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AUTOMATIC
DATSUN 2802 TRANSMISSION
MODEL S30 SERIES
DESCRlPTlDN ....................................... 2
HYDRAULIC CONTROL SYSTEM ......AT- 4
REMOVAL A N 0 INSTALLATION ......... A T 4 3
MAJOR REPAIR OPERATION ............AT-36
TROUBLE DIAGNOSES AND ..............AT-48
ADJUSTMENT
SERVICE DATA AND ...........................
SPECIFICATIONS AT-59
SPECIAL SERVICE TOOLS ............... AT - 6 2
DESCRIPTION
The model 3N71B automatic trans- “2” - “2“ range provides performance
mission is a fully automatic unit con. for driving on slippery surfaces. “2”
sisting primarily o f 3element hydrau- range can also he used for engine
lic torque converter and two planetary braking.
gear sets. Two multiple-disc clutches, a “2” range can be selected at any
multiple-disc brake, a bacd brake and vehicle speed, and prevents the trans-
a one way sprag clutch provide the mission from shifting out of second
friction elements required t o obtain gear.
the desired function of the two plane- “1” ~ “I” range can be selected at AT057
tary gear sets. any vehicle speed and the transmission
The two planetary gear sets give will shift to second gear and remain in Fig. A T - l Idenlificalio?t number
three forward ratios and one reverse. second until vcliicle speed is reduced
Changing of tlie gear ratios is fully t o approximately 40 t o SO km/h (25
automatic in relation t o vehicle speed to 31 MPH).
and engine torque input. Veliicle speed
“ I ” range position prevents the Identifkation of number
and engine manifold vacuuni signals
transniissioti from shifting out of low Arrangements:
are constantly fed t o the transmission
gear. This is particularly beneficial for
t o provide the proper gear ratio for See below.
maintaining maximum cngine braking
maximum efficiency and performance
when continuous low gear operation is
at all throttle openings.
desirable.
The model 3N71 B has six selector
The torque converter assembly is of
positions: P , R , N , D , 2 , I . Model code
welded construction and can not be
disassembled for service.
“P’ - Park position positively locks
the output shaft t o the transmission I \\ JAPAN AUTOMATIC
case by means of a locking pawl t o
prevent the vehicle from rulling in
either direction.
II Q,-PODEL
TRANSMISSION CO.. LTD.
I X2710
This position should be selected
whenever the driver leaves the vehicle.
FLUID RECOMMENDATION
The engine may bc started in Park
position. Use autoniatic transmission fluid
having “DEXRON” identifications
Unit number
“R” - Reverse range enables the only in the 3N71B automatic transniis-
vehicle t o be operated in a reverse sion.
direction. Number designation
“D” - Drive range is used for all Stamped position: - Month of production
(X:Oct.. Y : Nov., 2: Dec.)
normal driving conditions. The plate is attached to tlie right
- Last fipure denoting
Drive range has tlirre gear ratios. Iiaih side uf transmission case as
the year ( A . D . )
from the starting ratio to direct drive. shown in Figure AT.1
AT-2
____ _____
Automatic Transmission
AT312
AT-3
Automatic Transmission
FUNCTIONS OF tains an oil pump for packing up Oil solenoid. These parts work in conjunc-
from the oil pan through the oil tion with valves in the valve body
HYDRAULIC CONTROL strainer. A shift control is provided by assembly located in the base of the
UNIT AND VALVES two centrifugally operated hydraulic transmiss:on. The valves regulate oil
governors on the output shaft. vacuum pressure and direct it l o appropriate
The hydraulic control system con- control diaphragm and downshift transmission components.
Rear clutch
Vacuum diaphragm
Low and reverse brake
Downshift solenoid Band brake
Governor valve
I Lubrication 1
OIL PUMP housing delivery port Transmission
~ MANUAL LINKAGE
case delivery port - Lower body
delivery port - Control valve line The hand lever motion (the hand
The oil pump is the source of pressure circuit. lever is located in the driver's compart-
control medium (i.e., oil) for the ment), mechanically transmitted from
control system. the remote control linkage, is further
The oil pump is o f an internal, transmitted to the inner manual lever
involute gear type. The drive sleeve is a in the transmission case from the range
part of the torque converter pump selector lever in the right center por-
impeller and serves to drive the pump tion o f the transmission case through
.inner gear with the drive sleeve direct- the manual shaft. The inner manual
ly coupled with the engine operation. lever is thereby turned.
The oil flows through the following A pin installed on the bottom of
route: AT071 the inner manual lever slides the manu-
Oil pan - Oil strainer (bottom of the al valve :spool of the control valve thus
I Housing 4 1nncrgear
control valve) - Control valve lower positioning the spool opposite the
2 Cover 5 Crescent
body suction port -Transmission case 3 Outer gear appropriate select position.
suction port - Pump housing suction The parking rod pin is held i n thc
port - Pump gear space Pump
~
Fig. A T - 3 Oil pump groove on the top 01 lhc inncr milnual
AT4
Automatic Transmission
plate. The parking rod pin operates the vacuuni reaction increases since the
rod a t “P” range, and operates the flow velocity of niixture inside the
mechanical lock system. intake manifold is slow. Contrarily,
The above described manual shaft is when the engine speed increases and
further equipped with an inhibitor the flow velocity of the mixture in-
switch. A rotor inside the inhibitor creases or when the carburetor is
switch rotates in response to each closed, the manifold negative pressure \
range. When tlie range is selected at increases (i.e., tends towards vacuum) AT089
“P” or “N”, the rotor closes the and the vacuum reaction is reduced. Fig.AT-6 Downshift solenoid
starter magnet circuit so that the Thus, a signal t o generate hydraulic
engine can be started. When the range pressure perfectly suited to the engine
is selected at “R”, the rotor closes the loading at the control valve is trans- GOVERNER VALVE
back-up lamp circuit, and the back-up mitted from the vacuum diaphragm,
The primary and secondary gover-
lamp lights. and the most suitable timing for speed
nor valves are installed separately on
change and line pressure is obtained so
the back o f the oil distributor on the
that the most proper torque capacity
transmission output shaft. They op-
is obtained against the transmitting
erate at the same speed as that of the
torque.
output shaft. (that is, they operate at a
speed in proportion to the vehicle
speed.) The line pressure is applied t o
those valves as the input from the
control valve, through the transmission
case, rear flange and oil distributor.
The governor pressure [in proportion
to the output shaft speed (vehicle
AT08J speed)] is led t o the shift valve of the
I Manual plate 3 Parkingrad AT088 control valve through the opposite
2 Inhibitor switch 4 Manual shalt route of tlie output. In this manner
Fig. A T - 5 Vacuum diaphragm speed change and line pressure are
Fig. A T - 4 Manual linkage
controlled
AT-5
Automatic Transmission
the space from (I)to ( I S ) increases,
space from ( I S ) t o the drain port
To control valve
simultaneously decreases. As a result, [Govcrnor prcssurc
governor pressure of ( I S ) increases, (15)l
and the governor pressure is balanced
AT091
with the sum of centrifugal force and
spring force. The governor pressure distributor ond governor
thus changes in response t o the vehicle
speed change (centrifugal force).
I Primary governor
3
Fro", ConlrOl V d l W
[Line p r e m i e (1 ) ]
4
AT090
oil disrributor
2 Secondary governor 5 oUlpUrshaft
Operation of primary 3 Governor valve body
governor valve
The valve is an ON-OFF valve Fig. A T - 7 Cross-sectional view of I Oil distributor 3 Primary governor
which closes the governor pressure gouernor 2 Govritwr valve "d"e
(15) regulated by the secondary gover- body 4 Secondary governoi
valve
nor valve when the vehicle reaches the
minimum speed, and when t h e vehicle Fig. A T - 9 Exploded view o f g o v e r n o r
speed exceeds a certain level, the
governor opens and forwards the gov- CONTROL VALVE ASSEMBLY
ernor pressure (15) t o the control
valve. Flow chart of control valve system
When the vehicle is stopped, the
governor pressure is zero. However,
when the vehicle is running slowly,
this valve is depressed t o the center Oil from pump
and the groove t o (15) is closed since r . -------- - - -- - --
the governor pressure applied t o the I
ring shaped area is higher than the I
I I
centrifugal force of this valve. When I I
I Manual valve Auxiliary valve
the governor speed exceeds a certain I I
I
revolution, the governor pressure in I
The control valve assembly consists h the line pressure (6) and the throttle
of the following valves (See Figure pressure (16) is equal t o (18).
