1977 DATSUN PICK-UP ESP

plate
The

parking
rod

pin
operates
the

rod
at
p

range
and

operates
the

mechanical

lock

system

The

above
described
manual
shaft
is

further

equipped
with

an
inhibitor

switch
A

rotor

inside
the

inhibitor

switch

rotates
in

response
to
each

range
When
tne

range
is

selected
at

p
or

N
the
rotor

closes
the

starter

magnet
circuit

so
that
the

engine
can
be
started
When
the

range

is

selected
at
R
the
rolor
closes
the

back

up

lamp
circuit
and
the
back

up

lamp

lights

CD

1
Manual

pia
te

2
Inhibitor

switch
ATOB7

Parking
rod

Manual
shaft

Fig
AT
4

Manual

linkage

VACUUM

DIAPHRAGM

The

vacuum

diaphragm
is

installed

on
the
left

center

portio
n
of
the

transmission

case
The

internal
con

struction
of
the

vacuum

diaphragm
is

as
follows

A
rubber

diaphragm
forms
a

parti

tion
in
the

center
The

engine
intake

manifold

negative
pressure

l
led

through
a

vacuum
tube
and

spring

force
is

applied
to
the
front
surfaceof

the
rubber

diaphragm
while

atmos

pheric

pressure
is

applied
to
the
back

surface
The
difference

between

pres

sure

applied
to
the
front
and
ba
K

I

surfaces
causes
a

vacuum
reactIOn

which
activates
the
throttle
valve
of

the
control
valve
inside
the
transrhis

sion

case

Wheri
accelerator

pedal
is

fully
de

pressed
and
the
buretor
is

fU

IIy

opened
but
th

engirie

sp
eed
is

not

suificientl
increased
the

manifold

negative
plre
sure
lowers

Le
tends

towards

atmospheric

pressure
and
the
Automatic

Transmission

vacuum
reaction
increases
since

the

flow

velocity
of
mixture
inside
the

intake
m
mifold
is
slow

Contrarily

when
the

engine
speed
increases
and

the
flow

velocity
of
the

mixture
in

creases
or

when
the
carburetor

is

closed

the
manifold

negative

pressure

increases
Le
tends

towards
vacuum

and
the

vacuum
reaction
is

reduced

Thus
a

signal
to

genera
Ie

hydraulic

pressure
P
rfe

tly
suited
to
the

engine

loading
at

trye
control
valve
is

trans

mitted
from
the
vacuum

diaphragm

and
the
most
suitable

timing
for

speed

change
and
lin
e

pressure
is
obtaine

so

that
the

most

proper
torque
capacity

is

obtained

against
the

transmitting

torque

To
inl
lkc

manifold

AT088

Fig
AT
5
Vacuum

diaphragm

DOWNSHIFT

SOLENOID

T
e

downshift
solenoid
is

of
a

magnetic
type
installed
on

the
left
re
r

portion
of
the
transmission

case
When

a
driver

requires

accelerating
power

and

dePresses
the

accelerator

pedal

down

to
the

stopper
a
kickdown

switch

19ca
ted
in
the

middle
of

the

accelerator

link
is

depressed

by
a

push

rod
he

kickdown
switch

doses
cur

rent
flows
to

the
solenoid

the
sole

noid

push
rod
is

depressed
the
down

shift
valve
of
the

control
valvc
insidc

the

transmi
ssion

case
is

depressed
nd

the

speed
is

changed
forcedly
fmm

3rd
to
2nd
within
a
cerlaill

vehi

cle

speed
limit

Note
Since
theki

kdown
switch

closes
when
the
accelerator

pedal
is

d

epr
ssed
from

7

i
t
I
S
I
6

of
tiie

whole

stroke
the
a
ccel
rator

ped
1

should

be
correctly

adjusted
so
as

arf

rd
a

omplete
stro

e
I

The

arrangement
of
the
swit

h

wries

ccording
m

eI

AT

S
c
C

r
11
I

Kickdown

h

switch

Dowri

shift
solenoid

AT089

Fig
AT
6

Downshifl80lenoid

GOVERNER

VALVE

The

primary
and

secondary

gover

nor
valves
are
installed

separately
on

the

back
of
the
oil
distributor

on
the

transmission

outp
t

sha
ft

tn

y
op

erate

al
the
same

speed
as
th
ar

iJf
tile

output
shaft
thai
is

they
operate
at

a

speed
in

proportion
10

the
vehicle

speed
The
line

press
retis

applied
to

those
valves

s
the

input
from
the

control

valve

through
the

transmission

case
rear

flange
and
oil
distributor

The

governor

pressure
in

proportion

to
the

ouiput
shaft

speed
vehicle

speed
is

led
to
the
shift
valve
ofthe

control
valve

through
the

opposite

route
of
