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SECTION AT

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

NISSAN MOTOR CO., LTD.


TOKYO, JAPAN
Automatic Transmission

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

“N” - Neutral position enables the 4 9 1 2 3 4 5


engine to he started and run without IDENTIFICATION N U M B E R
driving the vehicle. Serial production
nurnhei for the month

“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

I Transmission case 11 Governor Tightening torque (T) of


2 Oilpump 12 Output shaft bolts and nuts kg-m (ft-lb)
3 Front clutch 13 Rear extension
4 Band brake 14 Oilpan @ T 4 to 5 (29 to 36)
5 Rear clutch 15 Control valve @ TI 14 to 16 (101 t o 116)
6 Front planetary gear 16 Input shaft
@ T: 4.5 lo 5.5 (33 to 40)
@IT: 0.6 to 0.8 (4.3 to 5.8)
I Rear planetary gear 17 Torque converter
8 One-way clutch 18 Converter housing @ T 0.5 to 0.7 (3.6 to 5.1)
9 Low & Reverse brake 19 Drive plate
@ T 2.0 to 2.5 (14 to 18)
10 Oil distributor @J T 1.3 to 1.8 (9.4 to 13.0)
@ T 0.55 to 0.75 (4.0 to 5.4)
@ T 0.25 to 0.35 (1.8 to 2.5)

Fig. AT-2 Cross-sectional view uf:t.V7lB aalo~nalicfronsnaissioii

AT-3
Automatic Transmission

HYDRAULIC CONTROL SYSTEM


CONTENTS
FUNCTIONS OF HYDRAULIC CONTROL "P" RANGE (PARK) . . . . . . . . . . . . . . . . . . . . . AT-14
UNIT AND VALVES . . . . . . . . . . . . . . . . . . . . . . AT- 4 "R" RANGE (REVERSE) . . . . . . . . . . . . . . . . . . AT-16
OIL PUMP . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT- 4 "N" RANGE (NEUTRAL) . . . . . . . . . . . . . . . . . AT-18
MANUAL LINKAGE . . . . . . . . . . . . . . . . . . . . . AT- 4 " D t " RANGE (LOW GEAR) . . . . . . . . . . . . . . AT-20
VACUUM ,DIAPHRAGM . . . . . . . . . . . . . . . . . . AT- 5 "D2" RANGE (2ND GEAFII . . , , . . , . , , . , , , . . AT-22
DOWNSHIFT SOLENOID . . . . . . . . . . . . . . . . . AT- 5 "D3" RANGE (TOP GEAF:) . . . . . . . . . . . . . . . . AT-24
GOVERNOR VALVE .................... AT- 5 "D" RANGE KICK-DOWN . . . . . . . . . . . . . . . . AT-26
CONTROL VALVE ASSEMBLY . . . . . . . . . . . AT- 6 "2" RANGE (2ND GEAR1 . . . . . . . . . . . . . . . . . AT-28
HYDRAULIC SYSTEM AND "11" RANGE (LOW GEAR) . . . . . . . . . . . . . . . . AT-30
MECHANICAL OPERATION . . . . . . . . . . . . . . . . AT-13 "12" RANGE 12ND GEAF) . . . . . . . . . . . . . . . . AT-32

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.

Oil pump Control valve 7 1 Torque converter

Manual linkage Front clutch


~

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

VACUUM DIAPHRAGM DOWNSHIFT SOLENOID


The vacuum diaphragm i s installed The downshift solenoid is of a Operation of secondary
on the left center portion o f the magnetic type installed on the left rear governor valve
transmission case. The internal con- portion o f the transmission case. When
The secondary valve i s a control
struction o f the vacuum diaphragm i s a driver requires accelerating power valve which receives line pressure (1)
as follows: and depresses the accelerator pedal and controls the governor pressure.
A rubber diaphragm forms a parti- down lo tlie stopper, a kickdown When the manual valve i s selected
tion in the center. The engine intake switch located in the middle o f the
at “D’, “2” or “1” range, line pressure
manifold negative pressure is led accelerator link i s depressed by a push i s applied to the ring shaped area of
through a vacuum tube and spring rod, the kickdown switch closes, cur- this valve from circuit ( I ) , and this
force i s applied to the front surface of rent flows to the solenoid. the sole- valve i s depressed t0ward tlic center.
the rubber diaphragm while atnios- noid push rod i s depressed, the down. Moveiiiciit o f this valvc to a certain
pheric pressure i s applied to the back sliift valve o f the control valve inside positiw closes t l i c circuit from (I) to
surface. The difference between pres- the transmission case is depressed. and ( I S ) while simultaneously making a
sure applied to tlie front and back the speed is changed forcedly fnmi space from ( 1 5 ) to t l i e center drain
surfaces causes a v x i ~ i t n i reaction, “3rd” to “2nd” within a certain VCIII- port. and pressure in the circuit ( I S ) is
which activates tlic tllrottle valve o f cIc speed limit. lowered.
t h e control valve inside t h e transinis- Note: Since the kickdown switch When the vehicle is stopped and t l i e
skin case closes when the accelerator pedal is centrifugal force of t h i s valve is zero,
W l ~ r nX C C ~ C ~ J I O I p c d l l i s iully de- depressed from 718 to I 5 / 1 b of the tlic villvc i s balanced. At this point, a
I ~ I C S S C ~;11id the u i h u t c t u i IS lillly whule stroke. the accelerator pedal govcrn~ir pressure which i s balanced
<yeiic’d hut illL, cq!tiic speed is 1101 should be correctly adjmted M I 3 s with the spring force occurs on ( I S ) .
\11111C1,~1111) IIIIII~:I\L.d. lllC 1Ila1111(lld tcr afford a complete stroke. Wlicii the vehicle i s started and the
ticptivr, I ~ I W L ’ I(i.e..
~ I L ~ M ~ I L ~ ~ teiid> The arrangement o f t l i e switch centrifugal force increases. this valve
tllW2ld\ 2II110\I1l11.IIC 1p,rssulc) :1nd 111e varipr according tu model. inloves slightly t o thc outside, and as