AT-20):
1. Pressure regulator valve (PRV) Manual valve (MNV)
2. Manual valve (MNV)
The manual lever turning motion is
3. 1st-2nd shift valve (FSV)
4. 2nd-3rd shift valve (SSV) converted t o reciprocating motion of
5. Pressure modifier valve (I’MV) the manual valve through a pin, and
6. Vacuum throttle valve (VTV) the M N V is positioned so that the line
7. Throttle back-up valve (TBV) pressure (7) is distributed t o the indi-
8. Solenoid downshift valve (SDV) vidual line pressure circuits at each
‘y2, “ R ? , ‘””, “ D , , ‘‘2” or range
9. Second lock valve (SLV)
IO. 2nd-3rd timing valve (TMV) as shown below.
“P” range:
(7) ~ (4)-SDVandTBV
Pressure regulator valve [(S) - FSV ( I 2) TBV and
~
I
t o that most suitable for individual (7) ~~ ( I ) Governor valve, FSV,
~
-095
driving conditions. and rear clutch
Fig. AT-IO Pressure regulator volve
The oil from the oil pump is ap- (2) - SLV
plied lo the ring-shaped area through . (.3 ) SLV and SSV
~
orifice (20). As a result, the PRV is When the range is selected at “R’ 4c2,, range:
depressed downward, and moves from (Reverse), the line pressure (6) is
( I ) - Same as above
port (7) up lo such extent that the applied to the plug in a mariner identi-
(2) - SLV - (9) Band
space t o the next drain port (marked cal t o the throttle pressure (16) and is
applied
with “X” in Figure AT-IO) opens added t o the spring force. Consequent-
(4) - SDV and TBV
slightly. Thus, the line pressure (7) is ly, the line pressure (7) further in-
balanced with the spring force, there- creases. “ I ” range:
by balancing the PRV. In this opera-
tion. the space from port (7) to the
subsequent converter oil pressure (14)
circuit has also been opened. As a
result, the converter is filled with
When vehicle speed increases and
tlie governor pressure rises, the throt-
tle pressure (18) is applied to the port
on the top o f the PRV. and pressure is
applied contrarily against the spring
(7) -
1
( I ) - Same as above
(4) - Same as above
(5) FSV ~
Moreover, (1).(2),(3),(4),(S),and
pressurized oil in circuit ( l 4 ) , a n d this force. As a result. the line pressure (7) (6) are always drained at a position
oil is further used for lubrication of decreases. Moreover, at individual con- where the line pressure is not dis-
the rear unit. Moreover, part of the oil ditions. the line pressure (7) is equal t o tributed from (7).
is branched and used for luhrication of
tlie front unit for the front and rear
clutches.
When the accelerator pedal is de-
pressed, the throttle pressure (16) in.
creases as described in the preceding
paragraph, oil pressure is applied t o
the plug through orifice (21). and this 1
pressure is added to the spring force. P
As a rcsult. the PRV is contrarily
forced upward. space to the drain port
AT096
is reduced. and the line pressure (7)
Increases. Fig. A T - / I Monuol ~ I U P
AT-7
~~
Automatic Transmission
1st-2nd shift valve (FSV) governor pressure (1 5) is considerably speed is shifted to “3rd”.
liigli. the valve is forced completely When. tlie accelerator pedal is de.
The FSV is a transfer valve which toward tlie right. and the FSV is pressed. bcth the line pressure ( 3 ) and
shifts gears from low to second. When returned to tlie “Low” position, (This the throttli: pressure (19) are Iiigli,alld
the vehicle is stopped, the FSV is o p m l i o i i is mlled “Kickdown shift”.) the SSV is thus retained in “2nd’
depressed t o the right side by force of unless the governor pressure ( I 5 ) ex.
a spring located on the left side, ceeds tlie line pressure (3) and the
putting the FSV is in the “Low” throttle prtssure (19).
position. in the “3rd” position. force de-
When vehicle speed increases, the pressing the SSV toward the right is
governor pressure ( I 5 ) is applied to retained only by tlie throttle pressure
the right sideof the FSV.and the FSV (16). and ( h e throttle pressure (16) is
is forced toward the left. Contrarily, slightly lower than that toward the
the line pressure ( I ) together with the right wlirch is applied while shifting
Spring force, force the FSV toward the from “2nd” to “3rd”.
right opposing the governor pressure Consequently, the SSV is returned
(15). to the “2nd” position a t a slightly
When the vehicle speed exceeds a lower speed. (Shifting from “3rd” to
certain level, the governor pressure “2nd” occurs at a speed slightly lower
(15) exceeds the sum of the throttle than that b r “2nd” to “3rd” shifting.)
pressure and the spring force, and the When kicked down at “3rd“, line
FSV is forced toward the left. pressure (13) is led from the SDV, and
When the FSV is depressed t o a the SSV is forced toward the right.
certain position, the line pressure ( I ) i s Although the governor pressure is con.
closed, and only the spring depresses siderably high, the valve is forced
the FSV toward the right, and it is Fig. AT-12 “1st-2nd”shift ualue completely toward the right, and the
depressed to the end for a moment. As SSV is thus returned to “2nd” posi-
2nd-3rd shift valve (SSV)
a result, the line pressure ( I ) is for- tion. (This, operation is called “Kick-
warded t o (8). the band servo is The SSV is a transfer valve which down shift”.)
engaged through the SLV, and the shifts gears from “2nd” t o “3rd”. When the shift lever is shifted to
speed is shifted to “2nd” With the When the vehicle is stopped, the SSV “2” or “I”range at the “3rd” speed,
accelerator pedal depressed, the FSV is forced toward the right by the the.line pressure (3) is drained at the
remains in the “Low” position unless spring, and is in the “2nd” position, It MNV. Consequently, the front clutch
the governor pressure ( I 5 ) increases t o is so designed, however, that the FSV and band servo releasing oils are
a high level corresponding to the line can decide t o shift either t o “Low” or drained. A!; a result, the transmission is
pressure (1) since the line pressure ( I ) “2nd”. shifted to “2nd” or “low” speed al-
increase when the accelerator pedal is When the vehicle is running, the though the SSV is in the “3rd” posi-
depressed. governor pressure (15) is applied to tion.
Contrarily, when vehicle speed de- the right end surface, and the SSV is When the speed is shifted t o the
creases, the governor pressure (15) forced toward the left. Contrarily, the “3rd”, a me-way orifice (24) on the
decreases. However, the gear is not spring force, line pressure (3). and top of the SSV relieves oil transmitting
shifted t o “Low” unless the governor throttle pressure (19) force the SSV velocity from the line pressure (3) t o
pressure (15) becomes zero, since the toward the right. the line pressure (IO), and reduces the
force depressing the FSV toward the When vehicle speed exceeds a cer- shock generated from the shifting.
right is being delivered only by the tain level, the governor pressure sur- Contrarily. when the lever is shifted
spring. passes the sum of the spring force, line from “3rd” to “2” or “ I ” range and
“Low” in range “1” is led t o the pressure, and throttle pressure,and the the speed is shifted t o the “2nd”, the
low and reverse clutch from line pres- valve is forced toward the left. The orifice checking valve spring (24) is
sure (5) through line pressure (IZ), line pressure (3) is then closed. Con- depressed, the throttle becomes in-
end is simultaneously, led to the left sequently, the forces being rapidly effective, the line pressure (IO) is
end spring unit. Consequently, al- unbalanced, the force depressing the drained quickly. and delay in shifting
though the governor pressure in- SSV toward the right decreases, and speeds is thus eliminated.
creases, the valve is still forced toward thus the SSV is depressed to the left The throttle of line pressure (6)
the right, and the SFV is fixed in the end for a moment. With the SSV transmits the oil transmitting velocity
“Low” position. When kicked down to depressed toward the left end, the line from-line pressure (6) to line pressure
the “2nd” speed, the SDV operates, pressure (3) is connected with the line (IO) when the lever is shifted t o the
and the line pressure (13) forces the pressure (IO), the band servo is re- “R” range, and transmits drain veloci-
FSV toward the right. Although the leased. the front clutch is engaged. a n d ty from h e pressure ( I O ) to line
AT-8
Automatic Transmission
pressure (6) when shifting from “3rd” generated, the pressure loss is added to (16) to circuit (18). This throttle
to “2nd” a t “D” range. Thus, the the spring force, and the plug is thus pressure (18) is applied to the top of
throttle of line pressure (6) reduces forced back from the riqlit to the left. the PRV, and the force of the line
the shock generated from shifting. When this pressure (19) increases ex- pressure source (7) is reduced. Contra-
A plug in the SSV left end readjust cessively, the plug i s further depressed rily, when the vehicle speed decreases
the throttle pressure (16) which varies toward the left, space from the throt- and the governor pressure (15) de-
depending on the engine throttle con- tle pressure (19) to the drain circuit creases, the force toward the right
dition, to a throttle pressure (19) (13) increases, and the throttle press- exceeds the governor pressure, the
suited to the speed change control. ure (19) decreases. Thus, the plug is valve is forced back toward the right,
Moreover, the plug is a valve which balanced, and the throttle pressure and the throttle pressure (18) i s
applies line pressurt ( 1 3 ) , in lieu of the (19) is reduced to a certain value drained to the spring unit.
