1973 DATSUN B110 tow

I
transmission

output
shaft

They

op

erate
in
the
same

speed
as
that
of
the

output
shaft
In
other
wotds

they

operate
at

a

speed
in

proportion
to
the

vehicle

speed
To
those
valves
the

line

pressure
is

applied
as
the

input

ftom
the
control
valve

through
the

transmission
case
rear

flange
and
oil

distributor
The

governor
pressure
in

proportion
to
the

output
shaft

speed

vehicle

speed
is
led

to
the

shift

valve

of
the
control
valve

through

inverse

rou
te
as
the

output
and
thus

the

speed
change
and
the
line

pressure

are

controlled

Operation
of

secondary

governor
valve

The

secondary
valve
is
a
control

valve
which
receives

line

pressure
I

and

controls
the

governor
pressure

When
the
manual

valve
is

selected

D
2

or
1

range
line

pres

sure
is

applied
to
the

ring
shape
area
of

f
this

valve
from
circuit

I
and

this

valve
is

depressed
toward
the

center

side
Movement
of
this
valve
to
a

certain

position
closes
the
circuit

from

I
to

15

simultaneously
while
mak

ing
a

space
from
the

15
to
the
center

drain

port
and

pressure
in
the

circuit

IS
is

lowered

When

the
vehicle
is

stopped
and
the

centrifugal
force
of
this
valve
is
zero

the
valve
is

balanced
In
this
a

gover

nor

pressure
which
is
balanced
with

the

spring
force
occurs
on
the

15

When
the

vehicle
is

started
and
the

centrifugal
force
increases
this

valve

slightly
moves
to
the
outside
and

when

the

space
from

I
to
15

increases

space
from
the

15
to
the

drain

port
reduces

simultaneously
As

the
result

governor
pressure
of
the

15
increases

and
the

governor

pres

sure
is

balanced
with
the
sum
of

centrifugal
force
and
the

spring
force

The

governor

pressure
thus

changt
s
in

response
to
the

vehicle

speed

change

centrifugal
force

Operation
of

primary

governor

valve

The
valve
is

an
ON
OFF

valve

which
closes
the

governor

pressure

15

regulated
by
the

secondary

gover
CHASSIS

nor
valve
when
the
vehicle

speed

reaches
the

minimum

speed
and

when

the
vehicle

speed
exceeds
a
certain

level

open
the

governor
and
forwards

the

governor
pressure
15
to
the

control

valve

When
the

vehicle
is

stopped
the

governor

pressure
is

zero
However

when
the

vehicle
is

running
slowly

this
valve

is

depressed
to

the
center

side

and
the

groove
to

the

IS
is

closed
since
the

governor
pressure

applied
to
the

ring

shape
area
is

higher

than
the

centrifugal
force
of
this

valve

When
the

governor
speed
exceeds
cer

tain

revolution
the

governor

pressure

in
the
circuit
15
also

increases
How

ever
as
the

centrifugal
force
increases

and
exceeds

the

governor
pressure
this

valve

moves
toward
the
outside
and

the

governor
pressure
is
transmitted

to

the
circuit
15

Two
different

valves
are

employed

in
the

governor
so
that
it
will
inde

pendently
control

the

speed
at

high

speed
and
at

low

speed
That

is
within

the

low

speed

range
the

governor

pressure
is
not

generated
owing
to
the

primary
valve

whereas
at

the

high

speed
range
above
the

break

point
a

governor

pressure
regula
ted

by
the

sec0Hdary
valve
is

introduced

The
break

point
is
the

point
at

which
the

function
of
one

of
the

govp
rnors
is

transferred
to
the
other

whee

the

speed

changes
from

the

w

speed

range
to

the

high
speed

range

To
con
trol
valve

Governor

pressure

tiS

y
ID

t

4

From
control
valve

Line

pressure
I

J

I

Primary
governor

2
Secondar