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 circuit ( I S ) also increases. How-


ever, as the centrifugal force increases
and exceeds the governor pressure, this
valve moves toward the outside, and
the governor pressure is transmitted t o
the circuit (15).
Two different valves are employed
in the governor so that it will inde-
pendently control the speed a t high
and low speeds. That is, within the low
The control valve assembly receives tion changeover valves (including ON-
speed range, the governor pressure is
oil from the pump and individual OFF valve) and regulator valves, are
not generated because of the primary
signals from the vacuum diaphragin. newly reformed t o a throttle system
valve; whereas at the high speed range
and transmits tlie individual line pres- oil pressure and operate other valves.
above the breaking point. governor
sures to the transmission friction ele- Finally, tlie line pressure is transmitted
pressure is regulated by the secondary
ment, torime coiiver~er circuit. and t o the required clutch or brdke servo
YdIVC.
lubricating'system circuit as outputs. piston uni; in response to lhe individu-
* The breaking point is the point al More specifically, the oil from tlie oil al running conditions after receiving
which the function of one of the pump is regulated by t h e regulator signals from the vacuum diapl1rag111.
governor is transferred t o tlie other valve as line pressure build up. The line downshift solenoid. governor valve.
as the speed changes from the pressure is fed out from the control and/or manual linkage.
low-speed t o the high-speed range. valvc assembly tlirotlgh various direc-
AT4
Automatic Transmission
~~

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
~

Low & reverse brake


(PRV)
“ R ” range:
The pressure regulator valve re- (4) - same as above
ceives valve spring force, force from (5) - same as above
the plug created by the throttle pres. (6) - PRV and SSV - (F.C.)
sure (16) and line pressure (7). and and band release
force of the throttle pressure (18).
With the interaction of those forces, “N” range: (7) - None
the PRV regulates tlie line pressure (7) “D’range:

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

24 Fig. A T - 1 4 Pressure modifier wlw


._
I I Vacuum throttle valve (VTV)
The vacuum throttle valve is a
regulator valve which uses the line
pressure (7) for the pressure source
and regulates the throttle pressure (16)
which is proportioned to the force of
the vacuum diaphragm. [The vacuum
diaphragm varies depending on the
I1 i5 engine throttle condition (negative
AT098
pressure in the intake line)],
When the line pressure (7) is ap-
Fig.A T - I 3 “Znd-3rd”shift wlw
plied to the bottom through the valve
hole and the valve i s forced upward,
space from the line pressure (7) to the
throttle pressure (16) i s closed. and
Pressure modifier valve (PMV) When the governor pressure (IS ) the space from the throttle pressure
Compared to the operating pressure which i s applied to the right side of (16) to the drain circuit (17) is about
required in starting the vehicle, the the PMV is low, the valve is forced to open. In this operation. the throttle
power transmitting capacity of the toward the right by the throttle pres. pressure (16) becomes lower than the
clutch (that is, required operating pres- sure (16) (applied to the area differ- line pressure (7) by the pressure equiv-
sure) may be lower when the vehicle i s ence of the value) and the spring force, alent of the loss of space, and the
once started. When the line pressure i s and the circuit from circuit (16) to force depressing the rod of the vacuum
retained at a high level up to a high circuit (18) is closed. However. when diaphragm is balanced with the throt-
vehicle speed. shock generated from vehicle speed increases and the gover- tle pressure (16)applied upward to the
the shifting increases. and the oil nor pressure ( 1 5 ) exceeds a certain bottom.
pump loss also increases. In ordcr t o level. the governor pressure toward the When the engine torque is high, the
prevent tliis.fhe throttle pressure must left (which is applied to t l i e right side) negative pressure in the intake line
be cliaiiged over with the operation of exceeds the spring force and t l i e throt- rises (tending toward atmospheric
the governor pressure (IS) to reduce tle pressure (16) toward the right. the pressure), and the force o f the rod to
the line pressure. The PMV i s used for valve is depressed toward the left, and depress the valve increases. As a result,
this purpose. the throttle pressure is led from circuit the valve is depressed downward, the
AT-9
Automatic Transmission
space from the throttle pressure (16) (17) to the upper drain about to open,
to the drain (17) decreases, and the the back-up pressure (17) which is
space from the line pressure (7) to the lower than the line pressure (4) by the
throttle pressure (16) increases. pressure loss due to the space from
Consequently, the throttle pressure circuit (4) t o circuit (17) is balanced
(16) increases, and the valve is bal- with the spring force.
anced. Contrarily, when the engine Further, when gear is shifted from
torque lowers and the negative pres- “2nd” to “Low” a t the range “ I ” , line
sure in the intake line lowers (tending pressure is led from circuit ( I ? ) , and
toward vacuum), the force o f the rod the line pressure is applied upward to
depressing the valve decreases, and the the bottom of the valve through the
throttle pressure (16) also decreases. valve hole. Consequently, the valve is
When pressure regulated by the throt- forced upward, and locked. As a
tle back-up valve (described in the result, the space from the line pressure
subsequent paragraph) is led to circuit (4) to the back-up pressure (17) is
(17).a high pressure is applied through closed completely, and the back-up
the space from the circuit (17) t o the pressure (17) is drained upward,
throttle pressure (16). Consequently,
I . AT102
the VTV is unbalanced, the throttle
Fig. AT-1’7 Solenoid downshift valve
pressure (16) becomes equal to the
back-up pressure (17), and the valve is Second l!ock valve (SLV)
iocked upward. This valve‘ is a transfer valve which
assists the shift valve in determining
the fixed “?nd” speed at the “2”
range.
In the “D” range, the sum of the
spring force and line pressure (3)
applied upward exceeds the line pres-
sure (2) which is applied t o the valve
area difference as a downward force.
AT101 As a result, the valve is locked upward,
and the circuit from line pressure (8)
Fig. A T - I 6 Throttle back-up valve to line pressure (9) is opened.
Consequently, the FSV becomes
the “2nd” speed condition, and line
pressure is led t o the band servo
engaging circuit (9) only when line
pressure ( I ) is released t o line pressure
Solenoid downshift valve (8).
(SDV) In the “2” range, the upward force
This valve is a transfer valve which is retained only on the spring, and the
leads the line pressure (7) to (13) and downward line pressure (2) exceeds
transmits the same to the FSV and the upward force.
Fig. AT-15 Vacuum throttle value As a result, the valve is locked
SSV when a kickdown signal is re-
ceived from the downshift solenoid. downward, line pressure (2) is released
Usually, the solenoid push rod and to (9) regardless of the operating
valve are locked upward by the spring condition of the FSV, and the band
Throttle back-up valve (TBV) in the lower end. and the circuit from servo is engaged.
Usually, this valve is depressed line pressure (4) to line pressure (13) is
downward by the spring force, and opened.
circuit (17) is drained upward. When kickdown is performed. the
As soon as the lever is shifted either push rod operates, the valve is de-
to “2” or “I” range, line pressure is pressed downward, and the circuit
led from circuit (4), the line pressure is from line pressure (7) to line pressure
applied to the area difference o f the ( 1 3) opens. Line pressure ( I 3) opposes
valve, the valve is forced upward, the the governor pressure (15) a t the SSV
space from circuit (4) to circuit (17) is and FSV. thus accomplishing the AT103