throttle pressure, to the SSV and the against the throttle pressure (16). This valve is switched when the
FSV when kickdown is performed. When performing kickdown, the throttle pressure and the governor
When the throttle pressure (16) is SDV moves, a high line pressure is led pressure are high or when they are
applied to the left side of this plug, to the circuit (19) from the line both low.
and the plug is depressed toward the pressure circuit (13) (which had been
right, a slight space is formed from the drained), the plug is forced toward the
throttle pressure (16) to (19). A throt- left, and circuit (19) becomes equal to
tle pressure (19) which is lower by the the line pressure (13).
pressure loss equivalent to this space is
~ 3 Orifice ~ 1 Id
checking valve AT099
closed, and with the space from circuit downshift operation. Fill. A T-18 Second lock valve
AT-10
Automatic Transmission
2nd-3rd timing valve (TMV) the upward force exceeds the down-
ward force, the valve is locked upward,
This valve is a transfer valve which and passage from circuit (10) (“2nd’
switches the by-pass circuit of the from the “Top”) t o circuit (1 I ) is 11
orifice (22) in the front clutch pres- closed. Consequently, the line pressure
sure circuit ( I I ) in response to vehicle (IO) is led to the front clutch circuit
speed and throttle condition. A force (I I ) through the orifice ( 2 2 ) . and the
created when the governor pressure oil pressure is thus transmitted slowly.
(15) is applied to the bottom of the However, under normal shifting, the
TMV constitutes the upward force, throttle pressure (16) has a pressure ”
and a force created when the spring
force and the throttle pressure are
applied to the top o f the TMV consti-
tutes the downward force.
When the throttle pressure (16) is
lower than the governor pressure (15),
AT-1 1
Automatic Transmission
AT094
AT-12
Automatic Transmission
HYDRAULIC SYSTEM
AND MECHANICAL
OPERATION
The operating system of oil pres-
sure in each range is described below:
The oil pressure in each circuit
shown in the illustration is classified as
follows according to the function:
(The numerals show the circuit iiuni-
suctiw, h o l e
bers.)
AT107
AT105
Fig. A T - 2 1 ldenlificalion of oil channels in o i l p u m p Fig. AT-23 Identification of oil channels in case face
AT-13
Automatic Transmission
“P” RANGE (PARK)
The operation of clutches and band
are functionally the same as in “Neu-
tral”.
In parking, however, when the
parking pawl meshes in a gear which is
splined t o the output shaft, the output
shaft is mechanically locked from
rotating. Free Lock
AT.14
Automatic Transmission
Torq". con...t.,
-
aa
rorqu. CDnVerfL. 0'ellu.e
Throftltl P f ~ S m r ~
I
Fig. AT-25 Oilpressure circuit diograrn - "P"range (Park)
AT-15
~
Automatic Transmission
“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 t o 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 t o the output shaft
rotates the output shaft counterclock.
wise a t a reduced speed with an Fig. AT-26 Power trunsmission during “R ”range
increase in torque for reverse gear.
AT085
AT-16
Automatic Transmission
R” range (Reverse)
AT-17
_ _ ~
Automatic Transmission
AT-18
Automatic Transmission
AT-19
Automatic Transmission
“D,” RANGE (LOW GEAR)
I
pedal depression, presses the pressure II Low 2.458 on on
regulator valve @ and increases the
line pressure (7). When the speed of
t l i e vehicle has increased, the governor pressure acts against t l i e force v i the (Ij, and the spring which are exerting
pressure ( 1 5 ) introduced irom the line spring of the pressure regulator valve against t l i e governor pressure. There-
pressure circuit ( I ) actuates the 0 and a l s o against the throttle pres- iore, when t l i e governor pressure ex-
“Ist.?nd” shirt valve 0, “2nd-3rd“ sure (16). thus lowering the line pres. ceeds this pressure. the speed i s shifted
shift valve @ , and pressure modifier sure (7). frorii t l i e “Ist”ge3r t o the “2nd”gear.
valve 3 . When the governor pressure The governor pressure alsu increases The furtlisr t h e accelerator pedal i s
i s high. l l i c pressure iiiodificr valve with the speed o i the vehicle. exerting depressed. the higher becomes the
a c t s In such a direciion as to compress a pressure on one side of the throttle ptessure (19). increasing t l i e
the spring. and the tliruttle pressure is “1st-2nd” shift valve, and counter a c t s governor pressure arid siiiftiiig :he
led to the throttle p r t ’ w r c (18). This the t l i r u t t l e pressure (191. line pressure speed c h ~ge t puirit t o :he higher side.
AT-20
Automatic Transmission
F rc
a.",,., conr.r*.. r,..
AT-2 1
Automatic Transmission
"D," RANGE (2ND GEAR)
In this case. the rear clutch is
applied and the band brake holds the
front clutch drum, the connecting
shell and the sun gear from rotating.
The power flow tal.es 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 front planet carrier, being
splined to the output shaft, causes
clockwise rotation of the output shaft
at a reduced speed compared with the Fig. A T . 3 3 Power tmismission during "D? " range
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
rotationof connecting drum.
AT079
Park on
Neutral
When the car speed increases while
running at "D," range (1st gear), the D1 Low 2.458 0"
AT-22
Automatic Transmission
AT-23
Automatic Transmission
AT083
AT-24
~~
Automatic Transmission
AT-25
Automatic Transmission
AT-26
Automatic Transmission
2nd gear'position)
~
Automatic Transmission
“2” R A W (2ND GEAR)
In “2” range t h e gear ratio is locked
in the 2nd forward speed. In thiscase,
the rear clutch is engaged and the band
brake holds the front clutch drum, the
connecting shell and sun gear from
rotating.
The power flow takes place through
the input shaft into the rear clutch
and the front internal gear. With the
sun gear held stationary, the front
planetary gears rotate around the sun
gear, carrying the front pianet carrier
with them. The front planet carrier,
bzing splined t o the output shaft,
causes clockwise rotation o f the out- Fig. A T - 4 0 Power transmission during “2”range
put shaft at a reduced speed compared
to the speed o f the rnput shaft, with
an increase in torque. As the low and
reverse brake is not engaged, the clock-
wise rotation of the output shaft
causes clockwise rotation o f 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 t o allow clockwise
rotation of connecting drum.
“2” position, causing the line pres- decreas: from “3rd gear” t o “2nd
sure circuit (3) to b e drained. gear.” In this case the speed change
Note: “D)” range (3rd gear) to “2” Therefore, the line pressure circuit quickly takes place because t h e line
range: ( I O ) which is situated a t t h e release pressure (7) and other pressure are
If “D3” range (3rd gear) is shifted side of the front clutch and servo is heightened by the action of t h e line
to “2“ range during operation, the also drained through the “2nd-3rd” pressure (4), in the same manner as
manual valve @ is also shifted t o shift vahe ‘4 , forcing the speed to described under “2“ range.
AT-28
~~
Automatic Transmission
Oil
AT-29
Automatic Transmission
“1,” RANGE (LOW GEAR)
When starting in “ 1 ” range, tlie
driving gear is locked to the low gear
ratio.
In “1’’ range, the rear clutch is
engaged and the low and reverse brake
holds the connecting drum and rear
planet carrier from rotating. The
power flow takes place through the
input shaft and into the rear clutch.
Rotation of the rear clutch drives the
rear clutch hub and front internal gear.
The front internal gear rotates the
front planetary gears clockwise to
cause the sun gear t o rotate counter-
clockwise. Fig. A T - 4 3 Power trunsfnission during “ I I *‘range
Counterclockwise rotation o f the
sun gear turns the rear planetary gear
clockwise.
The rear planet carrier splined t o
the connecting drum is held from
rotating by the low and reverse brake.
The clockwise rotation of the rear
planetary gears therefore rotates the
rear internal gear and internal drive
flange. The internal drive flange is
splined t o the output shaft and rotates AT077
the output shaft clockwise. However,
the output shaft rotates at a lower Fig. AT-44 Operution of euch mechunism during “ 1 1 ”runge
speed compared lo that of the input
shafl. This is caused b y the fact that
the. front planet carrier rotates at the
same speed as the output shaft in tlie
same direction since the carrier is on
splined to the output shaft. The front
internal gear and planetary gear assem- on
bly are rotating in the same direction,
but the planet carrier is rotating a t a
speed slower than the ring gear. So the on
gear ratio of this speed range is a
combination of the ratios provided by
on
the front and rear planetary gear as-
semblies.