the

output
In

this
manner

speed
change
and
line

pressure
are

controlled

Operation
of

secondary

governor
valve

T
e

secon

ary
valve

is
a

contro

valve

Y
hich
receives

line

pressure

an

cqQ
rols
the

governor

pressu
e

When
the
manual

valve
is
selected

at
D
2

or
l

range
line

pressure

is

applied
t
the
ri

g
sh

aped
area
of

this
valve
from
circuit
I

l
and
this

I

v

Jy
is

depressed
lOW
jr
tI
c

fer

Movemcnt

of
this
valvl
III
a
cr

in

positillll
doses
the
dr
uit

from

Olto

15
while

simultaneously

making
a

sr
rronl
IS
to
Iii
center

d
niin

port
and

press
re

in
tllc
ci
rJ

it

l5j
is

lowered

When

thc
vehicle
is

stopped
1
d

the

cenlrifugal
force
of
this
valve
is
zero

the
v
lve

is
balanced
At
this

poini
a

govcr
lOr

pressurc
y
hich

bal
i1
nced

with

th

spr
ng
force

occurs
on
IS

Wh
n

thc
vehicle
is

st
rted
nd

the

centrifugal

fqr
incre

ses
this
valve

movcs

slightly
10

Ihc
oUlSide
and

as

the

space
from
I

to
IS
increases

space
from
15
to
the

drain

port

simultaneously
decreases
As
a

resull

governor
pressure
of

15
increases

and
the

governor
pressure
is
balanced

with
the
sum
of

centrifugal
force
and

spring
force
The
governor

pressure

thus
changes
in

response
to
the
vehicle

speed
change
centrifugal
force

Operation
of

prlmar

governor
valve

The
valve
is

an
ON
OFF

valve

which
closes
the

governor

pressure

IS

regulated
by
the

secondary

gover

nor
valve
when
the
vehicle
reaches
the

minimum

speed
and
when
the
vehicle

speed
exceeds
a
certain

level
the

governor
opens
and
forwards

the

gov

ernor

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
Ihe

center

and
the

groove
to
15
is
closed
since

the

governor
pressure
applied
to
the

ring

shaped
area
is

higher
than
the

centrifugal
force
of
this
valve
When

the

governor
speed
exceeds
a
certain

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
circuil
5

Two
different
valves
are

employed

in

the

governor
so
that
it
will
inde

pendently
control
the

speed
at

high

and
low

speeds
That
is
within
the
low

speed

range
the

governor

pressure
is

not

generated
because
of
the

primary

valve
whereas
at
the

high
speed
range

above
the

breaking
point

governor

pressure
is

regulated
by
the

secondary

valve

The

breaking
point
is
the

point
at

which

the
function
of

one
of
the

governor
is
transferred
to

the
other

as
the

speed
changes
from
the

low

speed
to
the

high

speed
range
Automatic
Transmission

To
onlml

valve

l
Governor

pre
S1I
1I5
j

I

Q
J
J

f
1

1

CID

l

l
m

Line

pressure
t
D@

I

Primary
governor

2
Secondary

governor

3
Governor
valve

body
AT090

4

Oil
di
lributor

5

Output
sh
lft

Fig
AT
7
Cr05s
sectionallliew

of

governor

CONTROL

VALVE
ASSEMBLY
Ai09

Fig
AT

S

Output
shaft
with

oil

distributor
and

overnor

r

@

@
0

aBUlllI8

iUQlli
V

JlAU

I
Oil
distributor

2
Governor
nlve

body
A

T092

3

Primary
governor

valve

4

Secondary
governol

valve

Fig
A
T

9

Exploded
view

of
governor

Flow

cbar
of

control
valve

system

Oil
from

pump

Regulator
valve

1

I
i

j

Throttle
valve

I
I
l

Manual
valve
I

I

I

I

I

I

I

L

n
L

j
Speed
change

valve
I

I

t

t

I

I

I

I

I

I
Governor
I

I
valve

I

I

I

L
L

1
II
Auxiliary
valve

Line

pressure

j
Clutch
and
brake

The
control
valve

assembly
receives

oil
from
the

pump
and
individual

signals
from
the
vacuum

diaphragm

and
transmits
the
individual

line

pres

sures
to
the

transmission
friction
ele

ment

torque
converter
circuit
and

lubricating
system
circuit
as

outputs

More

specifically
the
oil
from
the
oil

pump
is

regulated
by
the

regulator

valve
as
line

pressure
build

up
the
line

pressure
is

fed
out
from

the
control

valve

assembly
through
various

direc

AT
6
tion

changeover
valves

including
ON

OFF
valve
and

regulator
valves
are

newly
reformed
to
a
throllle

system

oil