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

I Pressure regulating valve (PRV) 6 Vacuum throttle valve (VT\')


2 Manual valve (MNV) 7 Throttle back-up valve (TBV)
3 Is13nd shift valve (FSV) 8 Solenoid down shift valve (SDV)
4 2nd-3rd shift valve (SSV) 9 Second lock valve (SLV)
5 Pressure modifier valve (PMV) 10 2 - 3 timing valve (TMV)

Fig. AT-20 Conlrol uolw

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.)

Pressure source of the line: 7


Air breather
Operating line pressure
AT106
for friction elemenls:
1.2,3,4,5,6.8.9.10,11.1?.
Fig. A T - 2 2 Idenlificalion of oil channels in case front face
Auxiliary line pressure: 13
Throttle system pressure:
1 6 , 1 7 , 18,19
Others: 14, IS

Oil pump discharge h u l e 1 7 )


Governor pressure (15)

Governor feed pressure ( I )

verse brake pressure ( I2 )

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

Fig. AT-24 Parking mechanism

The oil discharged from the oil


pump is fed to each part in a similar
manner t o that of the “N” range. The
oil having the line pressure (7) which
Park
has been introduced into the manual
valve @ reaches the “1st-2nd” shift RE”t,*
valve @ through the line pressure
Neutral
circuit ( 5 ) . As the “1st-2nd” shift
valve is forced to the right-hand side DI Low
by the spring, the line pressure ( 5 ) and
Drive D2 Second
(12) actuates the low and reverse
brake through the groove. Also, the D3 Top
parking pawl engages with the outer 2 Second
teeth of the oil distributor by means
of the manual lever, mechanically
locking the output shaft.

AT.14
Automatic Transmission

?' range (Park)

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

Fig. AT-27 Operation o f e a c h mechanism during “R“range

When the manual valve @ is posi-


tioned a t “R” range, the oil having the
line pressure (7) is directed t o line
pressure circuits (5) and (6). The
pressure in the circuit (5) actuates the
low and reverse brake after being
introduced into line pressure circuit
(12) through t h e :‘lst-2nd” shift valve
0. The pressure in the circuit op-
erates the release side of the band
servo and the front clutch after being
led t o line pressure circuit (IO)
through the “2nd-3rd” shift valve 0.
The throttle pressure (16) and theline
pressure (6) which vary with the
degree of accelerator pedal depression I
II LOW US8 0” 0”
both act on the pressure regulator
valve @ and press against its valve 0,
increasing line pressure (7). In “R”
range, the governor pressure is absent.
making all s u c h valves as the “1st-2nd”
shift valve 0, “Ind-3rd” shift valve
0, and pressure modifier valvc
inoperative.

AT-16
Automatic Transmission

R” range (Reverse)

Fic. AT-28 Oil pressure circuit diagram - “R“mnge (Reuerse)

AT-17
_ _ ~

Automatic Transmission

“N” RANGE (NEUTRAL)

In “N” range none of the clutches


and band are applied, thus no power is
transmitted t o the output shaft.

