1977 DATSUN PICK-UP oil type

Manual
Transmission

SERVICE
DATA
AND
SPECIFICATIONS

GENERAL
SPECIFICATIONS

Transmission

type
F4W71B
FS5W71B

Synchromesh

type
Warner
1st
to
4th
Warner
5th
Servo

Shift

type
1
3

T

i
i

2
4
R
1
3
5

II

1

2

4
R

Gear
ratio

1st

2nd

3rd

4th

5th

Reverse
3
592

2
246

1
415

1

000

3
657
3
321

2
077

1
308

1
000

0
864

3
382

Final

gear
ratio
4
375
4
375

Speedometer
gear
ratio
20
6

I

7
3
3
20
6

2
0
4X
3
f

Oil

capacity
US

pt
Imp
pt

MT
21

Automatic
Transmission

HYDRAULIC

CONTROL
SYSTEM

FUNCTIONS
OF
HYDRAULIC
CONTROL

UNIT
AND
VALVES

OIL

PUMP

MANUAL
LINKAGE

VACUUM
DIAPHRAGM

DOWNSHIFT
SOLENOID

GOVERNOR
VALVE

CONTROL
VALVE

ASSEMBLY

HYDRAULIC
SYSTEM
AND

MECHANICAL
OPERATION

FUNCTIONS
OF

HYDRAULIC
CONTROL

UNIT
AND
VALVES

The

hydraulic
control

system
con
CONTENTS

P
RANGE
PAR

K

R

RANGE
REVERSE

N

RANGE

NEUTRAL

D1
RANGE
LOW
GEAR

D2
RANGE

2ND
GEAR

D3
RANGE
TOP
GEAR

D
RANGE
KICK

DOWN

2

RANGE
2ND
GEAR

t
RANGE
LOW
GEAR

12
RANGE
2ND

GEAR
AT
4

AT
4

AT
4

AT
5

AT
5

AT
5

AT

6

AT13

tains

an
oil

pump
for

packing
p
oil

from
the
oil

pan
through
the
oil

strainer
A

shift
control
is

provided
by

two

centrifugally
operated
hydraulic

governors
on
the

output
shaft

vacuum

control

diaphragm
and
downshift
AT14

AT16

AT18

AT

20

AT

22

AT

24

AT

26

AT

28

AT

30

AT

32

solenoid

These

parts
work
in

conjunc

tion

with
valves

in
the
valve

body

assembly
located
in

the
base
of
the

transmission
The
valves

regulate
oil

pressure
and
direct
it

to

appropriate

transmission

components

Oil

pump
I
I

Control
valve
I

Torque
converter

1

I
I

I

Manual

linkage
Front
clutch

Vacuum

diaphragm
I

Rear
clutch

I
Low
and

reverse
brake

Downshift
solenoid

I
Band
brake

Governor
valve

r
I
Lubrication

OIL
PUMP

The
oil

pump
is

the
source
of

control
medium
i

e
oil
for
the

control

system

The

oil

pump
is

of
an
internal

involute

gear
type
The
drive
sleeve
is
a

part
of
the

torque
converter

pump

impeller
and

serves
to
drive
the

pump

inner

gear
with
the
drive
sleeve
direct

ly
coupled
with
the

engine
operation

The
oil
flows

through
the

following

route

Oil

pan
Oil

strainer
bottom
of
the

control
valve

Control
valve
lower

body
suction

port
Transmission

case

suction

port

Pump
housing
suction

port
Pump
gear

space
Pump
housing
delivery
port
Transmission

case

delivery

port
Lower

body

delivery

port
Control
valve
line

pressure
circuit

AT071

I
Housin
4

Inner

gear

2

Cover

5
Crescent

3
Ouler

gear

Fig
AT

3
Oil

pump

AT
4
MANUAL

LINKAGE

The
hand

lever
motion
the
hand

lever
is
localed
in

the
driver
s

compart

ment

mechanically
transmitted
from

lhe
remote

control

linkage
is

further

transmitted
to

the
inner

manual
lever

in
the
transmission

case
from
the

range

selector
lever
in
the

right
center

par

tion
of
the
transmission

case

through

the

manual
shaft
The
inner

manual

lever
is

thereby
turned

A

pin
installed
on

the
bottom
of

the
inner

manual
lever

slides
rhe
manu

al
valve

spool
of
the

conlrol
valve
thus

positioning
the

spool
opposite
rhe

appropriate
select

posilion

The

parking
