1977 DATSUN PICK-UP engine oil capacity

3

Jit
f
ng
valve

24

1

3

L
l

r

I
Js

I
i

ilr
t
pressure
6
when

shif
ing
from
3rd

to
2nd
at
D

range
Thus
the

throttle
of
line

pressure
6
reduces

the

shock

generated

fro
shifting

A

plug
in
the

SSV
left

end

readjust

the

throttle

piessu
e
I
6
which
varies

depending
on
the

engine
throttle
con

dition
to
a
throttle
pressure
19

suiled
to
the

sp
ed

change
control

Moreover
the

plug
is
a
valve
which

applies
line

P

esspre
13
in
lieu
of
the

throttle

pressure
to
the
SSV
and
the

FSV
when
kickdowri
is

performed

When
the
throttle

pressure
16
is

applied
to
the

left
side
of
this

plug

and
the

plug
is

epressed
toward
the

right
a

slight

space
is
formed
from
the

throttle

pressure
6
10

19
A

throt

tIepressu
19

w
1iFh
is
lower

by
the

pressure
loss

equivalent
to
this

space
is

rH

1

Pressure
Odifier
valve
PMV

I

Compared
to
the

operating

pressure

required
in

starting
th
vehicle
the

ppwer
trimsinitting
capacity
of
the

clutch
that
is

required
operating

pres

sure

may
be

lower
when
the
vehicle
is

once
started
When
the
line

pressure
is

retained
at

a

high
level

up
to

a

high

vehicle

speed
shock

gerieraled
from

the

shirring
increases
arid
the

oil

pump
loss
also
jncrdases
In
order
to

prevent
his
the
t

lrott
le

pressure
must

be
l

hanged
over

with
the

operation
of

the

governor
pressure
15
to
reduce

Ihe
line

pressure
The
PMV
is
used
for

this

purposc
Automatic

Transmission

generated
the

piessure
loss
is
adde
d
to

the

spring
force

and
the

plug
is
lhus

forced

back
from
the

right
to
the

left

When
this

pressure
19
increases
ex

cessively
the

plug
is
further

depressed

toward
the

left

space
from
the
lhrot

tle

pressure
19
to

the
drain
circuit

13

increases
and
the
throttle

press

ure

19
decreases
Thus
the

plug
is

balanced
imd
the
throttle

pressure

19
is

reduced
to
Ii
certain
value

against
the
throttle

pressure
6

Wheri

performing
kickdowri

the

SDV
moves
a

high
line

pressure
is

led

to
the
circuit

19
from
the
line

pressure
circuit

13
which
had

been

drained

the

plug
is
forced
toward
the

left

and
circuit

19
becomes

equal
to

the
line

pressure
13

I

W
15

I

A
TOgS

Fig
iT
13
2nd
3rd

shift
vallJe

I

When

the

governor
pressuie
IS

which
is

applied
to
the

right
side
of

the
PMV
is
low
the
valve
is
forced

toward

the

right
by
the
throttle

ines

sure
16

applied
to
the
area
differ

ence
of
the
value
and
the

spring
foice

and
t

he
circuit

from
circuit

16
to

circuit
18
is
closed
However
when

vehicle

speed
increases
andl
the

gaver

nor

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

throt

tle

pressure
16

toward
thc

right
the

valve
is

depressed
loward
the
lefi

and

the
throttle

pressure
is
led
from
circuit

AT

9
16
to
circuit

18
This
throttle

pressure
18
is

applied
to
the

top
of

the
PRV
and
the
force
of
the

line

pressure
source
7
is
reduced

Contra

rily
when

the
vehicle

speed
decreases

arid
the

governor

ipressure
15
de

creases
the

force
toward
the

fight

exceeds
ithe

governor
pressure
the

valve
is

forced
back
toward
the

right

and
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

