1979 DATSUN 210 brake

CD

@

I

I

TL

@
@

AT290

Assembl

I
Prior
to

assembly
dip
all

parts
in

clean

automatic
transmission
fluid

Reverse

disassembly
procedure
to

assemble
brake

2
Use
extreme
care
to
avoid
dam

aging
rubber

ring
when

installing
seal

lace

3
Blow

compressed
air

from

apply

side
of

piston
to
test
for
definite

piston
operation

Fig
AT
67
Te

ling
Pi
ton

Apply
Side

4
With

apply
side
of

piston
plugged

with
thumb
blow

compressed
r
into

cylinder
from
release
side
If
retainer
is

raised
a
little
it
is

an
indication
that

attaching
bolts
are
loose

calling
for

retightening
Automatic
Transmission

I
Anchor
end

pin

2
Band
strut

3

Apply

4

Release

S
Return

spring

6

Band
servo

piston
stem

7
Band
servo

piston

8
Servo
retainer

9
Brake
band
usembly

10

Transmission
cue

Fig
A
T
66
Sectional
Voew
of
SenJo
PUlOn

Fig
AT
68
Te

ting
Pi
ton

Rele
ide

GOVERNOR

D1sessembl

I

Separate
governor
from
oil
dis

tributor

by

unscrewing
attaching
bolts

2
To

disassemble

secondary
gover

nor
remove

spring
seat

spring
and

secondary
governor
valve
from

valve

body
in
that

order

To
control
valve

Governor

preuure
IS
I

a

@

From
control

val
e

I
Line

preS
UJe

I

I

Primary

governor

2

Secondary
govern
r

3
Governor
valve
body

Fig
AT
69
Te

ling
SecondQry

Governor
AT090

4
Oil
dj

tributor

5

Output
shaft

AT
34
3
If

primary
governor
is

to
be
dis

assembled
for

any

purpose
remove

spring
seat

primary
governor
valve

spring
and

spring
seal

Inspection

I

Check
valve
for
defective
condi

tion

Replace
spring
if
found
weaken

ed

beyond
use
Defective

piston

should
also

be

replaced
with
a
new

one

2
Examine
to
see
if

primary
gover

nor
slides

freely
without

binding

3
To
determine
if

secondary

gover

nor
is
in

good
condition
blow
ir

under
light

pressure
into
hole
at
A

and
listen
for
noise

like
thaI
of
a

model

plane

Assembl

Reverse

disassembly

procedure
to

assemble

governor

Note
Do
not
confuse

spriDp
Sec

ondary

spring
is

than

1

governor
sprinS
Af

ter
insteIIation
check
thet

spring
is

not
deflected

OIL
PUMP

D1sessembl

I
Free

pump
cover
from

pump

housing
by
removing

allaching
bolts

2
Take
out
inner

and
ouler

gears

from

pump
housing

Note
Be
cerefnl
not
to
confuse
Ie

specti
sides
of
inner

end
outer

geon

Inspection

I

Inspect
for
wear
or

damage
to

gear
teeth

Replace
rub
bel

ring
if

found

damaged
beyond
use

2

Using
a

straight
edge
and
feelers

measure

pump
and

gear
clearances
as

follows

Clearance
between

inner
or
outer

gear
and

pump
cover

SUndin
deer1lnee

0
02
to
0

iJ4
mm

0
001
to
0
002
in

Replace
if
over
0
08
mm
0
00
11

in

Automatic

Transmission

TROUBLE
DIAGNOSIS
AND
ADJUSTMENT

Since
mo
automatic

transmission

troubles

can
be

repaired
by
simple

adjustment
do

not
disassemble
im

media

tely

Firstly
inspect
and

adjust
the
auto

D1
3tic
transmission
in

place
utilizing

the
Trouble

Shooting
Chart

If
the
trouble

can
not
be
solved

by

this

procedure
remove
and
disas

semble
the
automatic
tlllnsmission

It

is
advisable

to
check

overhaul
and

repair
each

part
in
the

order
listed
in

the
Trouble

Shooting
Chart

In
the
Trouble

Shooting
Chart

the

diagnosis
items

are

arranged
ac

cording
to

difficulty
from

