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