The pressure o f oil discharged from


the oil pump is regulated by the
pressure regulator valve @ t o maintain
the line pressure ( 7 ) , and the oil is led
t o the manual valve 0, vacuum throt-
tle valve 8, and solenoid down shift
valve @ . The oil is further introduced
into the torque converter a t its op-
erating pressure (14). and a portion of
this oil is distributed t o each part as
the front lubricant. The oil which has
been discharged from the torque con-
verter is also distributed t o each part
as the rear lubricant.
As the oil pump rotates at the Same
speed as the engine, the oil pump
discharge increases with engine speed.
But the surplus oil is returned t o the
oil pan by the pressure regulator valve
0.

AT-18
Automatic Transmission

“N” range (Neutral)

Fig. AT-29 Oil pressure circuit diagram - “ N ” range (Neutral)

AT-19
Automatic Transmission
“D,” RANGE (LOW GEAR)

The low gear in “D” range i s


somewhat different from that in “I I ”
range
The rear clutch i s applied as in
“ I , ” range, but the one-way clutch
holds the connecting drum. The power
flow i s the same a s in “I ,”
range. That
is. the power flow takes place through
the input shaft and into the rear
clutch. The input shaft i s splined to
the rear clutch drum and drives it.
Rotation of the rear clutch drives the AT080
rear clutch hub and front internal gear.
The front internal gear rotates the
Fig. A T - 3 0 Power transmission during “DI ”range
from planetary gears clockwise i o
causs the sun gear to rotate counter-
clockwise. Counterclockwise rotation
of (he sun gear turns the rear planetary
gears clockwise. With the rear plane.
tary carrier held stationary b y the
one-way clutch, the clockwise rotation
of the rear planetary gears rotates the
rear internal gear and drives the flange
clockwise. The internal drive flange i s -in
splined to the output shaft and rotates AT081
the output shaft clockwise.
Fig. A T - 3 1 Operation of each mechanism during “DI“range

When ‘he manual valve i s posi-


tioned a t “D”,the line pressure (7)
introduced into the manual valve is led
to the line pressure circuits (I), (2)
and (3). The pressure in the circuit ( I )
actuates the rear clutch and the gover-
nor,and a t the same time. operates the
“1st-2nd” shift valve @ to change the
speed. The circuit ( 2 ) leads to the
second lock valve @ . The circuit (3)
actuates the “2nd-3rd” shift valve @ D2 Second 1.458 an on
Drive
for the “?nd-3rd” speed change. and
at the same time, locks the second
D3 Top 1.000 on on (0”) on
I 1 I I I
lock valve 8 2 Second I458 on
The throttle pressure (I6) which
changes with the degree of accelerator 12 Second I458 0” 0“

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

"D:' range (Low gear)

F rc
a.",,., conr.r*.. r,..

Fig. A T - 3 2 Oil pressure circuit diogrorn - "DI' ' ronge (Low g a 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

Fig. A T - 3 4 Operation of each mechanism during " D z " r m g e

Park on

ReWrX 2.182 0" on

Neutral
When the car speed increases while
running at "D," range (1st gear), the D1 Low 2.458 0"

"1st-2nd" shift valve @ moves allow-


Drive D2 Second 1.458 on
ing the line pressure (I)to be intro-
duced into the line pressure (8) D3 Top 1.000 on on
through itself. The line pressure (8) is 2 Second 1.458 an
further led to the line pressure (9)
through the second lock valve @ , a n d 12 Second 1458 on on
by locking.the band servo, obtains the I
I] Low 2.458 0" on
"2nd" gear condition.

AT-22
Automatic Transmission

"DY range (2nd gear)

Fig. AT-35 Oil pressure circuit diagram - ''02" range ( 2 n d gear)

AT-23
Automatic Transmission

“Da” RANGE (TOP GEAR)


In 3rd gear position, the front and
rear clutches are engaged. The power
flow takes place through the input
shaft into rear clutch drum. The rear
clutch drum rotates the steel drive
plates of the rear clutch and the lined
drive plates of the rear clutch and the
lined drive plates of the front clutch.
The rear clutch directs the power flow
through the rear clutch hub and front
internal gear t o the front planet
carrier.
The front clutch directs the power
flow through the connecting shell to
Fig. A T - 3 6 Pou transmission ring “DJ” range
the sun gear. With t h t sun gear and the
rear clutch hub driven a t the same
speed, the front planet assembly is
forced t o rotate the output shaft at
the same speed in the direction t o
provide the top gear.

AT083

Fig. A T - 3 7 Operation of eoch mechanism “D3 ”ranpe

When the car speed further in-


creases while running at “D,” range
(2nd gear) and the governor pressure
(15) exceeds 111e combined force of
the spring of the “2nd-3rd” shift valve
@ and the throttle pressure (19). the
“2nd-3rd” shift valve @ moyes, and
the line pressure (8) acts to release the
front clutch and band servo through
the line pressure (IO).

AT-24
~~

Automatic Transmission

"D;' range (Top gear)

Fig. AT-38 Oil pressure circuit diagrnrn -"DJ "range ( T o p gear)

AT-25
Automatic Transmission

“0” RANGE KICKDOWN One- Puking


While operating at speeds below ion Rcleav way pawl
clutch
approximately 90 to 100 km/h (56 to
63 MPH), a kick “3rd-2nd” downshift on
can be accomplished by fully de- on
pressing the accelerator.
A kick “3rd-1st” or “2nd-1st”
downshift can also be accomplished on
below approximately 40 to 50 km/h
(25 to 31 MPH).
0”

When kickdowr, is performed, the


push rod operates by the solenoid, the
valve is depressed downward, and the
circuit from the line pressure (7) to
the line pressure (13) opens. The line
pressure (13), (3) plus the force of the
“2nd.3rd” shift valve spring oppose
the governor pressure (15) at the
“2nd-3rd” shift valve @ ,. and thus,
performs “3rd-2nd” downshift op-
eration.
Moreover, the line pressure (13)
plus the force of the “1st-2nd” shift
valve spring oppose the governor pres-
sure (15) at the “1st-2nd” shift valve
@, and thus, perform “3rd-2nd” or
“2nd-1st” downshift operation.