easy
to

difficult
therefore

please
follow
these

items
The
tlllnsmission
should
riot

be

removed
unless

necessary

2
Tests

and

adjustments
should
be

inade
on
the
basil
of

standard
values

and
the
data
Should

be
recorded

INSPECTION
AND

ADJUSTMENT

BEFORE

TROUBLE
DIAGNOSIS

TESTING
INSTRUMENT
FOR

INSPECTION

I

Engine
t

chometer

2
Vacuum

gauge

3
Oil

pressure
gauge

It
is
convenieni

to
install
these

instruments

in
a

way
that
allows
meas

urements
to

be
made
from
the
driver
s

seat

CHECKING

OIL
LEVEL

In

checkIng
the
automatic
transmis

sion
the
oil
level
and
the
condition
of

oil
around
the
oil
level

gauge
should
be

examined

every
S
ooo
Ion
3
000

miles
This
is

an

easy
and
effective

trouble

shooting
procedure
since
some

changes
in

oil
condition
are
often

linked
with

developed
troubles
For
instance

Lack
of
oil
causes
defective

opera

tion

by

making
the
clutches
and

brakes

slip
resulting
in

severe
wear

This
is

because
the
oil

pump
sucks

air

causing
oil

foaming
thus

rapidly

deteriorating
the
oil

quality
and

pro

ducing
sludge
and
varnish

Excessive
oil
is
also
bad
because
of

oil

foaming
caused

by
the

gears
stirring

up
the
oil

During

high
speed
driving

excessive
oil
in

the
transmission

often

hlows
out
from
the

brealher

Me

urlns
011
level

To
check
the
nuid

leyel
sian
Ihe

engine
and
run
it

until
normal

operat

ing

temperatures
oil

temperature
SO

to
800C

122
to
1160F

Approxi

mately
ten
minute
of

operation
will

raise

the

temperature
to

this

range

and

engine
idling
conditions

are
stabi

lized
Then

apply
the
brakes
and

move
the

transmission
shift
lever

through
aU
drive

positions
and

place
it

in

park
P

position
In
his

inspec

tion

the
car
must
be

placc
d
on
a
level

surface

The
amount
of
the
oil
varies
with

the

temperature
As
a
rule
the
oil
level

must
be

measured
after
its

tempera

ture
becomes

sufficiently

high

I
Fill

the
oil
to
the
line
H
The

difference
of

capacities
between
both

H
and

L
is

approximately
0
4

liter
J
U
S

pt
Y
Imp
pt
and

therefore
do
not

fill

beyond
the
line

H

2
When

topping

up
and

changing

oil
care
should
be
taken
to

prevent

mixing
the
oil

with
dusl
and
water

In

pectlns
oU
condition

The
condition
of
oil

sticking
to
the

level

gauge
indicates
whether
to
OVOl

haul
and

repair
the
transmission
or

luok
for
Ihe
defective

part

If
the
oil
has
deteriorated
to
a

varnish
ike

quality
it

causes
the

con

trol
valve
to
stick
Blackened
oil
indi

cates
a
burned
clutch
brake
band
etc

AT
39
In
these
cases
the
transmission
must

be

repaired

CAUTION

I
In

checking
oil
IlVal
use

special

piper
Cloth

tohandla
the
18V81

llIugi
Ind
be
careful
not
to
let
the

scraps
of

paper
end
cloth

stick
to

the

IlIUp

b
U
lutomatic
transmission
fluid

having
OEXRON
ida
ons

only
in
the
3N71
B
eutomatic
trans

mission

c

Pay
IttBntion
blcau
the
oil
to
be

used
differs
from
that
used
in
the

Nissen
Full
Autometic

TllInsmis

sion
3N71A
N8V8r
mill

thl
oils

Note
Insert

the

gauge
fully
and
take

it
out

quickly
before

splesbing
oil

edheres
to
the

gauge
Then
observe

the
level

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

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
Transmission
and
rear
extension