rod

pin
is

held
in
rhe

groove
on
the

top
of
Ihe
inner

manual

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

Automatic

Transmission

L
1
r

E
5

Eo

1

20

mm
l

AT148

3

0
079
in

Cut
off
hatched

portion

Fig
AT

SO

Modifying
coil

spring

compres
or

3
Take
out

spring
retainer

f
and

spring
@
See

Figure
AT
78

4

Blowout

piston
by
directing
a

jet

of
air
inlO
hole
in

clutch
drum
See

Figure
A
T
8l

AT149

Fig
AT
81

Blowing
out

piston

Inspection

I

Check
for

signs
of
wear

or
dam

age
to

clutch
drive

plate
facing
If

found
worn
or

damaged
excessively

discard
See
Service
Data
for
limits

2

Check
for
wear
on

snap
ring
and

for
weakened
or
broken
coil

spring

If

necessary
replace
with

new
ones

Spring
retainer
should
also
be
in

spected
for

warpage

Assembly

I

Assembly
is
in

reverse
the
order

of

disassembly

Dip
all

parts
in

clean

automatic

transmission
fluid
before

installing

2
Line

up
driven

plates
so
that

stripped
arcs
are

properly
aligned

paying
particular
attention
to
the
loca

tion
of

oil
holes
in
clutch
drum
See

Figure
AT

82

Note
The
number
of
drive
and
driven

plates
varies
with
the

type
of
vehi

cle
For
detailed
information

see

Service
Data

Specifications
AT150

Lub

ication
hole

Fig
AT

82

Inserting
clutch

plate

3
After
clutch
is
assembled

make

sure
that

clearance
between

snap

ring

CD
and

retaining
plate
@
is
held

within

specified
limits
If

necessary

try
with

other

plates

having
different

thickness

until

correct
clearance
is

obtained
See

Figure
AT
83

Specified
clearance

I
6
to
1
8

mm

0
063
to
0

071
in

Available

retaining

plate

Thickness
mm
in

10
6
0417

10
8
0425

11

0
0
433

11
2
0441

II
4

0
449

11
6

0457

AT151

Fig
AT
83

Measuring
ring
to

plate

clearance

4

Testing
front
clutch

With
front
clutch
assembled
on
oil

pump
cover
direct
a

jet
of
air
into

hole
in

clutch
drum
See

Figure

AT
84

AT
41
Fig
AT

B4

Testing
front
clutch

REAR
CLUTCH

Disassembly

AT153

1
Rear

clutch
drum

2
Front

clutch

piston

3

Snap
ring

4

Retaining

plate

5
Drive

plate

Fig
A
T
85
Sectional

view

of

rear
clu
tch
6

Driven

plate

7

Dished

plate

8

Spring
retainer

9

Coil

spring

I

Take
out

snap
ring

@
retaining

plate

@
drive

plate

@
driven

plate

@
and

dished

plate

f
Same
tech

nique
can
be

applied
as
in

disas

sembling
front

clutch
See

Figure

AT
85

2
Remove

snap
ring
from

coil

spring
retainer
See

Figure
AT
86

ST2532001

Xf

Fig
AT
86

Remolling
snap
ring

3
Blowout

piston
by
directing
a

jet

of

air
into

hole
in

clutch
drum
See

Figure
AT

87

AT155
V

i

J
i

j

Fig
AT
87

Blowing
out

piston
Automatic
Transmission

1

w

Ai

I

i
1

i

3
j

P2

0

AT157

Fig
A
T
89

Testing
rear
C
U
tch

Inspectl

ioW
S
REVERSE
BRAKE

Refer
to

page
AT41
for

Inspection

of
Front
Clutch

Assembly

Assemble
in

reverse
the
order
of

disassembly
Dip
all

parts
in
clean

automatic
transmission
fluid
before

assembling
Note

that
the
number
of

drive
and
driven

plates
varies
with

type

of
vehicle
F
or
details
refer
to
Serv

ice
Data

Specifications

I

After
rear
clutch
is
assembled

check
to
be
sure
that
clearance
be