pressure
and

operate
other
valves

Finally
the
line

pressure
is

transmilled

to

the

required
dutch
or

brake
servo

pisJon
unit
in

response
to
the
individu

af

running
conditions
after
re

ejving

signals
from
the

va
uum

diaphragm

downshift
solenoid

governor
V
dlvc

and
or
manual

linkage

1st

2nd
shift

valve
FSV

The

FSV
is
a

transfer
valve
which

shifts

gears
from

low
to

second
When

Ihe
vehicle
is

stopped
the

FSV
is

depressed
to

the

right
side

by
force
of

a

spring
located
on
the

left
side

putting
the

FSV
is
in
the

low

position

When
vehicle

speed
increases
the

governor

pressure
15
is

applied
to

Ihe

right
side
of

the
FSV
and
the
FSV

is
forced

toward
the
left

Contrarily

the
line

pressure
I

togelher
with
the

spring
force
force

the
FSV

toward
the

right

opposing
the

governor

pressure

15

When
the

vehide

speed
exceeds
a

certain
level

the

governor
pressure

15
exceeds
the
sum
of
the

throttle

pressure
and
Ihe

spring
force
and
the

FSV
is

forced
toward
the
left

When
the
FSV
is

depressed
10
a

certain

position
the

lire
pressure
I

is

closed
and

only
the

spring

depresses

the

FSV
toward
the

right
and
it
is

depressed
to

the
end
for

a
moment
As

a

resull
the

line

p
ressure

lJ
is
for

warded

to
8
the
band

servo
is

engaged

through
the
SLY

and
the

speed
is
shifted
to
2nd

With
the

accelerator

pedal

depressed
the
FSV

remains
iIi

the
Low

position
unless

the

governor
pressure
IS
increases

to

a

high
leVel

corresponding
to
the
line

pressure
I
since

the

line
pressure

I

increase
when
the
accelerator

pedal
is

depresse9

Contrarily
when

vehicle

speed
de

creases

the

governor

pressure
15

decrease
Howeve
f

the

gear
is
not

shifted
to

Low

nless
the

governor

pressure
15
becomes

zero
since

the

force

depressing
the
FSV
toward
the

right
is

being
delivered

only
by
the

spring

Low
in

range
I
is
led
to

the

low
and
reverse

clutch
from
line

pres

sure
5

through
line

prbssure
12

2nd
is
simultaneousi

y
led
to

the
ieft

end

spring
unit

Consequently
al

thougp
the

goverflor
pressure
in

creases

the
valve
is
still
forced
toward

the

right
and
the
SFV
is

fixedjn
the

Low

position
When
kicked
down
to

the
2nd

speed
the
SDV

operates

and

the
line

pressure
13
forces
the

FSV

toward
the

right
Although
the
Automatic
Transmission

governor
pressure
15
is

considerably

high
the
valve
is

forced

completely

toward

the

right
and
the

FSV
is

returned
to
the

Low

position
This

operation
is

alled

Kickdown
shift

15

j

13

1

c5

I

0

t

r

I

I

q
1

AT091

Fig
AT
12

lsl
2nd

shift
valve

2nd
3rd

shift
valve
SSV

The

SSV
is

a
transfer
valve

which

shifts

gears
from

2nd
to

3rd

When
the
vehicle
is

stopped
the
SSV

is

forced
toward

the

right
by
the

spring
and
is
in
the

2nd

position
It

is

so

design
d
however

that
the
FSV

can

decide
to
shift

either
to

Low
or

2nd

When

the
vehicle

is

running
the

governor
pressure
15
is

applied
to

the
right
end
surface

and
th
SSV
is

forced

toward
the
left

Contrarily
the

Spri
l
force

line

pressure
3

and

throttle

press
re
19
force
the

SSV

toward
the

right

When
vehicle

speed
exceeds
a
cee

tain

level
the

governor

pressure
sur

passes
the
sum
of
the

spring
force
line

pressure
and
throttle

pressure
and
the

valve
is
forced
toward

the
left
The

line

pressure
3
is

then
closed
Con

sequently
the
forces

being
rapjdly

unbalanced
the
force

depressing
the

SSV
toward
the

right
decreases
and

thus
the
SSV
is

depressed
to

the
l

ft

end
for
a
moment

With
Ihe

SSV

depressed
toward
the

left
end
lhe

line

pressure
3

is
connected
with

the
line

pressure
10

the
band
servo
is
re

leased
the
front

clutch
is

engaged
and

AT
8
speed
is
shifted
to

3rd

When
the

accelerator

pedJI
is

de

prcssed
both
the

line

pressure
3
and

the

throttle

pressure
19