governor

3
Governor
valve

body
AT090

4

Oil
distributor

5

Output
shaft

Fig
AT
7
Cross

sectional
view

of

governor

AT
6
AT091

Fig
A
T
B

Output
shaft
with
oil

distributor
and

governor

I
Oil

distributor

2

Governor
valve

body
AT092

3

Primary

governor

valve

4

Secondary

governor

valve

Fig
A

T

9

Exploded
uiew

of

gouernor

When
the

range
is

selected
at
R

Reverse

the
line

pressure
6
is

applied
to

the

plug
in
the

manner

identical
to

the
throttle

pressure
16

and
is

added
to

the

spring
force

Consequently
the

line

pressure
7

further
increases

When
the
vehicle

speed
increases

and
the

governor
pressure
rises
the

throttle

presSure
18
is

applied
to
the

port
on
the

top
of
the

PRY
and

pressure
is

applied

contrarily
against

the

spring
force
As

the
result
the
line

pressure
7

lowers

Moreover
at

the

individual
conditions

the
line

pressure

7
is

equal
to

the
line

pressure
6
and

the
throttle

pressure
16
is

e
qual
to

18

Manual
valve

MNV

The
manual
lever

turning
motion

is

converted
to

reciprocating
motion

of

the

manual
valve

through
a

pin
and

the
MNV
is

properly

positioned
so

that
the

line

pressure
7
is

distributed

to
the
individual
line

pressure
circuits

at
each

P
R

N
D

2
or

I

range
as
shown
below

P

range

7
4

SDV
and

TBV

5
FSV
12
TBV

and

Low
reverse
brake

R

range

7
4

Same
as
above

5
Same

as
above

6
PRY

and
SSV
F
C

and
band
release

N

range
7

None

D

range

7
1

Governor
valve

FSV

and
rear
clutch

2
SLY

3
SLY
and
SSV

2

range

7

1
Same
as
above

2
SL
V

9
Band

applied

4

SDV
and
TBV
CHASSIS

I

range

7

reI
Same
as
above

4
Same

as
above

5

FSV
Moreover

I
2
3
4

5
and

6
are

always
drained
at
a

position

where

the
line

pressure
is
not
dis

tributed
from
7

xJ2

U
I
V

Jl

ft
g
f

P
R
NeD
2
1

3nl

lst

2nd
shift
valve
FSV

The
FSV
is
a

transfer
valve

which

shifts

speed
from
low
to
second
When

the
vehicle
is

stopped
the

FSV
is

depressed
to
the

right
side

by
the
force

of
a

spring
located
in

the
left
side
and

thus
the
FSV
is
in
the

Low

posi

tion

When
the

vehicle

speed
increases

the

governor

pressure
IS
is

applied

to
the

right
side
of

the
FSV
and
the

FSV
is

depressed
toward

the
left

Contrarily
the
line

pressure
I

and

throttle

pressure
19

depress
the
FSV

toward
the

right
together
with

the

spring
force

and
thus

oppose
to
the

governor
pressure
IS

When
the
vehicle

speed
exceeds
a

certain

level
the

governor
pressure

15
exceeds
the

sum
of

the
throttle

pressure
and
the

spring
force
and
the

FSV
is

depressed
toward

the
left

When
the
I
SV
is

depressed
and

reaches
a
certain

position
the
line

pressure
1
and
the
throttle

pressure
fl

4V6
I

I

l
t
I

1

f

7V
5

AT096

Fig
A
T

II
Manual
ualve

19
are
closed

only
the

spring
de

presses
the
FSV
toward
the

right
and

the
FSV
is

depressed
to
the
end
for
a

moment
As

the
result
the
line

pres

sure

I
is
forwarded

to
8
the
band

servo
is

engaged

through
the

SL
V

and

thus
the

speed
is

shifted
to
2nd

With
the

accelerator

pedal

depressed

the

FSV
is

remained
in

the
Low

position
unless
the

governor
pressure

IS
increases
to
a

high
level
cone

sponding
to

the
line

pressure

I
and

the
throttle

pressure
19
since

the
line

pressure
I

and
the
throt
tIe

pressure

19
increase

when
the

accelerator

pedal
is

depressed

Contrarily
when
the
vehicle

speed

lowers
the

governor

pressure
IS

reduces
However
the

speed
is