AT-26
Automatic Transmission

"D" range kickdown (shift valves in 2nd gear position)

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.

When the manual valve @ is posi-


tioned at “2“, the line pressure (7) is
introduced into the line pressure cir- -- One Parking
paw1
on Relcav clutch
cuits ( I ), (2) and (4). The line pressure
( I ) is led to the governor, rear clutch an
and “1st-2nd” shift valve @ as in the
case of “D” range. The line pressure on
(2) locks Ihe second lock valve s a n d
is led t o tlic tightening side of the
band servo. 0”

The “2nd” gear is therefore fixed


regardless of vehicle speed. When
on
“I),” range (3rd gear) is shif!ed to “2”
range, the line pressure (4) enters the
throttle back-up v a l v e n and produces
a high pressurc in the circuit (17).
increasing the throttle pressure ( I 6 ) .
The line pressure (7) is. therefore,
increased and quickly tightens the
band.

“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

"2" range (2nd gear)

Oil

Fig. AT-42 Oil pressure circuit diagram - "2"range (2nd gear)

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

"E' range (Low gear)

I.

Fig. A T - 4 5 Oilpressure circuit diagmrn - - " I , "range (Low gear)

AT-31
Automatic Transmission

1:' range (2nd gear)

ro.qu. C0"rnt.r

Fig. AT-46 Oil pressure circuit diwrorn - ' ' I 2 "range (2nd gem)
AT-32
Automatic Transmission

REMOVAL AND INSTALLATION


CONTENTS

TRANSMISSION ASSEMBLY . . . . . . . . . . . . . . . . AT-33 TRANSMISSION CONTROL LINKAGE . . . . . . . A T ~ 3 5


REMOVAL . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-33 REMOVAL AND INSTALLATION . . . . . . . . AT-35
INSTALLATION . . . . . . . . . . . . . . . . . . . . . . . . . AT~33 ADJUSTMENT . . . . . . . . . . . . . . . . . . . . . . . . . . AT-35

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

4. Bolt converter to drive plate. Starlet should be brought into op-


eration only when selector lever is in
“P” and “N” positions (it should not
Note: Align chalk marks painted a- be started when lever is in “D’,‘“2”,
cross both parts during disas- “ I ” and “‘R” positions).
sembling processes. Back-up lamp should also light
when selector lever is placed in “ R ’
position.
5 . After converter is installed, rotate
IO. Check level of oil in transmis-
AT116 crankshaft several turns and check to
sion. For detailed procedure, see page
be sure that transmission rotates freely
AT-48.
Fig. A T - 4 9 Torque converter without binding.
aligning cut I I . Move selector lever through all
6 . Pour recommended automatic
positions to be sure that transmission
transmission fluid up to correct level
3. When connecting torque con- operates correctly.
through oil charge pipe.
verter to transmission. measure dis- With hand brake applied, rotate
tance “A” to be certain that they are 7. Connect manual lever to shift engine a i idling. Without disturbing
correctly assembled. See Figure rod. Operation should be carried out the above: setting, move selector lever
AT-50. with manual and selector levers in through “N” to “D’, to “2”, to “ I ”
Distance “A”:
‘6”’
and to “R”. A slight shock should be
8. Connect inhibitor switch wires. felt by hand gripping selector each
More than 21.5 mm (0.846 in)
time transmission is shifted.

Notes: Note: See page AT-49 for checking


a. Refer t o covering topic under engine idling.
“Checking and adjusting inhibitor
switch” on page AT-49.
b. Inspect and adjust switch as above 12. C h x k to be sure that line prcs-
whenever it has to b e removed for sure is correct. To do this, refer to
service. relative topic under “Testing line pres-
AT 117 sure” on page AT-52.
9. Check inhibitor switch for op- 13. Perform s ~ a l l test as per the
F i g A T 4 0 Instolling lorque conuerter eration: instructions on page ~ ~ - 5 0 .

AT-34
~ ~

Automatic Transmission

TRANSMISSION CONTROL LINKAGE

\ *
\ I

- . ~1

I Selector rod Tightening torque (TI


2 Joint trunnion of bolts and nuts kg-m (ft-lb)
3 Control lever knob @ T: 3.0 tp 4.0 (22 to 29)
4 Control lever arrembl) (3 T 0.8 to 1.1 (5.8 to 8.0)
5 Control lever bracket @ T: 0.2 to 0.25 (1.4 to 1.8)
6 Selector range lever [a T: 0.8 to 1.1 (5.8 to 8.0)

Fig. AT-51 Control /inkaye sysfem

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

MAJOR REPAIR OPERATION


CONTENTS
SERVICE NOTICE FOR DISASSEMBLY COMPONENT PARTS AT-40
..
AND ASSEMBLY.. . . . . . . . . . . . . . . . . . . . . . . AT-36 FRONT C L U T C H . . . . . . . . . . . . . . . . . . . . . . . . AT-40
TOROUE CONVERTER . , . , . , , . . , . . . . . . . . AT~36 REAR CLUTCH . . . . . . . . . . . . . . . . . . . . . . . . . AT-41
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . AT-36 LOW & REVERSE BRAKE . . . . . . . . . . . . . . . AT-42
TRANSMISSION . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-36 SERVO P I S T O N . . . . . . . . . . . . . . . . . . . . . . . . . AT-42
DISASSEMBLY . . . . . . . . . . . . . . . . . ....... AT-36 GOVERNOR . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-43
INSPECTION . . . . . . . . . . . . . . . . . . . . . . . . . AT-38 OIL P U M P . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-43
ASSEMBLY . . . . . . . . . . . . . . . . . . . . ....... AT-38 PLANETARY CARRIER . . . . . . . . . . . . . . . . . .AT-44
CONTROL VALVE . . . . . . . . . . . . . . . . . . . . . . AT-44