are

high
allll

the

SSV
is
thus

retained
in
nd

unless
the

governor

pressure
15

ex

ceeds
the

line

pressure
3
and

the

throttle

pressure
19

In
the

3rd

position
force

de

pressing
ihe
SSV

toward
the

right
is

retained

only

by
the

throttle

pressure

16
and

the
throttle

pressure
16

is

slightly
Idwer

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

lower

speed

Shifting
from
3rd
to

2nd

occurs
at
a

speed
slightly
lower

than
that

for
2nd
to
3rd

shifting

When
kicked
down
at
3rd

line

pressure
13
is

led
from
the
SDV
and

the

SSV
is
forced

toward
the

right

Although
the

governor
pres
ure
is

con

siderably
high
the
valve
is
forced

completely
loward
the

right
and
tht

SSV
is

thus
returned
to
2nd

posi

tion

fhis

operation
is
called
K
cli

down
shift

When

the
shift
iever
is

shifted
to

2

or
I

range
at
the
3rd

speed

the
line

pressure
3
if
diained

at
the

MNV

Consequently
the

front
clutch

and
band
servo

releasing
oils

are

drained
As
a
result

the
transmission
is

shifted
to
2nd
or
low

speed
ai

though
the

SSV
is
in

the
3rd

posi

tion

When
the

specd
IS

shifted
io

the

3r
1
a
one

way
orifice
24

on
the

topof
the
SSV
relieves
oil

transmitting

velocity
from
the
line

pressure
3
to

the
line

pressure
10
and
reduces

the

shock

generated
fioni

the

shifting

Contrarily
when
the
lever
is
shifted

to
2
or
I

range
and
the

speed
is

shifted
from
3rd
to
the
2nd
the

orifice

checking
valve

spring
24
is

depressed
the
throttle

becomes
in

effective

the
line

pressure

10
is

drained

quickly
and

delay
in

shifting

speeds
is

thus
eliminated

The
throttle
of
line

pressure
6

transmits
Hie

oil

transmitting

velocity

from
line

pressure
6
to
line

pressurc

10
wtien
the

lever
is
shifted
to
the

R

range
and
transmits
drain
veloci

ty
from
line

pressure
10
to
line

2nd
3rd
timln
valve
TMV

This
valve
is
a
transfer

valve
which

switches
the

by

pass
circuit
of
the

orifice
22
in
the
front
clutch

pres

sure
circuit

II
in

response
to
vehicle

speed
and
throttle
condition
A
force

created
when
the

governor
pressure

IS
is

applied
to

the
bottom
of

the

TMV

constitutes
the

upward
force

and

a
force

created
when
the

spring

force
and
the
throttle

pressure
are

applied
to
the

top
of
the
TMV
consti

tutes
the
downward

force

When
the
throttle

pressure
16
is

lower
than
the

governor

pressure
IS
Automatic
Transmission

the

upward
force
exceeds
the
down

ward
force
the

valve
is
locked

upward

and

passage
from

circuit
l0
2nd

from
the

Top
to

circuit
II

is

closed

Consequently
the
line

pressure

10
is

led
to

the
front
clutch

circuit

II

through
the
orifice
22

and
the

oil

pressure
is
thus

transmitted

slowly

However
under
normal

shifting
the

throttle

pressure
16
has
a

pressure

exceeding
a
certain

level
and
the

downward
force
e
xceeds
the

upward

force
As

a
result
the
valve
is

locked

downward
the

passage
from

circuit

10
to
circuit

II
is

opened
and
the

orifice
22
is

bypassed

ATll
AT104

Fig
JlT
19
2nd
3rd

timing
valve

In

these
cases
the

transmission
must

be

repaired

Notes

a
In

checking
oil

level
use

special

paper
cloth
to
handle
the
level

gauge
and
be
careful
not
to
let
the

scraps
of

paper
and
cloth
stick
to

the

gauge

b
Insert
the

gauge
fully
and
take
it

out

quickly
before

splashing
oil

adheres
to
the

gauge
Then
observe

the
level

c
Use
automatic
transmission
fluid

having
DEXRON
identifications

only
in
the
3N71B
automatic
trans

mission

d

Pay
attention
because
the
oil
to
be

used
differs
from
that
used
in

the

Nissan
Full
Automatic
TranSJTIis

sion
3N71A
Never
mix
the
oils

INSPECTION
AND
REPAIR

OF
OIL
LEAKAGE

When
oil

leakage
takes

place
the

portion
near
the

leakage
is
covered

with
oil

presenting
difficulty
in

detecting
the

spot
Therefore
the

places
where
oil
seals
and

gaskets
are

equipped