When the manual valve @ is posi- the rear clutch and governor. The line pressure ( I S ) which acts on the
tioned at “I”,the line pressure (7) is pressure (4) acts in t l l e same manner as “ I st-2nd” shift valve does not increase
applied into the line pressure circuits in “2” range. until i t overcomes the combined force
( I ) , (4) and (5). The oil pressure in (5) Similar to that of the “D” range. of the line pressure (12) and the
actuates the low and reverse brake the line pressure increases with tlle spring, causing n o “1 st-2nd” speed
after being introduced into the circuit degree of accelerator pedal depression. change.
(12) through the “1st-2nd” shift valve and the line pressure decreases with
0. and the line pressure (I)acts on the increase of car speed. The povernur
AT-30
~ ~~
Automatic Transmission
I.
AT-31
Automatic Transmission
ro.qu. C0"rnt.r
Fig. AT-46 Oil pressure circuit diwrorn - ' ' I 2 "range (2nd gem)
AT-32
Automatic Transmission
TRANSMISSION 8. Disconnect vacuum tube from bolts, support engine and transmission
vacuum diaphragm, and wire connec- with jack, and lower the jack gradually
ASSEMBLY tions at downshift solenoid. until transmission can be removed and
When dismounting the automatic 9. Disconnect speedometer cable take out transiiiission under the car.
transmission from a car, pay attention from rear extension.
to the following points: 10. Disconnect oil charging pipe. Note: Plug n p the opening such as oil
1. Before dismounting the trans- 11 Disconnect oil cooler inlet and charging pipe, oil cooler tubes, etc.
mission, rigidly inspect it by aid of the outlet tubes at transmission case.
“Trouble-shooting Chart”, and dis- 12. Support engine by locating a
jack under oil pan with a wooden
INSTALLATION
mount it only when considered to be
necessary. block used between oil pan and jack. Installation of automatic tranmis-
2. Disniount the transmission with Support transmission by means of a sion o n car is reverse order of removal.
utmost care; and when mounting. transmission jack. However, observe the following in-
observe the tightening torque indi- 13. Detach converter housing dust stallation notes.
cated on another table, not to exert cover. Remove bolts securing torque 1. Drive plate runout
excessive force. converter to drive plate. See Figure Turn crankshaft one full turn and
AT-47. iiieasiire drive plate runout with indi-
cating finger of a dial gauge rested
against plate. See Figure AT-48.
[Replace diive plate if in excess of
REMOVAL 0.5 mm (0.0197 in).]
In d i s m o u n ~ c gautomatic transinis-
sion from car, proceed as follows: Maximum allowable runout:
0.3 mm (0.01 18 in)
I . Disconnect battery ground cable
from teriiiinal.
2. Disengage torsion shaft from ac-
celerator linkage. AT261
3. Jack up vehicle and support its
weight on safety stands. Recommend a Fig. A T - 4 7 Rernouing lorque conuerler
hydraulic hoist or open pit be utilized, allaching bolls
if available.
Make sure that safety is insured. Note: Before removing torque con-
4. Remove proptller shaft. verter, scribe match marks o n two
parts so that they may be replaced
AT268
in their original positions at as-
Note: Plug n p the opening in the rear sembly. Fig. AT--IX .llrasur.i!~y
d , d e p/ale
extension t o prevent oil from flow. runou1
ing ou..
14. Remove rear engine mount se- 2. Inslallation of torque conveilcr
5. Dirccmiiect frc t cxliaust tuhe. curing bolts and crossmember mount- Line u p nutcli in torque conveiter
6. Discoiiiicct selector rangc lever ing bolts. witli that in oil p i m p . Be extremely
from iiiaiiiiill shaft. IS. Remove staiter niotoi. careful not to cause undue stresses i n
7. Disconnect wire con!iectioiis a t 16. Rciiiirvc holts securing tra1ls111/S- parts in installilig torque converter.
inhihitor switch sion t o engine. After removing these See Figure AT-49.
AT-33
Automatic Transmission
AT-34
~ ~
Automatic Transmission
\ *
\ I
- . ~1
REMOVAL AND
INSTALLATION important as “liispectiun of oil level(’ 3. Set selector rod @) t o trunnion
I . Disconnect c o n t r d knob from
fur the autoiliatic timnsiiiission. @ by turning in or out adjust nuts.
Therefore, great care should be See Figure AT-5 1.
control lever by removing two(2)
exercised because faulty adjustment
screws.
will result in the breakdown of the
2. Remove console box.
3. Remove selector rod, selector transmission.
After adjusting. iiiake sure t h a t
range lever and cuntrol lever assembly control lever c a n be SCI i n any position
with bracket. 1. Loosen adjust n u t s @ . See correctly and t h a t selector iever op-
To install, reverse the order of Figure AT-5 1. erates properly witliuut a n y binding.
removal. 2. Set control lever @) and selector If levers d o iiut operate satis-
ADJUSTMENT range lever @ at “N” position. See factorily, readjust or replace parts as
The adjustment of linkage is as Figure AT-5 1. necessary.
AT-35
Automatic Transmission
from entering the mechanical parts. 5 . Remove bolts which hold valve
5. Do not use a waste rag. Use a body to transmission case. See Figure
nylon or paper cloth. TRANSMISSION AT-54.
6. After disassembling, wash all dis-
assembled parts, and examine them to DISASSEMBLY
see if there are a n y worn, damaged or
I . Drain oil from the end of rear
defective parts, and how they are
extension. Mount transmission on
affected. Refer t o “Service Data” for
Transmission Case Stand ST07870000
the extent of damage that justifies
or ST07860000. Remove oil pan. See
replacement.
Figure AT-52.
7. As a rule, packings, seals and
similar parts once disassembled should
be replaced with new ones. AT120
AT127
7. Pull out input shaft. 12. With the aid of Snap Ring Re. 16. Pull out output shaft;remove oil
8. Withdraw oil pump using Sliding mover HT69860000, pry snap ring off distributor @ together with governor
Hammer ST25850000. Do not allow output shaft. See Figure AT-59. valve 0. See Figure A T 6 2 .
front clutch t o come out of position
and drop onto floor. See Figure AT-
56.
Fig. A T - 5 6 Removing pump 13. Remove connecting drum and 17. Pry off snap ring using a pair of
inner gear of rear planetary carrier as pliers. Remove retaining plate, drive
an assembly. See Figure AT-60. plate, driven plate and dish plate in
9. Remove band strut. This can be that order. Sec Figure AT-63.
d o n e by loosening piston stem further.
See Figure AT-57.
AT-37
Automatic Transmission
AT;33
ASSEMBLY
Assembly is in reverse order of
disassembly. However, observe the fol-
lowing assembly notes.
INSPECTION I . After installing piston of low and
reverse Drake, assemble thrust spring
Torque converter housing, ring, return spring, thrust washer and
transmission case and one-way clutch inner race. Torque
rear extension hex-head slotted bolt to I .3 t o 1.8kg-rn
(9.4 t o 13 ftllb), using Hex-head Ex-
I . Check for damage or cracking; if
Fig. A T - 6 5 R e m o v i n g p i s t o n tension ST25570001 (ST25570000),
necessary, replace.
Torque Wrench GG91060000 and
2. Check for dents or score marks
Socket Extension ST25490000
20. Remove band servo loosening o n mating surfaces. Repair as nec-
attaching bolts. (ST255 17.001). See Figure AT-69.
essary.
Note: If difficulty is encountered in 3. Check for score marks or signs of
removing retainer, direct a jet of air burning o n extension bushing; if neces-
toward release side as shown in sary, replace.
ST2!i570001
Figure AT-66.
AT-38
Automatic Transmission
7. Install rear clutch hub and front
planetary carrier as shown in Figure
AT-72.
AT139
Fig. A T - 7 0 Measuring ring to plate
Fig. A T - 7 5 Measuring the distance
clearance “A “ a n d “C”
AT142
Available retaining plate (2) Measure the distance “B” and
Fig. A T - 7 2 Installing planetary carrier “D” of oil pump cover as shown in
Figure AT-76
No. Thickness inin (in) 8. Assemble connecting shell and
other parts up to front clutch in
7.8 (0.307) reverse order of disassembiy.
