1977 DATSUN PICK-UP clock

OPERATION

When
the

ignition
switch
turned

fully
clockwise
to
the
START

posi

tion

battery
current
flows

through

series

and
shunt

coils
of
the

solenoid

magnetizing
the

solenoid

The

plunger
is

pulled
into
the
solenoid

so
that

it

operates
the
shift
lever

to

move
the

drive

pinion
into

the

flywheel
ring
gear
Then
the

solenoid

switch

contacts
close
after
the

drive

pinion
is

partially
engaged
with
the

ring
gear

Closing
of
the

solenoid
switch

contacts
c
uses
the

motor
to
crank
the

engine
and
also
cut
out
the
series

coil
of

the
solenoid
the

magnetic

pull

of
the
shunt

coil

being
sufficient

to

hold
the

pinion
in

mesh
after
the

shifting
has
been

performed

After
the

engine
starts

running
the

driver

releases
the

ignition
key
and
it

automatically
returns
to
the

ON

posi

tion

The
torsion

spring
then

actuates
the

shift
lever

to

pull
the

pinion
which

allows
the

solenoid
swi

tch
contacts
to

open

Consequently
the

starting
mo

tor

stops
Engine
Electrical

System

I

I

Ring
gear

2

Shift
lever

guide

3
Armature

4

Battery

5
Field
coil

6

Stationary
contact

7
Monble

contactor

More

positive

meshing
and

demeshing
of

the

pinion
and
the

ring

gear
teeth
are

secured

by
means

of
the

overrunning
clutch
The

overruIUling

clutch

employs
a
shift

lever
to
slide

the

pinion

along
the

armature
shaft

EE
6
F

l
cp

o

r

1

I
I

W

m

EE274

8
Shunt
coil

9

Plunger

10

Ignition
switch

11

Series
coil

12
Torsion

spring

13

Shift
lever

14

Pinion

Fig
EE

7
Starting
motor
circuit

into
or

out
of

mesh
with
the

ring

gear

teeth
The

overrunning
clutch
is

de

signed
to
transmit

driving

torque
from

the
motor
armature

to
the

ring
gear

but

prevent
the

armature
from
over

running
after
the

engine
has
started

ADJUSTMENT

VOLTAGE
REGULATOR

When
regulating
voltage
as
meas

ured
above
deviates

from
rated
value

adjust
regulator
in

accordance
with
the

following
instructions

I

Inspect
contact
surface
and
if

rough
lightly
polish
with
fine

emery

paper
1
500
or
600

2
Measure
each

gap
and

adjust
if

necessary
Adjust
core

gap
and

point

gap
in
that
order
No

adjustment
is

required
for

yoke

gap

3

Adjusting
core

gap

Loosen
screw
4
mm
0
157
in

diameter
which
is
used
to
secure

contact
set
on

yoke
and
move
contact

upward
or
downward

properly
See

Figure
EE
49

Core

gap

0
6

to
1
0
mm

0
024
to
0
039
in

EE398

I
Contact

set

2
ThicknesJ
gauge

3
4

mm
0
157
in
dia
screw

4

Crosshead
Jcrewdriver

Fig
EE
49

AdjUJJting
core
gap
Engine
Electrical

System

4

Adjusting

point
gap

Loosen
screw
3

mm
O
lIS
in

diameter
used
to
secure

upper
con

tact
and
move

upper
contact

upward

or
downward
as

necessary
See

Figure

EE
50

Point

gap

035

to
0
45
mm

0
014

to
O
D1S
in

EE399

I
Thicknes

gauge

2
3
mm

0
118
in
dia

screw

3
Cro
Sshelld

screwdriver

4

Upper
contact

Fig
EE
50
Adjusting

point
gap

5

Adjusting
voltage

Adjust
regulating
voltage
as

follows

Loosen
lock
nut

securing

adjusting

screw
Turn
this
screw
clockwise
to

increase
or
counterclockwise
to

decrease

regulating
voltage
See

Figure
EE
5

J
CD

EE400

I

Wrench

2

Crosshead