SERVICE NOTICE INSPECTION 2. Remove bolts securing converter


FOR DISASSEMBLY I . Check torque converter for any housing to transmission case. Remove
sign of damage, bending, oil leak or torque converter.
AND ASSEMBLY deformation. If necessary, replace. 3 . Remove speedometer pinion
I . It is advisable that repair opera- 2. Remove rust from pilots and sleeve bolt. Withdraw pinion.
tions be carried out in a dust-proof bosses completely. 4. Remove downshift solenoid and
room. If torque converter oil is fouled or vacuum diaphragm. Do not leave dia-
2 . Due to the differences of the contaminated due to burnt clutch, phragm rod a t this stage o f dis-
engine capacities, the specifications of flush the torque converter as follows: assembly. Rod is assembled in top of
component parts for each model’s vacuum diaphragm. See Figure AT-53.
transmission may be different. They (1) Drain oil in torqlle converter.
do, however, have common adjust- (2) Pour non lead gasoline or kero-
ment and repair procedures as well as sene into torque converter [approxi-
cleaning and inspection procedures, mately 0.5 liter ( I K U.S.pt., N Imp.
outliped hereinafter. PtJl
3. During repair operations, refer to (3) Blow air into torque converter
“Service Data and Specific3titmr” sec- and flush and drain out gasoline.
t i o n , for the correct parts for each (4) Fill torque converter with
torque converter oil [approximately ,-
model.
4. Before removing any of subas- 0.5 liter (I M U.S.pt., N Imp.pt.)]
semblies, thoroughly clean the outside (5) Again blow air into torque con- Fig. A T ~ 5 3Downshift solenoid and
of the transmission to prevent dirt verter, and drain torque converter oil. V O C U U ~diaphragm

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

Fig. A T - 5 4 Removing value b o d y

6. Loosen lock nut @ on I


piston
TORQUE CONVERTER stem @ as shown in Figure AT-55.
The torque converter is a welded Then tighten piston stem 111 order to
COnStrllction and can not be disds- prevent front clutch drum from falling
sembled. Fig. A T - 5 2 Removing oil pan when oil pump is witlidrawn.
AT-36
Automatic Transmission

AT127

Fig. A T - 6 1 Removing rear extension


Fig. A T - 5 5 Loosening bond servo Fig. A T 3 8 Remouing connecting shell

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 - 6 2 Remouinggovernor and


F i t . AT-59 RemouinR snap ring oil distributor
A1122

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.

Fig. A T - 6 0 Removing connecting Fig. A T - 6 3 Remouing drive and


drum driuen plotes
Fig. A T - 5 7 Removing band strut
14. Remove snap rings and then 18. Reaching through back side of
remove rear planetary carrier, internal transmission case, remove hex-head
10. R~~~~~ brake band, front gear, connecting drum, one-way clutch slotted bolts as shown in Figure AT-
clutch and rear as a n assembled outer race and cme.way clutcli in that 64. T o d o tliis. use Hex-head Exten-
unit. order. sion ST25570001 (ST15570000).
1 1 . Zemove connecting shell, rear 1 5 . Remove rear extension by One-way clutch inner race, thrust
clutch hub and front planetary carrier loosening securing bolts. See Figure- washer, piston return spring and thrust
as a unit. See Figure AT-58 AT4I. spring ring can now be removed. :

AT-37
Automatic Transmission

AT;33

Fig. A T - 6 7 Removing manual plate


Fig. A T - 6 4 Removing hex-head slotted
bolt
22. Remove inhibitor switch and
manual shaft by loosening two secur.
19. Blow out low and reverse brake
piston by directing a jet of air into ing bolts. AT134

hole in cylinder. See Figure AT-65. F i g A T - 6 8 Measuring seal ring t o


ring groove clearance

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.

Gaskets and O-ring


1. Always use new gaskets when the
units are to be disassembled.
2 . Check O-rings for burrs or crack-
AT135
ing. If necessary, replace with new
rings. Fig. A T - 6 9 Instolling o n e - w a y clutch
inner race

Oil distributor 2. After low and reverse brake has


AT132
1. Check for signs o f wear on seal
been assembled, measure the clearance
Fig. A T - 6 6 Removing bond servo between snap ring @ and retaining
ring and ring groove, replacing with
plate 0 . Select proper thickness of
new ones if found worn beyond use.
retaining plate to give correct ring t o
?I. Pry snap rings @ from both 2 . Check that clearance between seal
plate clearance. See Figure AT.70.
ends of parking brake lever @ and ring and ring groove is correct. If out
remove the lever. Back off manual of specification. replace whichever is Low and reverse brake
shaft lock nut @ and remove manual worn beyond limits. Correct clearance clearance:
plate @ and parking rod See 0. is from 0.04 to 0.16 mm (0.0016 to 0.8 to I .05 mm
Figure AT-67. 0.0063 in). See Figure AT-68. (0.031 to0.041 in)

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)

Available oil pump cover bearing


race

AT131 Thickness mm (in)

Fig, A T - 7 1 O n e - w a y clutch 1.2 (0.047)