Junction
of
transmission
and
rear

extension

Oil
cooler
tube
connectors

Oil
pan

Oil

pressure
inspection
holes
See

Fig
AT
81

Mounting
portion
of
vacuum
dia

phragm
and
downshift
solenoid

Breather
and
oil

charging
pipe

Speedometer
pinion
sleeve

Oil

seal
of

rear
extension

To

exactly
locate
Ihe

place
of
oil

leakage
proceed
as
follows

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

pin
with
the
lesler
If

Ihe
malfunc

tion
still
remains

replace
the
inhibitor

switch

STALL
TEST

The

purpose
of
this
test
is
to
check

the
transmission
and

engine
for
trou

ble

by
measuring
the
maximum
num

bers
of
revoiutions
o
the

cngine
while

vehicle
is
held
in

a
stalled

condition

The
carburetor
is
in

fullthrollle

opera

tion
with
the
selector
lever
in

ranges

1
2
and
I

respectively
Com

pale
the
measured

results
with
the

standard

values

Components
to
be
tested
and

test
itelJUl

I

Clutches
brake
and
band
in
trans

mission
for

slipping

2

Torque
converter
for

proper
func

tioning

3

Engine
for
overall

properly

STAU

TEST
PROCEDURES

Before

testing
check
the

engine
oil

and

torque
converter

oil
warm

up
the

engine

cooling
w

ter
to

suitable
tem

perature
by

running
at
1
200

rpm
with

the

selector
lever
in
the

range
P

for

sevcral
minutes

Warm

up
the

torque

converter
oil

to
suitable

temperature

60
to
lOOoC

140
to
2120F

I

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

with
chocks

and

apply
the
hand

brake

Be
SIIre

to

depress
the
brake

pedal

firmly
with
the
left
foot
before
de

pressing
the

accelerator

pedal

3
Throw
the

selector
lever
into
the

range
11

4

Slowly

depress
the

accelerator

pedal
until
the

throttle
valvc
is

fully
Automatic

Transmission

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

verter
oil
and
coolant

6
Make
similar
staU
tests
in

ranges

2
I
and
R

CAUTION

The

dill
test

operstion
81

specified
in

i18m
4

should
be

I118de
within

fiv

lIeonds

If
it
tBkes
too

long
the

oil

If

and
the
cluti
hn
blllke

and
b
nd

elll

ly
I
Suf

ficient

cooling
time
should

be

given

r

eech
test
for
the
four

IlInges

0
Z
1
end
R

JUDGEMENT

High
stall
revolution

more
than

staitdard
revolution

If
the

engine
levolulion
in

stall

condi
ion
is

higher
than
the
standard

values
it
indicates

that
onc
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
line

pr
ssure

High
rpm
in
0

2
and
I

and

normal

rpm
in
6R

Rear
clutch

slipping

High
rpm
in
D

and
2
and

normal

rpm
in

One

way

clutch

slipping

High
Ipm
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

needed

If
while

coasting
after

starting

with
the
levcr
in
I

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

cuJt
to
ascertain

However
jf
it

occurs

with

the
lever
in
1

range
engine

AT
41
revolution
increases

up
to
the
same

level

as
in
1st

range
It

is

impossible

to

check
it
in
the

stall
test

2
Standard
stall
rnoluiion

If
the

engine
revoluiion
in

stall

ondition
is
within