tIiey
are

both
Tow
i

i
I
11

18
16

n

r

I

I

15

AT099

Fig
AT
14

Pre
ure

modifier
valve

Vacuum
thro
le
valve
VTV

The

vacuum
t
rottle
valve
is
a

regula
tor
valve

whiCh
uses
the
line

pressure
7

for
the

pressure
source

and

regulates
the

throttle

pressure
16

I

which
is

proportioned
t
the

force
of

the

vacuum

diaphragm
The
vacuum

dia

phragm
yories
depending
on
the

engine
throt
le

condition

negative

pressure
in
the

inta
e
line

When
the
line

pressure
7
is

ap

plied
to
the
bottom

through
the

valve

hole
and
the
v

a
ve
is

forced

upward

space
from
the
line

pressure
7
to
the

throttle

pressure
16
is
dosed
and

the

space
from
the
Ihrottle

pressure

16
to

the
drain
circuit
17
is
about

to

open
In

this

operation
the
throttle

pressure
16
becomes
lower
than

the

linep
s

ureY
btthe
p
e
sur

9
iv

alenl
of
the

loss
of

space
and
Ihe

force

depressing
tlie
rod
if
the

vaeuum

diaphragm
is

balanced
wit

Ii
thethrot

tie

pressure
16
a

pplied
upward
tOlthe

bottom

When
the

erigine

torque
is

high
Ihe

negative
pressure
in
the
intake
iirie

rises

tending
ioward

atmospheric

pressure
and
the
force
of
the
rod
to

depress
the
valve
increases
As
a
result

the
valve
is

depressed
downward
the

Automatic
Transmission

SERVICE
DATA
AND
SPECIFICATIONS

General

specifications
AfT

Torque
converter

Type

Stall

torque
ratio
Symmetrica13
element
I

stage

2

phase
torque
converter

2
0
I

Transmission

Type

Control
elements

Multiple
disc
clutch

Band
brake

Multiple
disc
brake

One

way
clutch

Gear
ratio

1st

2nd

3rd

Reverse
3

speed
forward
and

one
speed

reverse
with

planetary
gear
train

2

I

I

I

2

458

1458

1

000

2
182

Selector

positions
P
Park

R

Reverse

N
Neutral
Transmission
is

placed
in

neutral

Output
shaft
is

fIXed

Engine
can
be
started

Backward

running

Transmission
is
in

neutral

Engine
can
be

started

Up
or
downshifts

automatically
to

and
from
I

st
2nd
and

top

Fixed
at
2nd

Fixed
at
low

or
downshifts
from

2nd
o
Drive

2
2nd
lock

I
Lock

up

Oil

pump

Type
Internally
intermeshing
involute

gear
pump

Number
of

pump

Oil
Automatic
transmission
fluid

DEXRON

type

5
5

liters

SUU
s

qt
4Ulmp
qt

Approximately
2
7
liters

2UU
s

qt
2XIrnp

qt

in

torque
converter

Controlled

by
measuring
the

nega

tive

pressure
of
intake
manifold

and
the
revolution
of

output
shaft

Forced
lubrication

by
an
oil

pump

Water
cooled

by
a
circulation

type

auxiliary
cooler

located
at
the

radiator
Capacity

Hydraulic
control

system

Lubrication

system

Cooling
system

AT
59

Body
Electrical

System

RADIO

Noise

prevention

Position
vehicle
in
an

open
area

away
from
steel

buildings
run

engine
extend
antenna
to
its
maximum

length
set
volume

control

to
maximum
and
set
dial
at
a
medium

point
without

catching
broadcasting
wave

Condition

Ignition

system

Noise
occurs
when

engine
is

op

erated

Charging
system

Sound
of

alternating
current

pre

sents

When

accelerator

pedal
is

depressed

or

released
noise

presents

Supplement
equipment

When

engine
starts
noise

presents

Noise

still

presents
even
after

stop

ping
engine

Notes

a
Be
sure
to
locate

capacitor