screwdriver

3

Adjusting
screw

4
l
ock

nut

Fig
EE
51

AdjUJJting
rel
Ulating
voltage

CHARGE
RELAY

Nonna

relay
operating
voltage
is
S

to
IOV
as
measured
at
alternator
A

tenninal

Relay
itself
however

oper

ates
at
4
to
5V

Use
a
DC
voltmeter
and
set

up
a

circuit

as
shown
in

Figure
EE
52

Adjust
charge

relay
in

the
same

manner
as
that
for

voltage
regulator

L

Connect

positive
tenninal
of
voltmeter
to

regulator
lead
connector
N
tenninal
with

negative
terminal

grounded

2
Start

engine
and

keep
it

idle

3
Take
voltmeter

reading

o
Volt

I
Check
for

continuity
be

tween
terminals
of
re

gulator
and
alternator

2
Alternator
circuit

inopera

tive
if

continuity
exists
Below
5
2
Volts

Charge
warning
lamp
on

I
Check
fan
belt
tension

2
If
correct
remove

regulator

and

adjust
as

necessary
Over
5

2
Volts

Charge
warning
lamp
on

Charge
relay
coil
or
contact

points
out
of
order

Replace
regulator

Over
5
2
Volts

Charge
warning
lamp
off

Charge
relay
assembly
is
in

good
condition

EE
23

Engine
Electrical

System

SERVICE
DATA
AND
SPECIFICATIONS

D4A4

06
D4A4
07

Type
D4A6
07
D4A6
08

Firing
order
1
3
4
2
13
4
2

Rotating
direction
Counterclockwise
Counterclockwise

Owen

angle
degree
490
to
550
490

to
550

Point

gap
mm
in
0

45
to
0

55
0
45
to
0
55

0
018
to

0
022
0
018
to
0

022

Point

pressure
kg
lb
0
40

to
0
55
0
40
to
0
55

0

88
to
1

21
0
88
to
1
21

Condenser

capacity
JlF
0
20

to
0
24
0
20

to
0
24

Condenser
isolate
resistance
Mrl
5
5

Cap
isolate
resistance
Mrl
50
50

Rotor
head
isolate
resistance
Mrl
50
50

Cap
carbon

point
length
mm
in
10

0
39
10
0
39

For
Canada

DISTRIBUTOR
California
models

CONSTRUCTION

CHECKING
AND
ADJUSTMENT

CAP
AND

ROTOR
HEAD

AIR

GAP

CONSTRUCTION

In
the
conventional
distributor
the

ignition
liming
is

detected

by
the
cam

and
breaker
arm
while
in
this
transis

tor

ignition
unit
it
is

detected

by
the

reluctor
on
the
shaft
and
the

pick
up

coil

provided
in

place
of
the
breaker

The

pick
up
coil
consists
of
a

magnet

coil
etc
The
amount
of

magnetic
flux

passing
through
the

pole
piece
in
the

coil
is

changed
at
the

moment
the

pole
CONTENTS

EE
33

EE
33

EE
33

EE
33
ADVANCE
MECHANISMS

DISASSEMBLY

ASSEMBLY

SERVICE
DATA
AND
SPECIFICATIONS
EE
33

EE
35

EE
35

EE
36

piece
faces
the

protrusion
of
the

re

luctor

and
then
the
electrical

signal
is

genera
ted
in
the

pick
up
coil

This
electric
signal
is

conducted

into

the
transistor

ignition
unit
which

in

turn
breaks
tI
e

primary
coil
current

running
through
the

ignition
coil
and

generates

high
voltage
in
the

secondary

winding
Also
this
transistor

ignition

EE
33
unit

utilizes
this
electric

signal
to

restore
the

primary
coil
to
the

original

state
after

cutting
off
the

primary

current
for
a
fIXed
time

The

centrifugal
and
vacuum
ad

vance
mechanisms

employ
the
con

ventional
mechanical

type
The
con

tactor
is
used
to
eliminate
vacuum

and

centrifugal
advance

hysteresis

I

EE299

Fig
EE
74

Driving
in
roll

pin
Engine
Electrical

System

4

Apply
grease
to
the

top
of
rotor

shaft
as

required

5

Check
the

operation
of

governor

before

installing
distributor
on

engine

6

Adjust
ignition
timing