8.0 (0.315)
8.2 (0.323)
8.4 (0.331)
8.6 (0.339)
8.8 (0.346)
AT140
Fig. A T - 7 6 Measuring the distance
“ 5 ” a n d “D”
For inspection procedure for low AT143
Adjustment of total end play
and reverse brake, see page AT-42 for
Assembly. Fig. A T - 7 3 Installing connecting shell Select oil pump cover bearing race
3. Install one-way clutch so that the by calculating the following formula:
arrow mark “+”is toward front of 9. Adjust total end play and front T, = A ~ B t W
vehicle. I t should be free t o rotate end play as follows:
only in clockwise direction. See Figure where,
T, : Required thickness of oil pump
AT-71.
cover bearing race mm (in)
A : Measured distance A m m (in)
B : Measured distance B mm (in)
W : Thickness of bearing race
temporarily inserted mm (in)
AT-39
Automatic Transmission
Adjustment of front end play 12. After inhibitor switch is in-
Select front clutch thrust washer by stalled, check to be sure that it op-
calculating the following formula: erates properly in each range. For
detailed procedure, refer to page AT-
TF = C - D ~ 0.2(mm) 49 for Checking and Adjusting Inhibi-
where, tor Switch.
T, : Required thickness of front 13. Check the length "L" between
clutch thrust washer mm (in) case end to rod end ofvacuum throttle AT 145
C : Measured distance C mm (in) valve fully pushed in. Then select
D : Measured distance D mm (in) adequate diaphragm rod of corre-
sponding measured length. See Figure Fig. A T - 7 7 Measuring lhe distnnce
AT-77. "L"
1.5 (0.059)
26.15 to ?6.55(1.030to 1.045) 30.0 ( I .I81 )
1.7 (0.067)
26.65 to 27.08 ( I .04Y t o 1.065) 30.5 (1.201)
1.9 (0.075)
Over 27.15 (1.069) 31 .O (1.220)
2.1 (0.083)
2.3 (0.091)
2.5 (0.098) COMPONENT PARTS I . Pry off snap ring 0
with a
2.7 (0.106) The transmission consists of many suitable screwdriver or a pair of pliers.
small parts that are quite alike in Remove I retaining plate 0, drive
construction yet machined to very plate 0, driven plate @ and dished
Specified front end play: close tolerances. When. disassembling plate @ in the order listed, as shown
0.5 to 0.8 mm parts, be sure to place them in order in in Figure AT-78.
(0.020 to 0.031 in) part rack so they can be restored in 2. Compress clutch springs, using
the unit in their proper positions. I t is Clutch Spring Compressor
also very important to perform func- ST25420001 (or ST25420000). Re-
tional test whenever it is designated. move snap ring @ from spring re-
Notes: tainer, using Snap Ring Remover
a. Correct thickness of bearing race
FRONT CLUTCH ST25320001. See Figure AT-79.
and thrust washer is always the one
which is nearest the calculated one.
b. Installed thickness of oil pump gas-
ket is 0.4 m m (0.016 in).
-@
-@
-0
10. Check to be sure that brake
servo piston moves freely. For detailed
procedure, refer to page A T 4 2 for L'
AT147
Servo Piston. Use care to prevent
piston from coming out o f place dur-
ing testing since servo retainer is not F i g A T - 7 9 Removing snap ring
tightened at this point o f assembly.
1 I . Make sure that brake band strut AT146
is correctly installed. Torque piston 1 Piston 6 Retaining plate
stem to I .I to I .5 kg-m (8.7 to I I 2 Coil spring 7 Snapring
3 Front clutch drum 8 rive
ft-lb): Back off two full turns and Note: When Clutch Spring Compres-
1 Dished plate 9 Spring retainer
secure with lock nut- Lock n u t tight- 5 Driven plate sor ST25420000 is to be used, cut
ening torque is I .5 to 4.0 kg-m ( I I to Fig. A T - 7 8 Serlionol L'iew of the toe-tips of three legs by a
29 ft.Ib). Iron1 clulch grindin.! wheel. See Figure AT-80.
AT40
~
Automatic Transmission
AT148
10.6 (0.417)
Inspection 10.8 (0.425) AT31 3
AT-41
Automatic Transmission
3. Blow out piston by directing a jet 3. Without disturbing the above
of air into hole in clutch drum. See setting, check t o be sure that clearance
Figure AT-87. between snap ring and retaining plate
is within specified limits. If necessary,
use other plates of different thickness
until correct clearance is obtained.
i
Specified clearance:
0.80 t o I .05 mm
(0.031 lo 0.041 in)
AT157 4. Blow compressed air into oil hole
in low & reverse brake t o test for
Fig. A T - 8 9 Testing rear clutch
definite brake operation as shown in
AT155
Figure AT-90.
Inspection
Assembly
Check piston for wear, damage or
1. After low & reverse piston is other defects which might interfere
installed, assemble thrust spring ring, with proper brake operation.
reiurn spring, thrust washer and
one-way clutch inner race. Using
Hex-head Extension STZ5570001
v
(ST25570000). torque hex-head slot-
ted bolt 1.3 to 1.8 kg-m (9.4 IO 13
AT156
ft-lb).
Fig. A T - 8 8 Meosuring ring l o plale 2. Insert dished plate, driven plate,
clearonce drive plate and retaining plate into
transmission case in that order. Install
2. Testing rear clutch snap ring to secure the installation.
Install rear clutch < i n oil puiiip
covcr . Note: The number of drive and driven /
AT159
Blow compressed a i r into oil hole plates varies with type of vehicle.
to lest for definite clutch operation as For detailed information. refer lo
“Service Data .& Specifications”. Fig. A T - 9 1 R e m o u i n g p k t o n
shown in Figure AT-89.
AT-42
Automatic Transmission
3 . If primary governor is t o be dis-
assembled for any purpose; remove
spring seat, primary governor valve,
spring and spring seat.
Inspection
I Anchor end pin 1 . Check valve for defective condi-
2 Band strut
tion. Replace spring if found weaken-
3 Apply
1 Release ed beyond use. Defective piston
5 Return spring should also be replaced with a new
6 Band servo piston stem one,
7 Band servo piston
2. Examine to see if primary gover-
Y Servo retainer
band assembly
nor slides freely without binding.
10 Tranrmirrian case 3. T o determine if secondary gover-
AT290 nor is in good condition, blow air
Fig. A T - 9 2 Sectional view of servo piston under light pressure into hole a t -A"
~~
Disassembly
OIL PUMP
CONTROL VALVE
The control valve assembly consists
of many precision parts and requires
extreme care when it has to be re-
STZSi80000 AT264
moved and serviced. It is good practice
AT162
Fig. A T - 9 9 Meosuring runout to place parts in a part rack so that
Fig. A T - 9 6 Measuring clearnnce they can be reassembled in valve body
5. Tighten pump securing bolts tu in their proper positions. Added care
specified torque 0.6 to 0.8 kg-m (4.3 should a h be exercised to prevent
Clearance between seal ring and springs and other small parts from
to 5.8 ft-lb).
ring groove. See Figure AT-97. being scat!ered and lost.
Standard clearance: Note: Be slue to align converter Before assembly, dip all parts in
0.04 t o 0.16 m m housing securing bolt holes. clean autcsmatic transmission fluid and
(0.0016 t 0 0 . 0 0 6 3 in) 6 . Again, check the runout of oil check to be certain that they are free
pump cover. of lint and other minute particles. If
Clearance clutch 0 1 band is burnt or if oil
Note: When former Oil Pump As- becomes fouled, the control valve as-
sembling Gauge is to be used, make sembly should be disassembled and
a screw hole in side of it. flushed.
Disassembly
PLANETARY CARRIER
I . Remove bolts and nuts which
The planetary carrier cannot be retain oil strainer. Bolts may be re-
divided into its individual components. moved with a screwdriver, but it is
If any part of component is defec- recommerided that Hexagon Wrench
Fig. A T - 9 7 Measuring cleorance tive, replace the carrier as a unit, HT61000800 and Spinner Handle
HT62350000 be used. See Figure AT-
Assembly 101.
Inspection
I . Set up pump housing with inner i \
and outer pump gears on it. Check clearance between pinion
2 . Using Oil Pump Assembling washer and planetary carrier with a
Gauge ST25580000, install pump feeler. See Figure AT-100.
cover to pump housing as shown in e Standard clearance:
Figure AT.98. 0.20 t o 0.70 mm
(0.008 to 0.028 in)
ST25580000
m
HT6 I 110800
Fig. AT-IO1 Disassembling valve b o d y
AT166
2 . Remove attaching bolts. With
bolts removed. lower valve body,
Fig. A T - 9 8 Centering oil p u m p separate plate. and upper valve body
3rc free f i l r removal. See Figure AT-
IO?.