1.4 (0.05s)
4. After installing rear extension, I Front clutch
v AT138
5 T r a n m i w i m case I .6 (0.063)
torque attaching bolts to 2.0 to 2.5 thrurf wayher 6 Oil p u m p g a s k e t 1.8 (0.071)
kg-m (14 to 18 ft-lb). Place manual 2 Oil pump co\’er 7 011p u m p cover
levei in “P” range and check t o be sure 3 F r o n t clutch bearing race 2.0 (0.079)
4 Rear clutch
that rear output shaft is securely 2.2 (0.087)
blocked. Fig. A T - 7 4 End p l o y
5 . Tighten servo retainer temporari-
ly at this stage of assembly. (I) Measure the distance “ A ” and Spccified total end play:
6 . Place rear clutch assembly with “C” by vernier calipers as shown in 0.25 to 0.50 mm
ncedle bearing on front assembly. Figure AT-75 (0.010 to 0.020 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"

Available diaphragm rod


Available front clutch thrust
washer Distance measured "L" inin (in) Diaplir3gm rod length nim (in)
Under 25.S8 ( I ,006) 29.0 ( 1.142)
Thickness mm (in)
25.65 to 26.05 (1.010 to 1.026) 29.5 (1.161)
~ ~~~

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

cut o l i hatched portion


Fig. A T - 8 0 Modifying coil spring
compressor
41150
Lubrication hole
3. Take out spring retainer 0and
spring @. See Figure AT-78. Fig. A T - 8 4 Testing front clulch
Fig. A T - 8 2 Inserting clulch plole
4. Blow out piston by directing a jet
of air into hole in clutch drum. See
Figure AT-8 I . REAR CLUTCH
3. After clutch is assembled, make
sure that clearance between snap ring
0 and retaining plate @ is held Disassembly
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 t o I .8 m m
(0.063 t o 0.07 1 in)

AT149 Available retaining plate

Fig. A T - 8 1 Blowing oul pislon


Thickness mm (in)

10.6 (0.417)
Inspection 10.8 (0.425) AT31 3

1 Rear clutch drum 6 Snap ring


I . Check for signs of wear or dam. 11.0 (0.433)
2 Piston 7 Spring retainer
age to clutch drive plate facing. If 11.2 (0.441) 3 Dished plate 8 Drive plate
found worn or damaged excessively, 4 Coil spring 9 Driven plate
11.4 (0.449) 5 Retaining plate
discard. See “Service Data” for limits.
2. Check for wear on snap ring and 11.6 (0.457) Fig. A T - 8 5 Sectional uiew of
for weakened or broken coil spring. rear clutch
If necessary, replace with new ones. I . Take out snap ring ($ , retaining
Spring retainer should also be in- plate 8 , drive plate @, driven plate
spected for warpage. @ and dished plate @ . Same tech-
nique can be applied as in disas-
sembling front clutch. See Figure AT.
Assembly 85.
I . Assembly is in reverse the order 2. Remove snap ring from coil
of disassembly. Dip all parts in clean spring retainer. See Figure AT-86.
automatic transmission fluid before
AT151
installing.
2 . Line u p driven plates so that Fig. A T - 8 3 Measuring ring lo plole
stripped arcs are properly aligned, cleamnce
paying particular attention to the loca-
tion of oil holes in clutch drum. See
Figure AT-82.
4. Testing front clutch
Note: The number o f drive and driven With front clutch assembled on oil
plates varies with t h e type of vehi- pump cover, direct a jet of air into
cle. For detailed information, see hole i n clutch drum. See Figure AT-
“Service Data & Specifications.” 84. Fig. A T 4 6 Remooing snap ring

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.

Fig. A T - 8 7 Blowing out p i s f o n

Inspection LOW & REVERSE BRAKE


Refer t o page AT-41 for Inspection
Disassembly
of Front Clutch.
1. Follow steps as described in page
AT-37 for Transmission Disassembly.
Assembly 2. Blow out piston by directing a jet
Assemble in reverse the order of of air into oil hole in clutch piston.
disassembly. Dip all parts in clean
automatic transmission fluid before Fig. A T - 9 0 Testing l o w & reverse
assembling. Note that the number of brake
drive and driven plates varies with type
of vehicle, For details, refer t o “Serv- Inspection
ice Data & Specifications”. I, Check drive plate facing for wear SERVO PISTON
1. After rear clutch is assembled, or damage; if necessary, replace. Refer
check t o be sure that clearance be- t o “Service Data &Specifications” for Disassembly
tween snap ring @ and retaining plate tolerances. 1. Blow out piston by directing a jet
@ is held within prescribed tolerances. 2 . Test piston return spring for of air into hole in release-side of
See Figure AT-88. weakness. Discard if weakened beyond piston.
Specified clearance: use. 2. Remove, servo piston return
1 .O t o I .5 mm 3. Replace defective parts with new spring.
(0.039 to 0.059 in) ones.

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"
~~

and listen for noise like that of a


Assembly model plane.