after

distri

butor
is
installed

on

engine

SERVICE

DATA
AND
SPECIFICATIONS

Type

Firing
order

Rotating
direction

Duty

Air

gap
mm
in

MU

Cap
insulation
resistance

Rotor
head

insulation
resistance
MU

Cap
carbon

point
length
mm
in
D4F4
03
D4F4
04

1
3
4

2

Counterclockwise

70
20
to
40
at

idling

0
2
to
0
4
O

OOS
to
0

016

More
than
50

More
than
50

10
0
39

TRANSISTOR

IGNITION
UNIT

California
models

DESCRIPTION

TRANSISTOR
IGNITION
UNIT

REMOVAL
AND

INSTALLATION

INSPECTION

1
POWER

SUPPLY
WI

RING
AND

BATTERY

CHECK

DESCRIPTION

TRANSISTOR

IGNITION

UNIT

The
transistor

ignition
unit

provides

the

following
functions

L
It

makes
and
breaks
the
electric

current
in

the

primacy
circuit

of
the

ignition
coil
2

CONTINUITY
CHECK

OF
PRIMARY

CIRCUIT

3

PICK
UP

COIL
CONTINUITY
CHECK

4
PICK
UP
COIL
POWER

SIGNAL

PULSE

CHECK

5
TRANSISTOR

IGNITION
UNIT
CHECK
CONTENTS

EE

36

EE

36

EE
37

EE
37

EE
37

2

The

duty
control

circuit
sets
the

rate
of
make

and
break
within

one

cycle
i
e

this

maintains

good

ignition

characteristics
of

engine
from
low

speed
to

high
speed
and
is

equal
to

the

dweU

angle
in

the

conventional

breaker

type
distributor

3

A

preventive
circuit

against
lock

EE
36
EE
36

EE
38

EE
38

EE
39

ing
is

provided
This

cuts
off
the

prilnaCY
electric
current
in

the

ignition

coil
when
the

ignition
switch
is

turned

on
with
the

engine
not

running

Each

component
part
of
this
unit

is

highly
reliable
however

should

any

part
be
found

faulty
the
entire
assem

bly
must
be

replaced

R
RANGE
REVERSE

In
R

range
the

front
clutch
and

the
low
and
reverse
brake
are

applied

The

power
flow
is

through
the

input

shaft
front
clutch
and

connecting

shell
to
the

sun

gear
Clockwise
rota

tion
of
the
sun

gear
causes
counter

clockwise
rotation
of
the

rear

planeta

ry
gears
With
the

connecting
drum

held

stationary
by
the
low
and

reverse

brake
the
rear

planetary
gears
rotate

the
rear
internal

gear
and
drive
the

flange
counterclockwise
The

rear

drive

flange
splined
to
the

output
shaft

rotates
the

output
shaft
counterclock

wise
at
a

reduced

speed
with
an

increase
in

torque
for
reverse

gear
Automatic
Transmission

R

Fig
AT

26
Power

tranamis
ion

during
R

range

m
i

1

A
TOBS

Fig
A
T
21

Optrationof
each
mechanism

during
R

range

When
the
manual
valve

V
is

posi

Clutch
Low

Band
servo
One

tioned
at

R

range
the
oil

having
the
Gear

Partina

Ranae
re
ne

way

line

pressure
7
is

directed
to
line
ralio

Front
Rear

brake
Openlion
Relulie

clutch
plwl

pressure
circuits
5

and
6
The

pressure
in
the
circuit
5
actuates
the
Park
on
on

low
and
reverse

brake
after

being
Ruene
2
182
on
on
on

introduced

into
line

pressure
circuit

Neutral

12

through
the
I

st
2nd
shift
valve

ID
The

pressure
in

the
circuit

op
DI
Low
2
458
on
on

erates
the
release
side
of
the
band

servo
and
the
front
c1u
tch
after

being
Driowe
D2
Second
1
458
on
on

led
to
line

pressure
circuit
0
D3

Top
1
000
on
on
on

through
the
2nd
3rd
shift
valve

@

2
Second
1
458

The
throttle

pressure
I
6
and
the
line
on
on

pressure
6
which

vary
with
the

12
Second
S8
on
on

degree
of
accelerator