as

close

as
to

noise
source
and
connect
in

parallel
Probable
cause
Corrective
action

High
tension
wire

Install
new

high
tension
wire

Ignition
coil
Install
a
0

51lF

capacitor
to

primary
side

terminal
of

ignition
coil

Note
Be

careful
not
to
install

capacitor
to

secondary
or

primary
breaker
side
other

wise

engine
becomes

improper

Install
bond

strap

Distributor
Secure
contact
of
carbon
electric

pole
and

rotor

Eliminate

sharp
tip
on

rotor

pole
or

cap
pole

by

scrubbing
with
a

screwdriver

Check

stagger
between
rotor

and
stator

Alternator
Install
a
0

51lF
capacitor
to

charging
termi

nalA

Note
Do

not

use
a
larger
capacitor

If

capacitor
is

installed
to
terminal
F

alternator
coil
will
be

damaged

Regulator
Install
a
0

51lF
capacitor
to
IGN
terminal

of

voltage
regulator

Operative
noise
of
water
tem

perature
and
fuel

gauges
Install
O

IIlF
capacitor
between
terminal
and

ground
wire

Note
If

a

capacitor
having
a

larger
capacity

is
used
indication
of

gauge
will
be
de

viated

b
Cut
lead
wire

as
short
as

possible

c

Ground
wire
should
be
attached
on

the

body

completely

d
Make
installation
and
connection
securely

e

Carefully
identify

or
OUT

mark
IN

BE
35

2

R

C7

c

L

PJJ

I

8

INSTALLATION

a
c
J

l
i
rp

To
install

compressor
reverse
the

order
of
removal
Observe
the

follow

ing
nhlJo
e
trorf
1001

vom
R

i
n3

Wheliqli
liiAniitg

fiil
l
in

pt
l

witlil
tiiel
sam
efuouiitITof

b11
1fasitlult

used

previously
v
d
rnl

2

Oil

capacity
new

compressor

O
910
1

owt
llllt
blj
f
H
w
s
013
5

rlT
s

0
111
boc

19
bB1rllo

bi2

qqll
no

e

l
bffik
kuanM
mpdi

x
of

Jli
oln

L
il
m
1IlffiiOrb

fler
ot
oldm

F
n

Cheo

f
undeF
r
n
al

1
aQ

r1tIU
Jt
t31
HClJI1
t
JIVU

i
rlUI

1o
ifm
ft
q
t

VI
31U
S
ltlod

bnM
UfO
l
W

kldf

CJiJi
ti

WIf
nl

L
llil
g

ncn
d

oressor

M
et

illpuntinl
botts
if

l9Wul
fb

i
l
fI
I
l

1Ttio
l

qqlJ

necessary
re

Ighten

I

d
210
Air

Conditioning

Tightening

torque

Flexible
hose
to

compressor

dl

t
kg
J
l

IQ

1

Tf
es

oriti
ra

Lbolts

IbP
fo
o15g

m
J

r
f6i
o
20
i
il

f

J

rt
I

r

aGket
engine

Dons
1
1

0

1
1
3
16

5

l11fd
1l

V

f

42
3
3U
llif

Yl

I
u

y
j

3
D
not

remove

IJgs
orflexibie

1i6
e
before

ready
for
immediate
use

4l
di

Wheniiinstallingccomptess
i
turn

it
serWfiPtiffies
SlOt

5
When

connecting
flexible

hose
to

9mPr
ssor

apD
v

a
coat
of
Hfresh

JU
UI

l1Il
t
2
JIUU
uOHltl
r
fl

compressor
0
1

to

fs
aHn
lurfaces
of

1n
1l11
JJ

J
f
PJU

Ht
UlUJ
jJ

joints

AC

26
5

1

Compressor
attachment

2

Compressor

3

Compressor
bracket

4
AHernator

5
Idler

pulley
bracket

AC745

Fig
AC
31

Removing
compressor

6
Evacuate

cooling
system
then
re

charge
with

refrigerant
Refer

to

Evacuating
and

Charging
System
under

l
r

Gen
efal

Servic
ectioo

f
iI
t

7
F

Whenever
remoV
J

compres
r

be
su
J

t8

C6itiu
t
Ua
t
st
make

idie

mV
i
1rJ

adjustril
rit
and

adjwt
beJf
tension

yv

1

r
Y

N
o
s

9

r
h

v

a

For

compressor
diive
belt

and

tOoling
fan
belt
tensions
refer

to

1
Ildlet

Yt
j
WI
c
S
t
q

b

Cheok

refrigerant

leakage
if

neces

sary
correct

dO
I
wl
Tw
l
rt

f
r2

iVl
2
i
l
n

U
l

bnu
1
1Z
2

gf

ign
rb

nojJ

2