3. Temporarily tighten pump secur-
ing bolts. Note: Do not allow orifice check
4 . . Set the runout of oil pump cover AT167 valve and valve spring in loweivalve
within 0.07 mm (0.0028 in) total Fig. A T ~ l f l f Meosurinp
l pinion wosher body to be scattered and lost when
indicator reading. See Figure AT-99. t u eorrier cleoronce removing separate plate.
AT-44
Automatic Transmission
Note: Do not work it off with screw-
drivers. To avoid damaging machine
screws do not work it off with
screwdriver.
AT169
Fig. A T - I 0 3 Removing manual value
4
Fig.A T - 1 0 5 C o m p o n e n l s p o r t s ofconlrol valve
Inspection
1. Check valves for sign of burning tension: i f necessary replace. 5 . Check oil passages i n valve budy
and, if necessary, replace. 4. Examine fur any sign of damage f u r sign of damage and other condi-
2. Chcck to be certain that oil or scure marks on separate plate. If tions wliicli might interfere with prop-
strainer is in good condition. If found left unheeded, oil will bypass correct el valve operation.
damaged in any manner,discard. oil passages causmg many types o f 6 . Chcck bolts for stripped threads.
3. Test valve springs for weakened abnormalities i n t h e system. Replace as required.
AT45
Automatic Transmission
Installed
Wire dia.
Mean coil
No. of Free length
Valve spring dia. active coil m m (in) Length
m m (in)
m m (in)
m m (in)
Pressure modifier
0.55
(1.2)
Solenoid downshift
0.60
(1.3)
0.60
(1.3)
2.19
(4.8)
0.01
(0.02)
1.10
(2.4)
AT46
Automatic Transmission
Tightening torque: Note: Install check valve and relief
0.25 t o 0.35 kg-m spring so that they are properly
(1.9 to 2.5 ft-lb) positioned in valve body.
\
4. Install upper and lower valves.
AT174
See Figure AT-108.
h& .Y HT61000800
Tightening torque:
Fig. A T - I 0 8 Installing value b o d y
AT173
0.25 to 0.35kg-m
Fig. A T - I 07 Installing side plate 5. Install oil strainer.
( 1 . 8 t 0 2 . 5 ft-lb)
3. Install orifice check valve, valve Reamer bolt tightening torque: Tightening torque:
spring, throttle relief valve spring and 0.5 to 0.7 kg-m 0.25 to 0.35 kg-m
steel ball in valve body. (3.6to 5.1 ft.lb) (1.8 to 2.5 ft-lb)
AT47
Automatic Transmission
AT-49
PRESSURE . . . . . . . . . . . . . . . . . . . . . . . . . . . . .
TROUBLE SHOOTING CHART . . . . . . . . . . . . . .
AT-53
AT-53
CHECKING AND ADJUSTING INHIBITOR INSPECTING ITEMS . . . . . . . . . . . . . . . . . . . . . AT-53
SWITCH . . . . . . . . . . . . . . . . . . . . . . ......... AT-49 TROUBLE SHOOTING CHART FOR 3N71B
STALL TEST . . . . . . . . . . . . . . . . . . . . ......... AT-50 AUTOMATIC TRANSMISSION . . . . . . . . . . . . . AT-54
STALL TEST PROCEDURES , , . , . ...... AT-50 TROUBLE SHOOTING GUIDE FOR 3N71B
JUDGEMENT . . . . . . . . . . . . . . . . . . ...... AT-50 AUTOMATIC TRANSMISSION . . . . . . . . . . . . . AT-57
Since most automatic transmission 3. Oil pressure gauge ing temperatures [oil temperature: 50
troubles can be repaired by simple to 80°C (122 to 176’F). Approxi-
It is convenient to install these
adjustment, d o not disassemble im- mately ten-minute of operation will
instruments in a way that allows meas-
mediately. raise the temperature lo this range.]
urements to be made from the driver’s
Firstly inspect and adjust the auto- ....
SCdl.
and engine idling conditions are stabi-
matic transmission in place utilizing lized. Then, apply the brakes and
the “Trouble Shooting Chart”. move the transmission shift lever
If the trouble can not be solved by through all drive positions and place it
CHECKING OIL LEVEL
this procedure, remove and disas- in ‘park “P” position. In this inspec-
In checking the automatic transmis- t h e car be placed on a level
semble the automatic transmission. It
sion the oil level and the condition of r,,,r.,ro
is advisable to check, overhaul and 2YLI”I..
oil around the oil level gauge should be The amount of the oil varies with
repair each part in the order listed in
the “Trouble Shooting Chart”. every s,oOO km (3,000 the temperature. As a rule the oil level
miles). This is an easy and effective be measured after its tempera.
1 . In the ‘“Trouble Shooting Chart” trouble shooting procedure since some beco,,,es sufficiently
. high,
-
the diagnosis items are arranged 3c- changes in oil condition are often
cording to difficulty from easy to 1. Fill the oil to the line “H”.The
linked with developed troubles.
difficult, therefore please follow these difference of capacities between both
items. The transmission should not be For instance: “H” and “L” is approximately 0.4
removed, unless necessary. Lack of oil causes defective opera- liter (%’ U.S.pt., X Imp.pt.) and,
2. Tests and adjustments should be tion by making the clutches and therefore, d o not to fill beyond the
made on the basis of standard values brakes slip, resulting in severe wear. line “H”.
and the data should be recorded. This is because the oil pump sucks 2. When topping-up and changing
air causing oil foaming, thus rapidly oil, care should be taken to prevent
deteriorating the oil quality and pro- mixing the oil with dust and water.
INSPECTION AND ducing sludge and varnish.
Excessive oil is also bad because of
ADJUSTMENT oil foaming caused by the gears stirring Inspecting oil condition
BEFORE up the oil. During high speed driving The condition of oil sticking to the
TROUBLE DIAGNOSIS excessive oil in the transmission often level gauge indicates whether to over-
hlows out from the breather. haul and repair the transmission or
look for the defective part.
TESTING INSTRUMENT FOR If the oil has deteriorated to a
INSPECTION Measuring oil level varnish-like quality, it causes the con-
1. Engine tachometer T o check the fluid level. start the trol valve to stick. Blackened oil indi-
2 . Vacuum gauge engine and r u n it until normal operat- cates 3 burned clutch, brake band, etc.
AT48
Automatic Transmission
In these cases, the transmission must rn Wipe off the leaking oil and dust INSPECTION AND
be replaced. and detect the spot of oil leakage. Use ADJUSTMENT OF MANUAL
nonflammable organic solvent such as
Notes: LINKAGE
carbon tetrachloride for wiping.
a. In checking oil level, use special The adjustment of manual linkage
paper cloth t o handle the level rn Raise the oil temperature by op- is equally important as “Inspection of
gauge and b e careful not to let the erating the engine and shift the lever Oil Level” for the automatic transmis-
scraps of paper and cloth stick to to “D” t o increase the oil pressure. sion. Therefore, great care should be
the gauge. The spot of oil leakage will then be exercised because incorrect adjustment
b. Insert the gauge fully and take it found more easily. will result in the breakdown of the
out quickly before splashing oil Note: As oil leakage from the breath- transmission.
adheres to the gauge. Then observe er does not take place except when
the level. running at high speed, it is impos-
c. Use automatic transmission fluid sible to locate this leakage with Inspection
having “DEXRON” identifications vehicle stationary. Pull the selector lever toward you
only in the 3N71B automatic trans-
and turn it as far as “P” t o “ I ” range,
mission.
where clicks will be felt by the hand.
d . Pay attention because the oil t o be CHECKING ENGINE IDLING This is the detent of manual valve in
used differs from that used in the REVOLUTION the valve body, and indicates the
Nissan Full Automatic Transmis-
The engine idling revolution should correct position of the lever.
sion3N71A.Nevermix theoils. be properly adjusted. Inspect whether the pointer of
If the engine revolution is too low, selector dial corresponds t o this point,
the engine does not operate smoothly, and also whether the lever comes in
INSPECTION AND REPAIR and if too high, a strong shock or alignment with the stepping of posi-
creep develops when changing over tion plate when it is released.
OF OIL LEAKAGE from “N” to “D” or “R’.