tween

snap
ring
D
and

retaining

plate

l
is
held
within

prescribed
toler

ances
See

Figure
AT
88

Specified
clearance

1

0
to
1
5
rom

0
039
to
0
059
in

AT156

Fig
AT
SS

Measuring
ring
to

plate

clearance

2

Testing
rear
clutch

Install
rear
clutch

on
oil

pump

cover

Blow

compressed
air

into
oil
hole

to
test
for
defInite

clutch

operation
as

shown
in

Figure
AT
89
Disassembly

1
Fllow

steps
as
described
in

page

AT

36
for
Transmission

Disassembly

2
mow
out

piston
by

directing
a

jet

of
air
into
oil
hole
in
clutch

piston

Inspection

I
Check
drive

plate
facing
for

wear

or

damage
if

necessary
replace
Refer

to

Service
Data

Specifications
for

tolerances

2
Test

piston
return

spring
for

weakness
Discard
if
weakened

beyond

use

3

Replace
faulty

parts
with
new

ones

Assembly

I

After
low
reverse

piston
is

installed
assemble
thrust

spring
ring

retum

spring
thrust
washer
and

one

way
clutch
inner

race

Using

Hex
head
Extension

ST25570001

ST25570000

torque
hex
head
slot

ted
bolt
I
3
to
1

8

kg
m
9
to
13

ft
lb

2
Insert
dished

plate
driven

plate

drive

plate
and

retaining

plate
into

transmission
case
in

that
order
Install

sn

p
ring
to
secure
the
installation

Note

The
number
of
drive
and
driven

plates
wries
with

type
of
vehicle

For
detailed
information

refer
to

Service
Data

Specifications

AT42
3

Without

disturbiilg
the
above

setting
check

to
be

sure
that

clearance

between

snap
ring
and

retaining
plate

is

within

specified
limits
If

necessary

use
other

plates
of
different
thickness

until
correct

clearance
is

obtained

Specified
clearance

0
80
to
1

05
rom

0
0315
to
0

0413
in

4

Blow

compressed
air
into

oil
hole

in

low
reverse
brake
to
test
for

definite
brake

operation
as
shown
in

Figure
AT

90

Fig
AT
90

Testing
low

reverse

brake

SERVO
PISTON

Disassembly

I
Blowout

piston
by
directing
a

jet

of
air
into

hole
in

release
side
of

piston

2
Remove

servo

piston
return

spring

Inspection

Check

piston
for
wear

damage
or

other
faults
which

might
interfere
with

proper
brake

operation

v

r
0

111

Ll
7

J

I

AT159

Fig
AT
91

Removing
pi3ton

I

F
1

D

t
l

a

J
n
f

19l1
Ull

IU
P

C
o
J

CJ
IODrR

CC

t

LL6
SJQIl2J

lhl

fB

rt

AT169

Fig
AT
102

Removing
separate

pllJte

3
Pull

out
manual
valve

as
shown
in

Figure
Ar103

4

Remove
side

plate
Take

out

1st
2nd
shift
valve
2nd

3rd
shift

valve

pressure
modifier

valve
and

three

valve

springs
See

Figure
AT

104
Automatic
Transmission

Fig
AT
103

Removing
manual
val

AT1
1

HT61000800

Fig
AT
104

Removing
side

plate

g

p

e

eguJa

Of
le6Ve
or

r
essure
reguJl

oL

@iO
I
f

g

SecOni
J

lOCltvalYi
y

h

l
l

2I
r

JI
Io
J
l

j

t

1

i

S

r
0

x

t

i

3
1
Note
Do
not
w
it

off
with
screw

drivers
To

avoid

darnagingmachine

screws
do

not
work
it
ff
with

screwdriver

5

Remove
side

plate

pull
out

pres

sure

regulator
valve
second
lock

valve

pressure

regi1lator
plug
and
two

valve

springs

6

Remove
side

plate
With

side

plate
removed
solenoid
downshift

valve
throttle
back

up
valve

vacuum

throttle
valve
2

d
3rd
t

ing
valve

and
three
valve

springs
are
free