not

shifted
to
Low

unless
the

governor

pressure
15
becomes
zero
since

the

force
to

depress
the
FSV
toward
the

right
is

remained

only
on
the

spring

15

8

I

72

t

I

05

I
II

AT097

AT
8
Fig
AT
12

1st
2nd

shift
valve

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

against
the

throttle

pressure
16

When

performing
the

kick
down

the

SOV

moves
a

high
line

pressure
is

led
to

the
circuit
19

from
the
line

pressute
circuit
13

which
had

been

drained
the

plug
is

depressed
toward

the
left

and
the
circuit

19
becomes

equal
to
the

line

pressure
13
Thus

the

kick
down
is

performed

Preasure
modifier
valve

PMV

In

comparison
with
the

operating

pressure
required
in

starting
the

vehi

ele

power

transmitting
capacity
of
the

clutch

in
other

words

required
op

erating
pressure
may
be

lower
when

the

vehicle
is
once

started
When
the

line

pressure
is
retained
in

a

high
level

up
to
a

high
vehicle

speed
a
shock

generated
from
the

shifting
increases

and
the
oil

pump
loss
also

increases
In

order
to

prevent
the
above

described

defective
occurrences
with

the

opera

lion

of
the

governor
pressure
15
the

throttle

pressure
must
be

changed
over

to

reduce
the

line

pressure
The
PMV

is
used

for
this

purpose

When
the

governor

pressure
15

which
is

applied
to

the

right
side
of

the

PMV
is

low
the
valve
is

depressed

toward

the

right
by
the

throttle

pres

sure

16

applied
to

the
area

differ

ence
of

the
value
and
the

spring
force

and

the
circuit

from
the

circuit
16
to

the

circuit
18
is

closed

However

when

the

vehicle

speed
increases
and

the

governor

pressure
15
exceeds
a

certain

level
the

governor

pressure

toward

the
left

which
is

applied
to
the

right
side

exceeds
the

spring
force
and

the

throttle

pressure
16
toward
the

right
the
valve
is

depressed
toward
the

left
and
the

throttle

pressure
is

led

from
the
circuit

16
to

the

circuit

18
This

throttle

pressure
18
is

applied
to

the

top
of
the

PRY

and

pressure
of
the
line

pressure
source
7

is

reduced

Contrarily
when
the
vehi

cle

speed
lowers
and
the

governor

pressure
15
lowers
the

force
toward

the

right
exceeds
the

governor
pres
CHASSIS

sure
the
valve
is

depressed
back
to

ward
the

right
the

throttle

pressure

18
is
drained
to

the

spring
unit

This

valve
is

switched
when
the

throttle

pressure
and
the

governor

pressure
are

high
or
when

the
throttle

pressure
is

low
and
the

governor

pres

sure
is
low

II

18
16

1JU

k
I

15

AT099

Fig
AT
14
Pressure

modifier
valve

Vacuum
throttle
valve

VTV

The

vacuum

throttle
valve
is
a

regulator
valve

which
uses

the
line

pressure
7
for
the

pressure
source

and

regulates
the

throttle

pressure
16

which

is

proportioned
to
the

force

of

the

vacuum

diaphragm
The

vacuum

diaphragm
varies

depending
on
the

engine
throttle
condition

negative

pressure
in
the

intake
line

When
the
line

pressure
7
is

ap

plied
to

the
bottom

through
the
valve

hole

and
the

valve
is

depressed

up

ward

space
from
the

line

pressure
7

to
the

throttle

pressure
16
is

closed

and
the

space
from
the

throttle

pres

sure

16
to
the

drain
circuit
17
is

about
to

open
In

this

the
throttle

pressure
16
becomes
lower

than
the

line

pressure
7

by
the

pressure

equivalent
to
the

pressure
loss

of
the

space
and
the

force
to

depress

through
the

rod
of
the

vacuum

dia

phragm
is

balanced
with
the

throttle