When oil leakage takes place, the
portion near the leakage is covered Adjustment
with oil, presenting difficulty in
CHECKING AND ADJUSTING This procedure can be accomplish-
detecting the spot. Therefore, the
ed by referring to page AT-34 for
places where oil seals and gaskets are KICKDOWN AND Removal and Installation.
equipped are enumerated below: DOWNSHIFT SOLENOID
I . Converter housing
rn Rubber ring of oil pump housing. When the kickdown operation is
rn Oil seal of oil pump housing. not made properly or the speed chang- CHECKING AND ADJUSTING
rn Oil seal of engine crankshaft. ing point is too high, check the kick- INHIBITOR SWITCH
rn Bolts of converter housing to case. down switch, downshift solenoid, and
The inhibitor switch lights the re-
2. Transmission and rear extension wiring between them. When the igni-
verse lamp in the range “R” of the
a Junction of transmission and rear tion key is positioned at the 1st stage
transmission operation and also rotates
extension. and the accelerator pedal is depressed
the starter motor in the ranges “ N ’
rn Oil cooler tube connectors. deeply, the switch contact should be
and “F”’.
rn Oil pan. closed and the solenoid should click. If
Oil-pressure inspection holes (Refer it does not click, it indicates a defect.
t o Figure AT-I 12.). Then check each part with the testing
rn Mounting portion of vacuum dia- instruments. See Figure AT-109.
phragm and downshift solenoid.
rn Breather and oil charging pipe.
rn Speedometer pinion sleeve.
rn Oil seal of rear extension.
AT49
Automatic Transmission
Check whether the reverse lamp vehicle i s held in a stalled condition. test for the four ranges “ D ,“2”,
and the starter niotor operate normal- The carburetor is in full throttle opera. ‘q and “R”,
II
l y in these ranges. If there is any tion with the selector lever in ranges
trouble, first check the linkage. If no “IT‘, “2” and “I *’ respectively. Com-
defect is found in fhe linkage, check pare the measured results with the
JUDGENlENT
the inhibitor switch. standard values. I.High si:all revolution more than
Separate the manual lever from the standard revolution
remote control selector rod and turn Components t o be tested and ifthe engine revolution in stall
the range select lever to “N‘. test items condition is higher than the standard
Note: In the position “N” the slot of I.Clutches, brake and band in trans- values, it indicates that one or more
the manual shaft i s vertical. mission for slipping clutches in the transmission are
2 . Torque converter for proper func- slipping arid, therefore, no further test
Using the tester, check the two tioning isrequired.
black-yellow (BY)wires from the i n 3. Engine for overall properly For the following abnormalities,
hibitor ‘switch in the ranges “N” and the respective causes are presumed.
“ P and the two red-black (RB) wires
High r p in a l l ranges. . . Low line
in the range “R” for continuity. Turn
pressure
range select lever in both directions STALL TEST PROCEDURES
High rpm in “ D ,“2” and “ I ” and
from each lever set position and check
Refore testing, check the engine oil normal rpm in “R” . . . Rear clutch
each continuity range. I t i s normal if
and torque converter oil; warm up the slipping
the electricity is on while the lever i s
engine cooling water to suitable tem- High rpm in “D” and “2” and
within an angle of about 3’ on both
perature by running at 1,200 rpm with normal rpm in “I” . . . One-way
sides from each lever set line. How-
the selector lever in the range “P” for clutch :dipping
ever, ifits continuity range is obvious-
several minutes. Warm up the torque High rpm in “R” o n l y , . . Front
l y unequal on both sides, adjustment is
converter oil to suitable temperature clutch or low and reverse brake
required.
[60 to l0O“C (I40 to 2 12’F)j. slipping
If any malfunction is found, un-
screw the fastening nut o f the range 1 . Mount the engine tachometer at a To determine which i s slipping,
selector lever and two fastening bolts location that allows good visibility front clutch or low and reverse brake,
o f the switch body and then remove from the driver’s seat and put a mark a road test is needed.
the machine screw under the switch
cn specified revolutions on the meter. If, while coasting, after starting
2 . Secure the front and rear wheels with the lever in “I” range, engine
body. Adjust the manual shaft correct-
ly to the position “N” by means of t h e
with chocks and apply the hand brake. braking does not work properly, the
Be sure to depress the brake pedal low and reverse brake i s slipping.
selector lever. (When the slot of the
firmly with the left foot before de- Otherwise, the front clutch is slipping.
shaft becomes vertical, the detent
pressing the accelerator pedal. Slipping of the band brake is diffi-
works to position the shaft correctly
3. Throw the selector lever into the cult to ascertain. However, if it occurs
with a clicking sound.)
range “IT’. with the lever in “2” range, engine
Move the switch slightly aside so
that the screw hole will be aligned
4. Slowly depress the accelerator revolution increases up to the same
with the pin hole of the internal rotor pedal until the throttle valve i s fully level a s in “1st” range. I t is impossible
combined with the manual shaft and opened. Quickly read and record the to check i t in the s t a l l test.
check their alignment by inserting a engine revolution when the engine
begins to rotate steadily and then 2. Standard stall revolution
1.5 mm (0.0591 in) diameter pin into
the holes. If the alignment i s correct. release the accelerator pedal. If the engine revolution in stall
fasten the switch body with the bolts, 5. Shift the selector lever to “N” condition is within the standard
pull out the pin. tighten up the screw and operate the engine at approxi. values, the control clernents are nor-
mately 1.200 rpm for more than one mally operating in the ranges “D”.
in the hole, and fasten the selector
lever as before. Check the continuity minute to cool down the torque con- - . ..
* c y .‘
I and“R’,
again with the tester. If the malfunc- verter oil and coolant. Also, t h e engine and one-way
tion still remains. replace the inhibitor 6 . Make similar s t a l l tests in ranges clutch of the torque converter are
“2’ normal in performance and operation.
switch.
The one-way clutch o f the torque
Note: The stall test operation a? speci- converter. however, sometimes sticks.
fied in item (4) should be made This i s determined in the road test.
STALL TEST within live seconds. If it takes too
long, the oil deteriorates an! the 3. Lower stall revolution than stand-
The purpose of this test is to check
clutches, brake and band are ad- ard revolution
the transmission and engine For trou.
ble by measuring the maximum num- versely affected. Sufficient cooling I f the engine revolution in s t a l l
bers of revolutions of the engine while time should be given between each condition is lower than the standard
AT-50
Automatic Transmission
values, it indicates that the engine is in (2) If the torque converter’s one. ROAD TEST
abnormal condition or the torque con- way clutch sticks, vehicle speed can
verter’s one-way clutch is slipping. not exceed approximately 80 km/h An accurate knowledge of the auto-
(SO MPH) in the road test. In such a matic transmission is required for an
4. Others case, the torque converter oil tem- exact diagnosis.
( I ) If the accelerating performance perature rises abnormally and so It is recommended that a diagnosis
is poor until vehicle speed of approxi- special care is required. guide chart with the standard vehicle
mately SO km/h (30 MPH) is attained (3) If the transmission does not o p speeds for each stage of the up and
and then normal beyond that speed, it erate properly at all vehicle speeds, it down-shiftings be prepared. Measured
can be judged that the torque con- indica tes poor engine performance. vehicle speeds are to be filled in the
verter’s one-way clutch is slipping. adjoining column after each testing.
Also it is advisable t o mount a
stopper for positioning the throttle
opening.
Minimum throttle
59 to 43 (37 t o 27) 1,800 to 1,300
(450)
**: RF = 3.545
r = 0.306
AT-51
Automatic Transmission
imih 0 10 *a a +l 50 M ,o 8, $.
I ,@I!O I It0 ,a
UP” 0 10 20 a 40 !O M 10 80
1. In “D” range, gear changes, D, Fig. A T - 1 1 I Shift schedule for long wheelbase model
--+D, +D, are effected. In “R”
range, the speed does not increase.
2 . The kickdown operates properly.
3. By moving the lever from “D,t o LINE PRESSURE TEST
“I”,gear changes D, -+2(12)-+1, When any slipping occurs in clutch
are effected. In the ranges ‘$I2’’ and or brake, or the feeling duringa speed /
“ l , ” , the engine braking works p r o p change is not correct, the line pressure
erly. must be checked.
4. In “ I ” , the speed does not in- Measuring line pressure is done by a
crease. pressure gauge attached to two pres-
5. Should be quickly fixed at “2” sure measuring holes after removing
range. blind plugs located at transmission
6 . In “P”, vehicle can be parked case. See Figure AT-I 12.
properly. The line pressure measurement is
If any malfunction occurs in second begun at idling and taken step by step
gear during the road test, that is, if by enlarging the throttle opening.
AT113
vehicle shakes, drags or slings while I . A sharp shock in up-shifting or
I Line pressure
shifting up from “D, ”, directly to too high changing speeds are caused 2 Governor feed
“D3”or in shifting up from “D,”to mostly by too high throttle pressure. 3 Servo release pressure
“D,”, the brake band should be ad- 2 . Slipping or incapability of opera-
justed. If these troubles remain after lion is mostly due to oil pressure Fig. A T - I 12 Measuring line pressure
the brake band is adjusted, check the leakage within the gear trains or spool
servo piston seal for oil leakage. valve.