for

removal

2nd
3rd

timing
talve

r

en

i
C1iJrilth

rottle
lI

lY
e

M
a

alVSY
I

j1

f

I
1

f
Iv

I

f
2i
3

CP

g

f
st

2nd
S
t
a

el

2i1d

3
d
St1itLvalv

so

iit
a

stiift

V81v
i

hrottle

f

iicnjp
VB
y
i

P

ie
mo

i

Inspection

r

I

Check
valves
for

sign
of

burning

and
if

necessary
replace

2
Check
to

be
certain
that

oil

strainer
is
in

good
condition

If
found

damaged
in

any
manner
disCard

3

Test
valve

springs
for

weakened
Fig
AT

105

Components
ports
of
control
uolue

tension

if

necessary
replace

4

Examine

for

any

sign

oLdamage

or

score
marks
on

separate

plate
If

left
unheedcd

oiL
will

bypass
correct

oil

passages
causing
many
types
of

abnormalities

in

thesystem

AT45
5
Check
oil

passages
in

valve
b

dy

for

sign
of

damage
and
other
condi

tions
which

might
interfere
with

prop

er
valve

operation

6
Check
bolts
for

stripped
threads

Replace
as

required

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

PROPELLER
SHAFT
DIFFERENTIAL

CARRIER

Condition
Probable

cause

Knocking
sound

during

starting
or
noise

during

coasting
on

propeller

shaft
Worn

damaged
universal

joint

Worn
sleeve

yoke
and

main
shaft

spline

Loose

propeller
shaft
installation

Loose

joint
installation

Damaged
center

bearing
or
insulator

Loose
or

missing
bolts
at

center

bearing

bracket
to

body

Scraping
noise
Dust

cover
on
sleeve

yoke
rubbing
on

transmission
rear
extension
Dust

c
ver
on

companion

flange
rubbing
on
differ
mtial

carrier

Whine
or
whistle

Damaged
center

bearing
Corrective

action

Replace

Replace

Retighten

Adjust
snap
ring

Replace

Replace
or

tighten
bolts

Straighten
out
dust
cover
to

remove

inter

ference

Replace

DIFFERENTIAL
CARRIER

TYPE
H190

CONTENTS

DESCRIPTION

REMOVAL

PRE
DISASSEMBLY
INSPECTION

DISASSEMBLY

INSPECTION

ASSEMBLY
AND

ADJUSTMENT

PRECAUTIONS
IN
REASSEMBLY

ASSEMBLY
OF
DIFFERENTIAL
CASE
PD
5

PD
7

PD
7

PD
7

PD
8

PD

PD
8

PD
8

DESCRIPTION

The

differential

carrier
on
the
620

series

has
a

gear
ratio
of
4
37S

The
drive

pinion
is

rnounted
in
two

tapered
roUer

bearings
which

are

pre

loaded

by
pinion

bearing
adjusting

spacer
and
washer

during
assembly

The
drive

pinion
is

positioned

by
a

washer
located

between
a
shoulder
of
ASSEMBl
Y

OF
DIFFERENT
Al

CASE

ADJUSTMENT

OF
DRIVE
PINION

HEIGHT

ADJUSTME
NT
OF
DRIVE

PINION

PRELOAD

t

ADJUST
ENT

OF
SIDE
8EARING

SHIMS

INSTAllATION

REPLACEME
NTOF
FRONT
Oil
SEAL

the
drive

pinion
and
the
rear

bearing

The
differential

case
is

supported
in

the
carrier

by
two

tapered
roller

side

bearings
These

are

preloaded

by
in

serting
shims
between

the

bearings
and

the
differential

case
The
differential

case

assembly
is

positioned
for

proper

ring
gear
and
drive

pinion
backlash

by

PO
5
PD
8

PD
9

PD
lO

PD
11

PD
13

PD
13

varying
these

shims
The

ring
gear
is

bolted
to
the

differential
case
The

case
houses
two
side

gears
in

mesh

with
two

pinion
mates

mounted
on
a

pinion
shaft
The

pinion
shaft
an

chored
in

the
case

by
lock

pin
The

pinion
mates
and
side

gears
are
backed

by
thrust
washers

The

carrier

is
of

malleable
cast
iron