he
standard

values
the
control
elements
are

nOf

mally

operating
in

the

ranges
D

2n
I

and
R

Also
the

engine
and
one

way

clutch
of
the

torque
converter
are

norinal
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
lIand

ard

revolution

If

the

engine
revolution
in

stall

condition
is

lower
than
the

standard

values
it

indicates
that
the

engine
is
in

abnormal

condition
or
the

torque
con

verter
s
one

way
clutch
is

slipping

4
O
hers

I
If

the

accelerating
performance

is

poor
until
vehicle

speed
of

approxi

mately
SO

kmfh
30
MPH
is
attained

and
then
normal

beyond
that

speed
it

can
be

judged
that
the

torque
con

verte
c

s
one

way
clutch
is

slipping

2

If
the

torque
converter

sane

way
dutch
sticks

vehicle

speed
can

not

exceed

approximately
80

kmfh

SO
MPH
in
the

road
tesl

In
such

a

case
the

torque
converter

oil
tem

perature
rises

abnormally
and
so

special
care
is

required

3
If
the

transmission
does
not

op

erate

properly
at
all
vehicle

speeds
it

indicates

poor
engine
performance

ROAD

TEST

An

accurate

knowledge
of
the
au
to

matic

transmission
is

required
for
an

exact

diagnosis

II
is

recommended
that
a

diagnosis

guide
chart
with
the
standard

vehicle

speeds
for
each

stage
of

the

up
and

down

shiftings
be

prepared
Measured

vehicle

speeds
are
to

be
filled
in

the

adjoining
column
after
each

testing

Also
it

is
advisable
to

mount

a

stopper
for

positioning
the
throttle

opening

CHECKING
SPEED

CHANGING
CONDITION

The

driver
s

feeling
during
gear

changes
should
also
be
checked

atten

lively

J
A

sharp
shock
or

unsrnoothness
is

felt

duting
a

gear
change

Tlus
indicates
that

the
throttle

pres

sure
is
too

high
or

some
valve
con

nected
to
the

throttle
is

faulty

2
A

gear
change
is
made
with

a

long

and

dragging
feeling

This
indicates
that
the

throttle

pres

sure
is
too
low
or

some
valve
con

nected
to
the

throttle
is

faulty
Automatic
Transmission

CHECKING
ITEMS
DURING

SPEED
CHANGE

I
In
D

range
gear
changes
DJ

D

D3
are
effected
In
R

range
the

speed
does
not
increase

2

The
kickdown

operates
properly

3

By
moving
the
lever
from
D
to

I

gearchangesD3
2
1
1

are
effected
In
the

ranges
j
and

I

the

engine
braking
works

prop

erly

4
In
I
the

speed
does

not
in

crease

S
Should
be

quickly
fixed
at
2

SHI

SCHEDULE

Non
Cellfornla
models
Sedan
end
Hetchbeck

1
2

1
l
2

I

I
2

L
3

1

1

1
0

E

I
Kickdown

range

I

T

7
87f

1

500
2
000

2
500

Output
shaft

speed
rpm

km
h
9

1P
29
30
4
0
50
6

0
70
80

MPH

6
1
0
io

30
40
5

0

California
models
All
models
and
Non
Callfornie
models

Wegon
0

E

c

E

3
00

11

81f

5

400

u

a
15
75

0

u

If

z
5
0
0

19
69

0

500

I

c

I

100

3
94

E

I
1

000

I
Kickdown

range
1

2

1
2
1

2

2
3

2
0

0

7
87

E

c

E

300

11
81

5

400

15
75

a

500

0

19
0

0

i

z

km
h

9

MPH

6
3

1

1

1

1

11
12

1

1

1
range

6
In
P

vehicle
can
be

parked

properly

If

any