are
enumerated
below

11
Converter

housing

Rubber

ring
of
oil

pump
housing

Oil
seal
of
oil

pump
housing

Oil
seal
of

engine
crankshaft

Bolts
of
converter

housing
to
case

2
Trarismission
and
rear
extension

Junction
of
transm
ss
ion

and
rear

extension
J

Oil
cooler
tube
connectors

Oil

pan

Oil

pressure
inspection
holes
Refer

to

Figure
AT
il2

Mounting
portion
of
vacuum
dia

phragm
and
downshift
solenoid

Breather
and
oil

charging
pipe

Speedometer
pinion
sleeve

Oil
se
l
of
rear
extension

To

exactly
locate
the

place
of
oil

leaka
le
proceed
as
follows

Place
the
vehicle
in

a

pit
and

by

sampling
the
leaked
oil
determine
if
it

is
the

torque
converter
oil
The

torque

converter
oil
has
a
color
like
r
d
wine

So
it
is

easily

distinguished
from

engine

oil
or

gear
oil
Automatic
rransmission

Wipe
off
the

leaking
oil
and
dust

and
deiecl
the

spol
of
oil

eakage

l
se

nonflammable

organic
solve
t
s
ch
as

carbon
tetrachloride
for

wiping

Raise

the
oil

tcmperalure
by

op

erating
the

engine
and

shift
the
lever

to
D
to
increase

the
oil

pressure

The

spot
of
oil

lcakage
will
then
be

found
more

easily

Note
As
oil

leakage
from
the
breaih

er
does
not
take

place
except
when

running
at

high
speed
it
is

impos

sible
to
locate
this

leakage
with

vehicle

stationary

CHECKING
ENGINE
IDLING

REVOLUTION

The

engine
idling
revolution
should

be

properly
adjusted

If
the

engine
revolution
is

too
low

the

engine
does
not

operate
smoothly

and
if
too

high
a

strong
shock
or

creep
develops
when

changing
over

from
N
to
D
or

R

CHECKING
AND
ADJUSTING

KICK

DOWN

SWITCH
AND

DOWNSHIFT

SOLENOID

When

the
kickdown

operation
is

not

made

properly
or
the

speed
chang

ing
point
s
too

high
check
the
kick

down
switch
downshift
solenoid
and

wiring
between
them
When
the

igni

li
n

key
is

pqsitioned
a
t

the
I

st

stage

nd
the
accelerator

pedal
is

depressed

deeply
the
switch
contact
should
be

closed
and
the
solenoid
should
click
If

it
does
not
click
it
indicates
a
defect

Then
check
each

part
with
the

testing

instruments
See

Figure
ATl09

d

I

t

AT10S

Fig
AT
109

Downshift
solenoid

Note
Watch
for
oil

leakage
from

transmission
case

AT
4Q
INSPECTION
AND

ADJUSTMENT
OF
MANUAL

LINKAGE

The

adjustmcnt
of

manual

linkage

is

equaUy
important
as

Inspection
of

Oil
Level
for
the
automatic
transmis

sion
Thereforc

great
care
should
be

exercised
because
incorrect

adjustment

will

rcsult
in
the
brcakdown
of
the

transmission

Inspection

Pull
the
selector
lever
toward

you

and
turn
it

as
far
as
P

to
I

range

wherc
clicks
will
be
felt

by
the
hand

This
is
the

detcnt
of
manual
valve
in

the
valve

body
and
indicates
th

correct

position
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

accomplish

ed

by
refcrring
to

page
AT
35

for

Removal
and
Installa
tion

CHECKING
AND

ADJUSTING

INHIBITOR
SWITCH

The
inhibitor
switch

lights
the
re

verse

lamp
in

the

range
R
of
the

transmission

operatio
l
and
also

rotates

the
starter
motor
in
the

ranges
N

and
P

CD

@
b
ell

If

L
t

7
4l

@

1l

j7
@
@

@
dl

AT109

6
Washer

7
Nut

8
Inhibitor
switch

9
Range
select
lever
t
Inhibitor
switch

2
Manual
shaft

3
Washer

4
Nut

5
Manual

plate

Fig
AT
110
Construction

of
inhibitor

switch

Using
the

tester
check
the

two

black

yellow
BY
wires
from
the
in

hibitor
switch
in
the

ranges
N

and

I
and
the

tw
re
d

black

RBj
wir
s

in

the

range
R
for

continuity
Turn

range
select
lever
in
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
30

on
both

sides
from
each
lever
set
line
How

ever
if
its

continl
ity

range
is
obvious

ly
unequal
on

both
sides

adjustment
is

required

If

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

clicking
sound

MSlVe
the

switch

slightly
asj
Je
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
mm
0
059
in
diameter