AT-52
Automatic Transmission
LINE PRESSURE (GOVERNOR FEED PRESSURE)
Full throttle 0 11.0 to 13.0 (156 t o 185) 7.5 to 8.5 (107 to 121)
“D
Minimum throttle 450 3.0 to 4 . 0 ( 43 to 57) 3.0 t o 4.0( 43 to 57)
Full throttle 0 21.0 t o 24.0 (299 to 341) 21.0 to 24.0 (299 to 341)
“K’
Minimum throttle 450 3.0 to 7.5 ( 43 to 107) 3.0 t o 7.5 ( 43 to 107)
Notes: a. The line pressure during idling corresponds t o the oil pressure before cut down at minimum throttle.
b. The oil pressure “After cut back” means that after rhe pressure modifier valve has operated.
Automatic Transmission
TROUBLE-SHOOTING CHART FOR 3N7 1B AUTOMATIC TRANSMISSION
(The number shown below indicates the sequence in whlch the checks s h d d be taken up )
1. . . .I@@. .
~~ ~
~~~
Too high a gear change point from
“I st” t o “Znd”, from “2nd” t o
“3rd”.
. . . 1 . 3 . 5 6 . 4 . . 1.. . . I . @
Gear change directly from “I st” to
“3rd” occurs.
. . . . . . . 2 4 .
AT-54
Automatic Transmission
AT-55
Automatic Transmission
Trouble 4 B C D [ J K L
AT-56
Automatic Transmission
TROUBLE-SHOOTING W I D E FOR 3N71B AUTOMATIC TRANSMISSION
Checking I . Oil level gauge Check gauge for oil level and leakage before and after each
test.
2. Downshift solenoid Check for sound of operating solenoid when depressing
accelerator pedal fully with ignition key “ O N .
3. Manual linkage Check by shifting into “P”, “R’,“N’,“D’,
“2” and “1”
ranges with selector lever.
4. Inhibitor switch Check wlletller starter operates in “N” and “P“ ranges only
and whether reverse lamp operates in “R“ range only.
S. Engine idling rpm. Check whether idling rpm meet standard.
6. Vacuum pressure of vacuum Check whether vacuum pressure is more than 450 nimHg
pipe. in idling and whether it decreases with increasing rpm.
7. Operation in each range. Check whether transmission engages posltivety by shifting
‘.N”+“D”, “N”+”2”,“N”+‘.l” and “N”+.&R” range
while idling with brake applied.
8. Creep of vehicle Check whether there is any creep in “ D , “2”. “ I ” and
“R” ranges.
__
Stall test I . Oil pressure t ifore testing Measure line pressures in “D”,“2”, “ I ” and “R” range while
idling.
2. Stall test, Measure engine rpm and line pressure in “D”, “2”, “1” and
“R” ranges during full throttle operation.
Notes:
a. Temperature of torque converter oil used in test should
be from 60° t o 100°C (140’ to 212°F)i.e..sufficiently
warmed up but not overheated.
b. To cool oil between each stall test for “ D , “ 2 ” , “1”
and “R’ ranges, idle engine, Le., rpm a t about 1,200
rpm for more than 1 minute in “P” range. Measurement
time must not be more than 5 seconds.
Road test 1. Slow acceleration, Check vehicle speeds and engine rpin i n shifting up 1st-
Ist-+ 2nd 2nd range and ? n d - + 3 r d range while running with lcver i n
2nd+3rd “D” range and engine vacuum pressure of about 100 mnlHg.
2. Quick acceleration. Same as item 1 above except with engine vacuum pressure
L Ist+Znd of 0 mmHg (Le., in position just before kickdown.).
2nd-3rd
3. Kick-down operation. Check whether ;he kickdown operates and measure the time
3 r d - + 2 n d or 2nd+ 1st delays while running at 30,40, 50,60,70km/h ( 1 9 , 2 5 , 3 1 ,
38.44 MPH) in “D,” range.
AT-57
Automatic Transmission
Others Abn&mal shock, oil leakage. Enter into record conditions observed aurmg these tests
such as gear noise, abnormal clutch noise and acceleration
performance.
Automatic Transmission
General speclfkations
. .
Automatic transnusuon model ............................................................................. 3N71B
11.0 (0.433)
11.2 (0.441)
II.4(0.449)
11.6 (0.457)
Rear clutch
Number of drive plates .......................................................... 5
Number of driven plates .................................................................................... 5
Clearance nim (in) ............ ...... 1.0 lo 1.5 (0.039to 0.059)
Thickness of retaining plate mm (in) ............................ <............................... 8.35 (0.329)
Automatic Transmission
l i g h t e n i n g torque kg-m(ft-lb)
One-way clutch inner race to transmission case ....... ................... ......... 1.3 t o 1.8 (9.4 to 13)
Control valve body to transmission case (4.0 lo 5.4)
Lower valve body t o upper valve body .............. ............................ 0.25 to 0.35 (1.8 to 2.5)
Slide plate to control valve body ._.,,.._...__..__....... ................................... 0.25 to0.35 (1.8 t o 2.5)
Nut for control valve reamer bolt .._..__ ................................ ....... 0.5 13 0.7 (3.6105.1)
AT-60
Automatic Transmission
Oil strainer to lower valve body ................................................. 0.25 to 0.35 (1.8 to 2.5)
Governor valve body to oil distributor ................ ........... O.St00.7 (3.6t05.1)
Ojl pump housing to oil pump cover ............ 0.6 to 0.8 (4.3 to 5.8)
Inhibitor switch to transmission case ............... 0.5 to 0.7 (3.6 to 5.1)
Manual shaft lock nut ................................................................... 3.0 to 4.0 (22 to 29)
Oil cooler pipe to transmission case .............. ............................... 3.0 to 5.0 (22 to 36)
Test plug (oil pressure inspection hole) ....................
.................... . 1.4 to 2.1 ( I O to 15)
Support actuator (parking rod inserting position) to rear extension ............................ 0.8 to 1 . I (5.8 to 8.0)
AT61
Automatic Transmission
Tool number
& Description
tool name figure No.
SE120
-
ST25850000 Use for removing oil pump 3N71B Fig. AT-56
and
Sliding hammers
3N7 I A
A/T
SE121
iT25420001 Jse for assembling or disassembling front and rear clutch 3N71B Fig. AT-79
ST25420000) and Fig. AT46
3N7 I A
Clutch spring
compressor A/T
SE122
- -
AT-62
Automatic Transmission
- -
Tool number For Reference
No & Description use page or
tool name on figure No.
- - ~
6. iT25490000 Socket extension to connect torque wrench (GG91060000) with 3N71B Fig. AT-69
ST255 12001) H“ square socket wrench AIT
Socket extension
SE124
-
7. iT25 160000 Use for tightening correct torque 3N71B Fig. AT-IO7
Max. torque: 1.04 kg-m (92 ft-lb) AIT Fig. AT-108
Torque drivel md
3N71A
SE125
-
8. HT69860000 Use for removing and replacing snap ring 3N7 1 B Fig. AT-59
and
Snap ring remover 3N71A
AIT
SE126
-
9. 3T25320001 Use for removing and replacing snap ring 3N71B Fig. AT-79
and Fig. AT-86
Snap ring remover 3N71A
AIT
SE305
-
IO. ST25570001 Use for removing and installing one-way clutch inner race with 3N7 1 B Fig. AT-64
(ST25570000) torque wrench. A/T Fig. AT-69
Drive angle H” square and 6 mm (across flat width) Page A T 4 2
Hex-head
extension
SE128
- -
AT-63
~
Automatic Transmission I-
HT62350000 Use for disassemlbing and assembling control valve 3N7 1B 'ig. AT-IO1
and 'ig. AT-IO4
Spinner handle
3N71A
AIT
SE129
HT61 000800 Use for disassembling and assembling control valve 3N7 1 B :ig. AT-101
and :ig. AT-IO4
Hexagon wrench 3N7 1A :ig. AT-I07
A/T 'ig. AT-108
SE130
-
ST255 80000 Use for centering oil pump 3N7 1B :ig. AT-98
and iig. AT-99
Oil pump 3N71A
assemlbing gauge AIT
AT-64
509 Debby Lane
Adamsville, AL 35005
http://www.zcarcreations.com
cborden@zcarcreations.com
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http://www.zcarcreations.com
cborden@zcarcreations.com
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