

DJ
range
3rd

gear
to
2

range

If

DJ
range
3rd

gear
is

shifted
to
2

range
during

operation
the
manual

valve

CV

is
also
shifted
to
2

position
Fig
A

T
40
Powu
transmission

during
2
range

f
IY

9
3

AT079

Fig
A
T
41

Operation
of
each
mechanism

during
2

range

Gear
Clutch
low
Band
servo
On

Parking

Range

ratio
w

pawl

Front
Rear

brake
Operation
Relea
se

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

I
t
Low
2
4S8
on
on

Drive
1
2
Second
1
458
on
on

1

Top
t
OOO
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

t

tt
Low
2
458
on
on

causing
the
line

pressure
circuit

3
to
be

drained
Therefore

the
line

pressure
circuit
10

which
is

situated
at
the

release

side

of
the
front

clutch
and

senro

is
also
drained

through

the
2nd
3rd
shift

valve

@

forcing
the

speed
to
decrease
from
3rd

gear
to
2nd

gear

In
this
case

the

speed

change

quickly
takes

place
because
the

line

pressure
7
and
other

pres

sure
are

heightened
by
the

action
of
the
line

pressure
4

in
the
same
manner
as
de

scribed
under
2

range

AT
28

CHASSIS

1

range
Low

gear

When

starting
in
I

range
the

driving
gear
is
locked
to
the
low

gear

ratIO

In
1

range
the

reaT
dutch

is

applied
and
the
low
and
reverse
brake

holds
the

connecting
drum
and

rear

planet
carrier
from

rotating
The

power
flow
takes

place
through
the

input
shaft
and
into
the
rear
dutch

Rotation

of
the
rear
clutch
drives
the

rear
clutch
hub

and
front
internal

gear

The
front
internal

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
gear

clockwise

The
rear

planet
carrier

splined
to

the

connecting
drum
is
held
from

rotating
by
the
low
and

reverse
brake

The
clockwise
rotation
of
the
rear

planetary
gears
therefore
rotates
the

rear
internal

gear
and

internal
drive

tlange
The

internal
drive

tlange
is

splined
to
the

output
shaft
and
rotates

the

output
shaft
clockwise
However

the

output
shaft
rotates
at
a

lower

speed
compared
with
that
of
the

input

shaft
This
is

caused

by
the
fact
that

the
front

planet
carrier
rotates
at
the

same

speed
as

the

output
shaft
in
the

same
direction
since
the
carrier
is

splined
to

the

output
shaft
The

front

internal

gear
and

planetary

gear
as

sembly
are

rotating
in
the

same
direc

tion
but
the

planet
carrier
is

rotating

at

a

speed
slower
than
the

ring
gear
So

the

gear
ratio

of
this

speed
range
is
a

combination
of
the
ratios

provided
by

the
front
and

rear

planetary
gear
a

semblies

When

the
manual
valve

CV
is

posi

tioned
at
I
the
line

pressure
7
is

applied
into
the

line

pressure
circuits

I
4
and
5
The

oil

pressure
in
5

actuates
the

low
and

reverse
brake

after

being
introduced
into

the
circuit

12

through
the

lst
2nd
shift
valve

@
and

the
line

pressure
I

acts
on
i

C

AT076

Fig
A
T

43
Power
transmission

during
11

range

A

Ton

Fig
A

T
44

Operation
of
each
mechanism

during
11
range

Clutch
Low

Band
rvo
On

Parking

Range
Gm

ratio
reverse
w

pawl

Front

Rear

brake
Operation
Release

clutch

Park
on
on

Reverse
2
182
on
on
on

Neutral

DI
low
2
458
on
on

Drive
D2
Second
1
458
on
on

D

Top
1
000
on
on
on
on

2
Second
1
458
on
on

12
Second
1
458
on
on

I

Low
2
458
on
on

the

rear
clutch
and

governor
The
line

pressure
4
acts
in

the
same