pedal
depression

II
Low
2
458

both
act
the

pressure
regulator
on

on

on

valve

CD
and

press

against
its
valve

CD

increasing
line

pressure
7
In
Rn

range
the

governor

pressure
is
absent

making
all

such
valves
as
the
1st
2nd

shift
valve

ID
lnd
3rd
shift

valvc

@
and

pressurc
modifier
valve

inoperative

AT16

Automatic
Transmission

R
RANGE
REVERSE

R

In
R

range
the

front
dutch
and

the
low
and

reverse
brake
are

applied

The

power
flow
is

through
the

input

shaft
front
clutch
and

connecting

shell
to

the
sun

gear
Clockwise
rota

tion

of
the

sun

gear
causes
counter

clockwise
rotation
of
the
rear

planeta

ry

gears
With
the

connecting
drum

held

Slationary
by
the
low
and
reverse

brake
the
rear

planetary
gears
rotate

the
rear
internal

gear
and
drive
the

flange
counterclockwise
The
rear

drive

flange
splined
to
the

output
shaft

rotates
the

output
shaft
counterclock

wise
at

a
reduced

speed
with
an

increase
in

torque
for
reverse

gear

f

When
Ihe
manual
valve

CV
is

posi

tioned
at
R

range
Ihe
oil

having
Ihe

line

pressure
7
is

directed
to

line

pressure
circuits
5
and

6
The

pressure
in

the
circuit
5
actuates
the

low
and
reverse
brake
after

being

introduced
into
line

pressure
circuit

12

through
the
I
st

2nd
shift
valve

@
The

pressure
in
Ihe

circuit

op

erates
the
release
side
of
the
band

servo
and

the
front
clutch
after

being

led
to

line

pressure
circuit

10

through
the
2nd
3rd
shift
valve

@

The
throtlle

pressure
16
and
the
line

pressure
6

which

vary
with
the

degree
of
acceJerator

pedal
depression

both
act

on
the

prcssure
regulator

valve

CD
and

press

against
its
valve

CD

increasing
line

pressure
7
In
R

range
the

governor

pressure
is
absent

making
all
slldl

valves
as
the
J
SI

2nd

shift
valve

@
2nd
3rd
shift
valvc

@
and

pressure
modifier
valve

j

inoperative
C

Fig
AT

26
Power

transmi
ion

during
R

range

A
TOS5

Fig
AT
27

Operation
attach
mechanism

during
R

range

G
Clutch
Low
A

Band
servo
One

Parkin

Ran
no
wa

plwl
ratio

Front
Rear

brake

Operllioo
Rdr
ue

clutch

k
on
on

Revctte
1
181
on
on
on

Neutnl

DI
Low
1
418
on
on

Driw
D2
Second
1
458
on
on

DJ

Top
1
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
16

D
RANGE
LOW
GEAR
Automatic

Transmission

The
low

gear
in
D

range
is

somewhat
different

from
that
in
I

range

The
rear

c1utdl
is

applied
as
III

I

range
but

the
one

way
clutch

holds

the

connecting
drum
The

power

now
is

the
same
as
in
1

J
range
That

is

the

power
now
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
Ihe

rear
clutch
drives
the

rear
clutch
hub

and
front
internal

gear

The
front
internal

gear
rotales
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

rear

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

the

flange

clockwise
The

internal
drive

flange
is

splined
to
the

outpul
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

l
2

and
3

The

pressure
in

the
circuit
I

acluates
the
rear

clutch
and
the

gover

nor
and
al
the

same
time

operates
the

1st

2nd
shift

valve

CID
to

change
the

speed
The

circuit
2

leads
to

the

second
lock

valve

@
The

circuit
3

actuates