pin
into

the
holes
If

the

alignment
is
correct

fasten

the
switch

body
with
the
bolts

pull
out
the

pin
tighten

up
the
screw

in

the
hole
and
fasten
the
selector

lever
as
before
Check
the

continuity

again
with
the
tester
If

the
malfunc

tion
still

remains

replace
the
inhibitor

switch
Chcck
whether
the

reverse

lamp

and
the
starter
motor

operate
normal

ly
in
these

ranges
If
Ihere
is

any

lrouble

first
check
the

linkage
If

no

fault
is
found
in

the

linkage
check
the

inhibitor
switch

Separate
the
manual
lever
from
Ihe

remote
control
selector

rod
and
turn

the

range
selcct

lever
to

N

Note

In
the

position
N

the
slot
of

the

manual
shaft

is
vertical

STALL
TEST

The

purpose
of
this
test
is
to
check

the
transmission

and

engine
for
trou

ble

by
measuring
the
maximum
num

bers
of
revolutions
of

the

engine
while
Automatic

Transmission

vehicle
is
held
in
a

stalled

condition

The
carburctor
is
in

full
throttle

opera

tion
with

the
selector
lever
in

ranges

f
2

and
I

respectively
Com

pare
the

measured
results
with
the

slandard

values

Components
to

be
tested

and

test

items

I
Clutches
brake

and
band
in
trans

mission
for

slipping

2

Torque
converter

for

proper
fune

tioning

3

Engine
for
overall

properly

STALL
TEST

PROCEDURES

Before

Icsting
c
heck
the

engine
oil

and

torque
converter

oil
warm

up
the

engine
cooling
water
to
suitable
tem

perature
by
running
at

1
200

rpm
with

the
selector
lever
in

the

range
P
for

several
minutes
Warm

up
the

torque

converter
oil
to
suitable

temperature

6010
1000C
140
to

2l20F

I

Mount
the

engine
tachometer
at
a

location
that
allows

good
visibility

fro

the
dri
er
s
seat
and

put
a
mark

on

specified
revolutions
on
the
meter

2

Secure
the
front
and
rear
wheels

with
chocks
and

apply
the
hand
brake

Be
sure
to

depress
the
brake

pedal

fumly
with
the
left
foot
before
de

pressing
the
accelerator

pedal

3
Throw
the
selector
lever
into

the

range
1

4

Slowly
depress
the
accelerator

pedal
until
the

throttle
valvc
is

fully

opened

Quickly
read
and
record
the

engine
revolution
when

the

engine

begins
to
rotate

steadily
and
then

release
the
accelerator

pedal

5

Shift
the
selector
lever
to
N

and

operate
the

engine
at

approxi

mately
1
200

rpm
for
more
than
one

minute

to
cool
down
the

torque
con

ver
ter
oil

and
coolant

6

Make
similar
stall
tests
in

ranges

2
I
and
RIO

Note
The
stall
test

operation
as

speci

f
d
in
item
4

should
be

I
l3de

wiihin
five
seconds
If
it

takes
too

long
the
oil
deteriorates
an

the

clutches
brake

and
band
are
ad

versely
affected
Sufficient
cooling

time
should
be

given
between
each

AT
5O
test
for
the
four

ranges
0
2

I
and
R

JUDGEMENT

High
stall
revolution
more

than

standard
revolution

If
the

engine
revolution
in
stall

condition
is

higher
than
the
standard

values
it

indicates
that
one

or
more

clutches
in

the
transmission
are

slipping
and
therefore
no
further
test

is

required

For
the

following
abnormalities

the

respective
causes
are

presumed

High

rpm
in

all

ranges
low
Iine

pressure

High
rpm
in
D
2
and
I

and

normal

rpm
in
R
Rear
clutch

slipping

High
rpm
in
0

and

normal

rpm
in
I

clutch

slipping

High
rpm
in
R

only
Front

clutch
or
low
and
reverse

brake

slipping