malfunction
occurs
in
second

gear

during
the

road
test
thai
is

if

vehicle
shakes

drags
or

slings
while

shifting
up
from
D

directly
to

D3
or
in

shifting

up
from
D

to

D
the

braKe
band
should
be
ad

justed
If
these
troubles
remain

after

the
brake
band
is

adjusted
check
the

servo

piston
seal
for
oil

leakage

2

32
3

3
0
00

4
000
3
50
0

9
0

60
100

AT434

2

321
3

500
1

000
1
500
2
600

2
50
0
3
600
3
500
4
000

Output
shaft

speed
rpm

10

20
30

40
50
6
0
70
80
90

100

1

0
io

3

0
4

0
50
60

AT435

Fig
A
T
86

Shift
Schedule

AT
43

LlNE
PRESSURE

TEST

When

any
slipping
occurs
in

clutch

or
brake

or
the

feeling

during
a

speed

change
is
not
correct
the
line

pressure

must
be
checked

Measuring
line

pressure
is

done

by
a

pressure
gatqle
attached
to

pressure

measuring
holea
after

removing
blind

pluga
locate
d
at

transmission
case

The
line

pressure
measurement
is

begun
at

idling
and
taken

step
by

step

by

enlarging
the
throttle

opening
Automatic

Transmission

For

line

pressure
data
when
shift

ing
gem
refer
to
Road
Test

1
A

sharp
shock
in

up
shifting
or

too

high
changing
speeds
are
caused

mostly
by
too

high
throttle

pressure

2

Slipping
or

incaPability
of

opera

tion
is

mostly
due
to
oil

pressure

leakage
within
the

gear
trains

or

spool

valve

LINE
PRESSURE

GOVERNOR
FEED

PRESSURE

Non
Cellfornill
models

Seden
and
Halchbeck

At

idling

Range
At
stall

test

R
Une

pressure
kg
em

psi

Range

3

0
to
5
5
43
to
7S

3

0
to
4

0
43

to
57

6

0
to
12
0
S5to
171
o

2
R

D

3
0
to
4
0
43

to
57
2
snSOSSOOI

CD

AT454

1
Line

pressure

2

Governorpressure

3
Servo
release

prenure

Fig
AT
87

Mecuuring
Line
Pre

Line

pressure

kg
cm2

psi

14
0

to
16
0
199
to

22S

94
to
11
0

134
to
156

10
0

to
12
0

142
to
171

94
to

11
0

134
to
156

At

idling
California
models
All
models

end
Non
Callfornill
modela
Wa
on

At
stall

test

R
Line

pressure
kg
cm

psi
Range
Range

R

o
4
2
to
5
6

60
to
SO

3
2

to
3
S
46
to
54
D

2

6
0
to
II
7
S5

to
166
2

3
2

to
3
S

46

to
54

AT44
Une

pressure
kg
cm2

psi

143
to

16
2

203
to
230

9
9
to
11
1
141

to
15S

10
2

to
II

7
145
to
166

9
9
to
11
1

14110
15S

JUDGEMENT
IN
MEASURING

LINE

PRESSURE

Low

idling
line

pressure
in
the

ranges
D
2

R
and
P

This
can
be
attributed
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
i

n
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

leaJi
in

the

rear
clutch
and

governor
the

line

pressure
in
on
2
and
I

are
low

but
the

pressure
i

nonnal
in

R

2
When
an
oil
leak
occurs
in

the

low
and
reverse
brake
circuit
the
line

pressure
in

oR
and
P
are
low

b
t

the

pressure
is

normal
in

0
2

and

I

3

High
idling
line

pressure

Thi
is

presumably
caused

by
an

increased

aC

1ulT
t
rott
e

pr
ssure

owing
to
a

leak
in

the
vacuum
tube
or

diaphragin
or
by
an
increased
line
Automatic
Transmission

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
Item
to
be
checked
when
the