the
2nd
3rd
shift

valve

@

for

the
2nd
3rd

speed

change
and

at
the
same

lime
locks
the

second

lock
valve

@

The

throttle

pressure
16
which

changes
with
the

degree
of
accelerator

pedal

depression

presses
Ihe

pressure

regulator
valve

CD
and

increases
the

line

pressure
7

When

Ihe

speed
of

the

vehicle
has

increased
the

governor

pressure
15

introduced
from

the
line

pressure
circuit
I

actuates
the

I

SI
2nd

shift
valve

CID
2nd
3rd

shift

valve

@
and

pressure
modifier

valve

ID
When
the

governor

pressure

is

high
the

pressure
modifier
valve

ID

acls
in

such
a

direction
as

to

compress

the

spring
and

the

throttle

pressure
is

led
to
the

throttle

pressure
18
This
ATOSO

Fig
AT
30
Power

transmission

during
D

J

range

liIIl

I
IW
L

AT08l

Fig
AT
31

Operation
of
each
mechanism

during
VJ

range

Clutch
low
Band
servo
On

Parking
Cur

Ran
Rllelle

way

pawl
ratio

Front
Rur

brake
Operation
Rekase

ch
lch

Park
on

on

RellerK
2
t82
on
on
on

Neutral

01
low
2
S8
on
on

Orivt
02
Second

1
458
on
on

OJ

Top
1000
on

on
on
on

2
Second
1
458
on
00

t2
Second
1
458
on
on

t

tt
low
2
458
on
on

pressure
acts

against
the
force

of
the

spring
of

the

pressure

regulator
valve

CD
and

also

against
the

throttle

pres

sure

16
thus

lowering
the
line

pres

sure
7

The

governor

pressure
also
increases

with
the

speed
of
Ihe

vehicle

exerting

a

pressure
on

one
side
of

the

lst
2nd
shift
valve

and
counter

acts

the
Ihrottle

pressure
19

line

pressure

AT
20
l
and
the

spring
which

are

exerting

against

t
1e
governor

pressure
There

fore
when

the

governor

pressure
ex

ceeds

Ihis

pressure
the

speed
is

shifted

from

the
I
st

gear
to

the
2nd

gear

The
further
the

accelerator

pedal
is

depressed
the

higher
becomes

the

throttle

pressure
19

increasing
the

governor
pressure
and

shifting
the

speed
change
point
to

the

higher
side

D
RANGE
2ND
GEAR
Automatic
Transmission

t
In
this
case
the

rear

c1ut
h

IS

applied
and
the
band
brake

holds
the

fronl

dUh
h
drum
the

connecting

shell
and
the
sun

gear
from

rotating

The

power
flow
lakes

place
through

the

input
shaft
into
the

rear
clutch

and

the
front
internal

gear
With
the
sun

gear
held

stationary
the
front

planeta

ry
gears
rotate

around
the

sun

gear

carrying
the
front

planet
carrier

with

them
The
fronl

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

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
I
st

gear
the

st
2nd
shift

valve

ID
moves
allow

ing
the
line

pressure
I
to
be
intro

duced
into
the
line

pressure
8

Ihrough
itself
The
line

pressure
8
is

further
led
to

the
line

pressure
9

through
the
second
lock
valve

@
and

by
locking
the
band
servo

obtains
the

2nd

gear
condition
Fig
AT
33

Power
transmission

during
Dz

range

A

T079

Fig
AT
34

Operation
of
each
mechanism

during
D

range

Clutch
Low

Band
servo
On

Patking

G

Range
reverse
w

pawl

ratio

Fronl
Rur
brake
Optrltion
Release

clutch

PlIk
on
on

Revtne
2
182
on
on
on

Neutral

01
Low
2
4S8
on
on

Drive
02
Second
1
4S8
on
on

OJ

Top
1
000
on
on
on
on

2
Second
1
4S8
on
on

12
Second
1
4S8
on
on

1

II
Low
2
4S8
on
on

AT
22