To

determine
which
is

slipping

front
clutch
or
low

and
reverse
brake

a
road
test
is
nceded

If
whilc

coasting
after

starting

with
the
lever
in
1

range
engine

braking
does

not
work

properly
the

low
and

reverse
brake
is

slipping

Otherwise
the
front
clutch
is

slipping

Slipping
of
the
band
brake
is

diffi

cult
to
ascertain

However
if
it

occurs

with
the
lever
in
2

range

engine

revolution
increases

Jp
to
thesarne

level
as
in

I

strange
It

is

impossible

to
check

it
in
the
stall
test
2
and

One

way

2
Standard
stall
revolution

If
the

engine
revolution
in

stall

condition
is
within

the
standard

values
the
control
elements
are

nor

mally

operating
in
the

ranges
0

2
I

and
R

Also

tIle

engine
and
one

way

clutch
of
the

torque
converter
are

normal
in

performance
and

operation

The
one

way
clutch
of

the

torque

converter
however
sometimes

sticks

This
is
determined
in

the
road
test

3
Lower
stall
revolution
than
stand

ard
revolution

If
the

engine
revolution
in
stall

condition
is

lower
than
the
standard

Automatic
Transmission

LINE
PRESSURE
GOVERNOR
FEED
PRESSURE

At

cut
back

point
After
cut
back

Throttle

opening
under

approximately
over

approximately

15

kmfh

10
MPH
35
kmfh
22
MPH

Unit

mmHg
Unit

kgfcm2
psi
Unit

kgfcm2
psi

Full
throtlle
0
9
4

to
11
0

134

to
156
5
5
to
6
5
78
to

92

Minill1um
throttle
450
3

0
to
4

0
43to
57
3
0
to
4
0

43
to

57

Fulllhrotlle
0
10
0

to
12
0

142
to

171
5

5
to
7
0

78

to
100

Minimum

throttle
450
6
0
to
12
0
85to171
5
5
to
7
0
78
to
100

Full
throtlle
0
14
0
to
16

0
199
to

228
14
0
to
16
0
199

to
228

Minimum
throttle
450
3
0
to
5
5
43
to
78
3
0
to

5
5
4
lo

78
Range

D

2

R

Notes
a
The
line

pressure
during

idling
corresponds
to
the
oil

pressure
before
cut
down
at

minimum
throttle

b
The
oil

pressure
After
cut
back
means
that
after
the

pressure
modifier
valve
has

operated

JUDGEMENT
IN
MEASURING

LINE
PRESSURE

Low

idling
line

pressure
in
the

ranges
D
2
I
R
and
pH

This
can
be
atlributed
to
trouble
in

the

pressure
supply
system
or
too
low

output
of

power
caused

by

I
A
worn
oil

pump

2
An

oil

pressure
leak
in
the
oil

pump
valve

body
or
case

3
A

sticking
regulator
valve

2
Low

idling
line

pressure
in
cer

tain

ranges
only

This
is

presumably
caused

by
an
oil

leak
in
the
devices
or
circuits
con

nected
to
the
relevant

ranges

I
When

there
is
an
oil
leak
in

the

rear
clutch
and

governor
the
line

pressure
in
D
2
and
I

are
low

but
the

pressure
is

norrrial
in
R

2
When
an
oil
leak
occurs
in
the

low
and

reverse
brake
circuit
the
line

pressure
in
R
and
P
are
low
but

the

pressure
is
normal
in
D

2
and

I

3

High
idling
line

pressure

This
is

presumably
caused

by
an

increased
vacuum
throttle

pressure

owing
to
a
leak
in

the
vacuum
tube
or

dia

phragm
or

by
an
increased
line
pressure
due
to
a

sticking
regulator

valve

Vacuum
leakage
is
checked

by

directly
measuring
the

negative
pres

sure
after

removing
the
vacuum

pipe

A

puncture
of
the
vacuum
dia

phragm
can
be

easily
ascertained

because
the

torque
converter
oil
is

absorbed
into
the

engine
and
the

exhaust

pipe
emits
white

smoke

4

Items
to
be
checked
when
the

line

pressure
is

increasing

In

this
check
the
line

pressure

should
be
measured
with
vacuums
of