manner
as

in
2

range

Similar
10
that
of
the
D

range

the
line

pressure
increases
with
the

degree
of

depressiun
of
the
accelerator

pedal
and
the
line

pressure
decreases

with
the
increase
of

car

speed
The
governor
pressure
IS
which
acts
on

the
Ist
2nd

shift
valve
does

not

increase
until

it
overcomes
the
com

bined

force
of
the

line

pressure
12

and
the

spring

causing
nu
I

st
2nd

speed

change

AT
3D

18

Reaching
through
back
side
of

transmission

case
remove
hex
head

slotted
bolts
as
shown

in

Figure

AT
64
To

do
this
use
Hex

head
Ex

tension

ST25570000
One

way
clutch

inner
race
thrust

washer

piston
return

spring
and
thrust

spring
ring
can
now

be

removed

19
Blowout

low
and
reverse
brake

piston
by
directing
a

jet
of
air
into

hole
in

cylinder
See

Figure
A
T

65

20
Remove
band

servo

loosening

attaching
bolts

Note
If

difficulty
is
encountered
in

removIng
retainer

direct
a

jet

of
air

toward
release
side
as

shown
in

Figure
AT
66

ST25570000

Fig
A
T

64

Removing
hex
head
lotted

bolt

Fig
A
T
65

Removing
pi
ton

r

AT132

Fig
A

T

66

Removing
band
seroo
AUTOMATIC
TRANSMISSION

21

Pry
snap
rings
CD
from
both

ends
of

parking
brake
lever

@
and

remove
the

lever
Loosen
off
manual

shaft
lock

nut

CID
and
remove
manual

plate
@
and

parking
rod

@
See

Figure
AT
67

Qd

i
f

W
II

4

i

n
n

r
1

K
j

e
0

H
o

i

j
j

I
j

l

m
r
JlII

2

U
r

K
F

J

r

0

f
1

r

AT133

Fig
A
T
67

Removing
manual

plate

22
Remove

inhibitor
switch
and

manual
shaft

loosening
two

securing

bolts

Inspection

Torque
converter

housing

transmission
case
and
rear

extension

1
Check
for

damage
or

cracking
if

necessary
replace

2
Check
for
dent
or
score
mark
on

their

mating
surfaces

Repair
as

neees

sary

3

Check
for
score
mark
or

sign
of

burning
on
extension

bushing
if

neces

sary

replace

Gaskets
and
O

ring

1

Always
use
new

gaskets
when
the

units
are

to
be

disassembled

2

Check
O

rings
for
burrs
or

cracking
If

necessary
replace
with

new

rings

Oil
distributor

I

Check
for

sign
of
wear
on

seal

ring
and

ring
groove
replacing
with

new

ones
if

found
worn

too

badly

beyond
use

2
Test
if

clearance
between
seal

ring

and

ring
groove
is

correct
If
out
of

specifications

replace
whichever
worn

excessively
beyond
limits
Correct

clearance
is
from
0
04
to
0

16

mm

0
0016
to
0
0063
in
See

Figure

AT

68

AT
39
Clearance

Seal

ring

F
1
I

i
h

AT134

Fig
A
T

68

Measuring
seal

ring
to

ring
groove
clearance

Assembly

Assembly
is
reverse
order
of
dis

assembly
However
observe
the

following
assembly
notes

1
After

installing

piston
of
low
and

reverse
brake
assemble
thrust

spring

ring
return

spring
thrust
washer

and

one

way
clutch
inner

race

Torque

hex
head

slotted
bolt

to
1
3

to
1
8

kg
m
94
to
13
ft
Ib

using
Hex
head

Extension

ST25570000

Torque

Wrench

GG930
1

0000
and
Socket
Ex

tension
ST25512001
See

Figure

AT
69
i

ST25570000

ST255
1

2001

GG93010000
0

rr

l

f

r

Fig
A
T
69

Installing
one

way
clutch

inner
race

2
After

low
and

reverse
brake
has

been
assemble

measure
the
clearance

between

snap

r
ng
cD
and

retaininig

plate
@
Select

proper
thickness
of

retaining
plate
that

will

gi
ve
correct

ring
to

plate
clearance

See

Figure

AT
70