Ii

e

pressure
is

increasing

In
this

c
1eck
the
line

pressure

should
be
measured
with
vacuums
of

300

mmHg
Il

SI

inHg
and
0

mmHg

0

inHg
in

accordance
with
the
staIl

test

procedure

i
If
the
line

pressure
does
not
in

crease

despite
the
vacuum
decrease

check
whether
the
vacuum
rod
is

i

corporated

2

If
the
line

pressure
does
not
meet

tile
standard
iUs

caused
mostly
by
a

sticking
pressure
regulating
valve

pres

sure

regulating
valve

plug
or

amplifier

TROUBLE
SHOOTING

CHART

INSPECTING
ITEMS

I

Inspection
with
automatic
trans

mission
on
vehicle

AT
45
A

Oil
level

B

Range
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

quality

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
converter

v

One

way
clutch
of
transmission

w
Front

clutch
check
ball

x

Parking
linkage

y
Planetary
gear

Automatic
Transmission

r

TROUBLE
SHOOTING
CHART
FOR
3N71B

AUTOMATIC
TRANSMISSION

he
number
shown
below
indicates
the

sequence
in

which
the
checks

should
be
taken

up

Trouble

ABeD
EFGH
I

J
K
L

MNOP
In
n

q
r
e
t
u
v

wxy

Engine
does

not
start
in
N
P

2
3
1

ranges

Engine
starts
in
other

lange
than
N

1
2

and

P

Sharp
shock
in

shifling
from
N
10

2

I
1
3
4

@

0

range

Vehicle

will
not

run
in

D

range
bul

1
2

3

@

runs
in
2
I
and
R

ranges

Vehicle
will

not
run
in
0
I
2

ranges
but
runs
in

R

ronge
1
2

4
5
6
3

7

@
@

C1u
ch

slips

Vcrypoor
acc
ler
t

n

Vehicle
will
nol
run
in

R

range
but

runs
in
Dn

2
and
I

ranges
1
2
3

5
6
4

@@

@
@

C1urch

slips
Very
poor
cceleralion

I

Vehicle
will
not
run
in

any
range
I
2
3
5

16
4
@

@

Clutches
or
brakes

slip
somewhat

I
2
6

3
5
7
4

1
@@

in

starting

Vehicle
runs
in
N

wnge
I
3
2

I@

Maximum

speed
not

attained

I

2
4

5
7
6
3
8

@@@lNl

Acceleration

poor

Vehicle
braked
when

shifting
into

312
I

@
@
@

OR

range

Ex
cessive

creep

I
I

I
I

No

creep
at
all
I
2

I
3
5
4

@@
@

Failure
In

dlilnge

gear
fHlIll
nd

I
2

3
5
6
7
4

@
@

to

3rd

Fililurc
10
l

h

mgc

gC
lr
frolll
ISf

I
2
3
5
6

817
4

@
@
@

III
2nd

Too

high
a

gear
change

point
from

15
to
2nd
from

2nd

to
I
2
3
5
6

4

3rd

Gear

change
directly
from
Ist
to

2

4
3
1

@
@

3rd

occurs

AT46

Automatic
Transmission

Trouble

ABCDIEFGH
I
JKL
M
NO

P

mnqr
8
t
u
v

Iw
x

y

Too

sharp
a
shock
in

change
from

1

2
4
5
3

@

1st
to
2nd

Too

sharp
a
shock
in

change
from

1

2
3
3
5
4

ID

2nd
o
3rd

A1most
no
shock
or
clutches

slipping
in

change
from
1st
to
1

2
3
4
6

8
7
5

@
@

2nd

Almost
no
shock
or

slipping
in

@
@
@

change
from
2nd
to
3rd
1

2
3
4

6
8
7

5

Engine
races
extremely

Vehicle
braked

by
gear
change
from

2

I
1

@
Q

@I
ist
to
2nd

Vehicle
braked

by

gear
change
from

I
3

21
1

@

I
2nd
to
3rd

Failure
to

change
gear
from

1

3
4

6
5
2

@
@

3rd
to
2nd

Failure
to

change
gear
from
2nd

1

I
3
4

6
5
2

@I
to
htlt
or
from
3rd
to
1st

Gear

change
shock
felt

during

deceler
tion

by
releasing
1
2
3
4

5
6

V

accelerator

pedal

Too

high
change
point
from

V
3rd
to
2nd
from
2nd
to
1
2
3
4
5
6

list

Kickdown
does
not

operate
when

depressing
pedal
in
3rd
within

2
1
4

5
3

@
V

kickdown
vehicle

speed

Kickdown

operates
or

engine
over

runs
when

depressing
pedal
in

1
2

3
5
6
7
4

@
@
3rd

beyond
kickdown
vehicle

speed
limit

Races

extremely
or

slips
in

changing

V@
from

3rd
to
2nd

when
1
2
4

6
5
3

@
@

depressing
pedal

Failure
to

change
from
3rd
to

2nd

l
1

2
4

51
3

@

I
j

when

changing
lever
into
2

range

Gear

change
from

2nd
to

1st

or
from

2nd
to
3rd

in
2
1

2
3

range

AT
47