pressure
16

applied
upward
to

the

bottom

When

the

engine
torque
is

high
the

negative
pressure
in
the

intake

line

rises

similar
to
the

atmospheric
pres

sure
and
the

force
of

the
rod
to

depress
the
valve

increases

As
the

result
the
valve
is

depressed
down

ward
the

space
from
the
throttle

pressure
16
to

the
drain

17
re

AT

lO
duces
and
the

space
from
the

line

pressure
7
to
the

throttle

pressure

16
increases

Consequently
the

throttle

pressure

16
increases

and
the

valve
is

baI

anced

Contrarily
when

the

engine

torque
lowers
and
the

negative
pres

sure
in

the
intake
line
lowers

similar

to
vacuum
force
of

the
rod

to
de

press
the

valve
lowers
and
the

throttle

pressure

16
also

lowers

When
a

pressure
regulated
by
the
throttle

back

up
valve
described
in

the
subse

quent

paragraph
is

led

to
the
circuit

17
a

high

pressure
is

applied

through

the

space
from
the
circuit
17

to
the

throttle

pressure
16

Consequently

the
VTV
is

unbalanced
the

throttle

pressure
16
becomes

equal
to

the

back

up
ptessure
17
and
the
valve
is

locked

upward

bi

II
I

ATlOa

Fig
AT
15
Vacuum

throttle

valve

Throttle

back

up
valve
TBV

Usually
this
valve
is

depressed

downward

by
the

spring
force

and
the

circuit

17
is

drained

upward

As

soon
as
the
lever
is

shfted
either

to
2
or

range
line

pressure
is

led

from
the
circuit
4

the
line

pressure
is

applied
to
the
area
differ

ence
of
the
valve

the
valve
is

depres

sed

upward
the

space
from
the
circuit

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

Low
and

reverse
brake

clearance
0
8
to
1

05
mm

0
031
to

0
041
in

Fig
AT

70

Measuring
ring
to

plate

clearanc

Available

retaining
plate

No

Thickness
mm
in

I

15
8
0

622

2
16
0

0
630

3
16
2
0

638

4
16
4
0
646

5
16
6
0

654

6
16
8

0

661

As

to

inspection

procedure
for
low

and
reverse
brake
see

page
AT
43

3

Install
one

way
clutch

so
that
the

arrow

mark
is

toward
front

of

vehicle
It

should
be

free
to

rotate

only
in

clockwise
direction
See

Figure

AT71

AT131

Fig
AT
71
One

way
clutch

4

After

installing
rear

extension

torque
attaching
bolts
to
2

0
to
2
5

kg
m
14
to

18
ft
lb
Place
manual

lever
in
P

range
and
check
to

be
sure

that

rear

output
shaft
is

securely

blocked

5

Tighten
servo
retainer

temporari

Iy
at

this

stage
of

assembly
CHASSIS

6
Place
rear

clutch

assembly
with

needle

bearing
on
front

assembly

7

Install
rear

clutch
hub
and

front

planetary
carrier
in
the
manner
as

shown
in

Figure
AT
72

AT142

Fig
AT

72

Installing
planetary
carrier

8

Assemble

connecting
shell

and

other

parts

up
to
front
clutch
in

reve
e
order
of

disassembly

ATl43

Fig
AT
73
In

talling
connecting
hell

9

Adjust
total
end

play
and
front

end

playas
follows

L

@
8

S

I
fT

15

l

r

1
Front
clutch

thrust

washer

2
Oil

pump

3
Front
clutch

4

Rear
du
tch
S
Transmission
case

6
Oil

pump

gasket

7

Oil

pump
cover

bearing
race

Fig
AT
74

Endplay

AT
40
I
Measure
the
distance
A

and

e

by
vernier

calipers
as
shown
in

Figure
AT
75

fl
l

I
Transmission
case

1l

Lf
ar
n
h

AT139

Fig
AT
75

Measuring
the
diltance

A
and

C

2
Measure
the
distance

B

and

D

of
oil

pump
COVer
as
shown
in

Figure
AT
76

B

AT140

Fig
AT
76

MeaJIuring
the
diltanc

B
and
D

Adjustment
of
total

end

play

Select
oil

pump
cover

bearing
race

by

calculating
the

following
formula

TT
A
B
W

where

TT
Required
thickness
of
oil

pump