450

mmHg
and
0

mmHg
in
accordance

with
the
stall
test

procedure

I
If

the
line

pressure
do
not
n

crease

despite
the
vacuum
decrease

check
whether
the

vacuum
rod
is

incorporated

2
If
the
line

pressure
do
not
meet

the
standard

it
is
caused

mostly
by
a

sticking
pressure
regulating
valve

pres

sure

regulating
valve

plug
or

amplifier

TROUBLE
SHOOTING

CHART

INSPECTING
ITEMS

1

Inspection
with
automatic
trans

mission
on
vehicle

AT
53
A

Oil
level

B

Ra
lge
select

linkage

C
Inhibitor
switch
and

wiring

D
Vacuum

diaphragm
and

piping

E
Downshift
solenoid
kickdown

switch
and

wiring

F

Engine
idling

rpm

G
Oil

pressure
throttle

H

Engine
stall

rpm

I
Rear
lubrication

J
Control
valve
manual

K
Governor
valve

L
Band
servo

M
Transmission
air
check

N
Oil

quantity

o

Ignition
switch
and
starter
motor

P

Engine

adjustment
and
brake
in

spection

2

Inspection
after

inspecting
auto

matic
transmission

on
vehicle

m
Rear
clutch

n
Front
clutch

q
Band
brake

r
Low
and
reverse
brake

s
Oil

pump

t

Leakage
of
oil

passage

u
One

way
clutch
of

troque
coilVerter

v
One

way
clutch
of
transmission

w
Front
clutch
check
ball

x
Parking

linkage

y
Planetary

gear

Front
Axle
Front

Suspension

TROUBLE
DIAGNOSES
AND
CORRECTIONS

Condition

Vibration
shock
and

shimmy

ing
of

steering
wheeL

Vehicle

pulls
to
right
or
left
Probable
cause

Vibration
Too

much
backlash
of

steering

gear
wear

of
each

part
of

linkage
and
vibration
of
front

wheels
are
in

many
cases
transmitted
to
the

steering
wheel
This
is

Very
much
noticeable
when

traveJling
over
bad
roads
and
at

higher

speeds

Shock
When

the
front
wheels
are

travelling
over

bumpy
roads
the

play
of
the

steering
linkage
is

transmitted
to
the

steering
wheel
This
is

especially

noticeable
when

travelling
rough
road

Shimmy
Abnormal
vibrations
of
the
front

suspen

sion

group
and
the
whole

steering

linkage
which

occur
when

a

specific
speed
is
attained

Improper
air

pressure
of
tire

Unbalance
and
deformation
of
roadwheel

Unevenly
worn
tire
or

insufficient
tightening

Improperly
adjusted
or

worn
front
wheel

bearing

Faulty
wheel

alignment

Worn
or
loose

suspension
link
screw

bushing

Damaged
idler
arm

Insufficiently

tightened
steering
gear
housing

Worn

steering
linkage

Improper
steering
gear
adjustment
insufficient
back

lash

Faulty
shock
absorber
or
loose
installation

Unbalanced
vehicle

posture

When

driving
with
hands
off
the

steering
wheel

on
a

fiat
road
the
vehicle

gently
swerves
to

right
or

left

Note
A

faulty
rear

suspension
may
also
be
the
cause

of
this
condition
and
therefore
see
also
the

chapter
dealing
with
the
rear

suspension

Improper
air

pressure
of
tire

or
insufficient

tightening

of
wheel
nu
ts

Difference
in

height
of

right
and
left
tire
treads

Incorrect

adjustment
or
abrasion
of
front
wheel

bearing

Weakened
front
torsion

spring
or
deviation
from

standard

specification

Improper
wheel

alignment

Worn

or
loose

suspension
link

screw

bushing

FA
14
Corrective
action

Adjust

Correct
the
unbalance

or
re

place

Replace
or
tighten

Adjust
or

replace

Adjust

Replace

Replace

TIghten

Replace
ball

joint

Adjust

Replace
or

tighten

Adjust

Adjust
or

tighten

Replace
tires

Adjust
or

replace

Replace

Readjust

Replace