cover
bearing
race
mm
in

A

Measured
distance
A

mm
in

B
Measured
distance
B
mm
in

W

Thickness
of

bearing
race
tem

porarily
inserted
mm

in

Available
oil

pump
cover

bearing
race

No
Thickness

mm
in

I
1
2

0
04
7

2
I

4
0
055

3
1

6
0
063

4
1

8
0
071

5

2
0
0
079

6
2
2

0
087

Specified
total
end

play

0

25
to

0
50
mm

0
009
to
0

020
in

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

PROPELLER
SHAFT
DIFFERENTIAL
CARRIER

6

Formula
to

calculate
thickness
of
drive

pinion

adjusting
shims

T
W
N
H
x
0
01
0
2
mm

Where
W
Thickness
of
shim
inserted
mm

T
Required
thickness
of

rear
bearing
ad

justing
shim

mm

N
Measured
clearance
between

Height

Gauge
and

Dummy
Shaft
face

mm

H

Figure
marked
on
the
drive

pinion
head

Example
W
2

92
mm

N
0
3
mm

H
1

T
2
92
0
3
1

x
0
01

0
2

3
03
mm

Use
a
3

04
mm
washer

7
Remove
the

Dummy
Shaft
from
the

gear
carrier

housing

8

Withdraw
the

pinion
rear

bearing
from
the

Dummy

Shaft

apply
a
shims

selected
based
on
the
above
formula

and
refit
the

pinion
rear

bearing
and
drive

pinion
together

using
Drive
Pinion

Bearing
Drift

STJ0600000

Note
Be
sure
to

face
inside
faced
surface
of
the
shimes

toward
back
of

the

pinion
gear

Drive

pinion
height
adjusting
shims

Thickness
mm
in

Thickness
mm
in

2
74
0
1079

2
77
0
i091

2
80
0

1102

2
83
0
1114

2
86
0
1126

2
89
0
1138

2

92
0

1150

2

95
0
1161

2

98
0
1173
3
01

0
1185

3

04
0
1197

3
07

0
1209

3

10
0
i
220

3
13
0
1232

3
16
0
1244

319
0
1256

3

22
0
1268

3
25
0

1280

PD
Adjusting
drive

pinion

preload

Adjust
the

preload
of
drive

pinion
with

collapsible

spacer

This

procedure
has

nothing
to
do
with
thickness

of

pinion
height
adjusting
washer

Note
Reuse
of
a

collapsible

spacer
must
not
be
allowed

After

adjusting
pinion
height
lubricate

front

bearing

with

gear
oil
and

place
it
in
carrier

2
Install

a
new
oil
seal
in
carrier
Lubricate

cavity

between
seal

lips
with

grease
when

installing

3
Place

a
new

collapsible
spacer
on
drive

pinion
and

lubricate

pinion
rear

bearing
with

gear
oil

4
Insert

companion
flange
into
oil

seal
and

hold
it

firmly
against
pinion
fron

bearing
cone
From
the

rear
of

the
carrier
insert
drive

pinion
into

companion
flange

5
Ascertain
that
threaded

portion
of
drive

pinion
a

new

pinion
nut
and
washer

are
free
from
oil
or

grease

6

Holding
companion
flange
with
Drive
Pinion

Flange

Wrench
ST31540000

tighten
nut
and

then
drive

pinion
is

pulled
into
front

bearing
cone
and

into

flange

As
drive

pinion
is

pulled
into
front

bearing
cone
drive

pinion
end

play
is
reduced

While
there
is
still
end

play
in

drive

pinion
companion
flange
and
cone
will
be
felt
to

bottom
This
indicates
that

bearing
cone
and

companion

flange
have
bottomed
on

collapsible

spacer

From
this

point
a
much

greater
torque
must
be

applied
to
turn

pinion
nut
since

spacer
must
be

collapsed

From
this

point
nut
should
also
be

tightened
very
slowly

and
drive

pinion
end

play
checked
often
so
that

pinion

bearing
preload
does

not
exceed
the
limits

When
the
drive

pinion
end

play
is

eliminated
the

specified
preload
is

being
approached
Replace
collapsible

spacer
if
this

specification
is
exceeded

Note
Do
not
decrease

preload
by

loosening
pinion
nut

This
will

remove
compression
between

pinion
front

and

rear

bearing
cones
and

collapsible
spacer
and

may
permit
front

bearing
cone
to
turn
on
drive

pinion
moreover
nut
becomes
loose