1. Prior t o assembly, dip all parts in


clean automatic transmission fluid. Assembly
Reverse disassembly procedure to Reverse disassembly procedure to
assemble brake. assemble governor.
2. Use extreme care to avoid dam-
aging rubber ring when installing seal Note: Do not confuse primary gover-
lace. nor with secondary governor. After
3. Blow compressed air from apply- installation, check that spring is not
side of piston t o 'test for definite deflected.
Fig. A T - 9 4 Testing piston
piston operation as shown in Figure (Release sideJ
AT-93.
GOVERNOR

Disassembly
OIL PUMP

I . Separate governor from oil dis- Disassembly


tributor by unscrewing attaching bolts.
I . Free pump cover from pump
2 . To disassemble secondary gover-
housing by removing attaching bolts.
nor, remove spring seat, spring and
2 . Take out inner and outer gears
secondary governor valve from valve
from pump housing.
body in that order as shown in Figure
AT-95.
To control valve Inspection
1. Inspect for wear or damage to
Fig. A T - 9 3 Testing piston gear teeth. Replace rubber ring if
( A p p l y side) found damaged beyond use.
2 . Using a straight edge and feelers,
measure pump and gear clearances as
follows:
a Clearance between inner (or outer)
gear and pump cover. See Figure
AT-96.
4. With apply-side of piston plugged
with thumb, blow compressed air into
~ i o m
control valve
[Line pirrsuir (l)l b AT090 Standard clearaiice:
1 primary governor 4 Oil dirtiibutor 0.02 t o 0.04 mm
cylinder from release-side as shown in 2 Secondary governor 5 Output 5haft (0.0008 to 0.0016 in)
Figure AT-94. If retainer is raised a 3 Governor u l v e body
little, it is an indication that attaching Fig. A T - 9 5 Testing secondary
[Replace if over 0.08 mm (0.0031
bolts are loose, calling for retightening. gouernor in).J
AT43
Automatic Transmission
[Replace if over 0.80 mm (0.031
in).]

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

5. Remove side plate; pull out pres-


Fig. A T - 1 0 2 Removing separotepldle sure regulator valve, second lock valve,
pressure regulator plug and two valve
springs.
3 . Pull out manual valve as shown in 6 . Remove side plate. With side
Figure AT-I 03. plate removed, solenoid downshift
4. Remove side plate. Take out valve; throttle back-up valve, vacuum
“1 st-2nd” shift valve, “2nd-3rd” shift i throttle valve, “2nd-3rd” timing valve
AT171
valve, pressure modifier valve and HT610008l and three valve springs are free for
three valve springs. See Figure AT-104. Fig. A T - I 0 4 Removing side plate removal.

PreEsYre regulator sleeve

Second lock valve


2nd-3rd liming valve

Vacuum throttle valve

1st-2nd Shift valve ~-


.
~ .
-

2nd-3rd shift vav


le-,

Throttle back up valve

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

Valve spring chart

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 regulator 2.8


(6.2)

Pressure modifier

1st - 2nd shift

2 n d . 3rd shift 1.40


(3.1)

0.55
(1.2)

Throttle back-up 1.92


(4.2)

Solenoid downshift
0.60
(1.3)

0.60
(1.3)

2.19
(4.8)

0.01
(0.02)

1.10
(2.4)

d Assembly ifications when designated


Assemble in reverse order of disas- I . Slide valve into valve body and be
sembly. However, observe the follow- particularly careful that they are not
ing assembly notes. Refer to “Valve forced in any way.
Spring Chart” and illustration in as- 2. Install side plates using Torque
~ 7 , 7 2 sembling valve springs. Dip all parts in Driver ST25 160000 and Hexagon
clean automatic transmission fluid Wrench HT61000800. See Figure AT-
Fig. A T - 1 0 6 spring before assembly. Tighten parts to spec- 107.

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

TROUBLE DIAGNOSIS AND ADJUSTMENT


CONTENTS
INSPECTION AND ADJUSTMENT ROAD TEST . . . . . . . . . . . . . . . . . . . . . . . . . . . . . ~ ~ - 5 1
BEFORE TROUBLE DIAGNOSIS . . . . . . . . . . . . AT-48 CAR SPEED AT GEAR StiIFT . . . . . . . . . . . . ~ ~ - 5 1
TESTING INSTRUMENT FOR INSPECTION . AT-48 CHECKING SPEED CHANMNG
CHECKING OIL L E V E L . . . . . . . . . . . . . . . . . . AT-48 CONDITION . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-52
INSPECTION AND REPAIR OF CHECKING ITEMS DURING SPEED
OIL LEAKAGE . . . . . . . . . . . . . . . . . . . . . . . . . AT-49 CHANGE.. . . . . . . . . . . . . . . . . . . . . . . . . . . . . . AT-52
CHECKING ENGINE IDLING SHIFT SCHEDULE . . . . . . . . . . . . . . . . . . . . . . AT-52
REV0 LUTl ON . . . . . . . . . . . . . . . . . . . . . . . . . . AT-49 LINE PRESSURE TEST . . . . . . . . . . . . . . . . . . . . ~ ~ - 5 2
CHECKING AND ADJUSTING KICKDOWN LINE PRESSURE (governor feed pressure) . . . . AT-53
SWITCH AND D WNSHIFT SOLENOID . . . . JUDGEMENT IN MEASUFING LINE
3
INSPECTION A N ADJUSTMENT OF
MANUAL LINKAGE . . . . . . . . . . . . . . . . . . . . .
AT49

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.

To exactly locate the place of oil


AT109
leakage, proceed as follows:
I lnhihitorrwitch 6 Nut
Place the vehicle in a pit, and by
sampling the leaked oil, determine if it - \
,
AT108 2 Manual shaft
3 Washer
7
8
Washer
Inhibitor switch
is the torque converter oil. The torque Fig. A T - I 0 9 Downshift solenoid 4 Nut 9 Range wlect lever
converter oil has a color like red wine, 5 Manual plate
so it is easily distinguished from engine Note: Watch for oil leakage from Fig. AT-I I O Construclion o f inhibilor
oil or gear oil. transmission c a s . switch

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.

CAR SPEED AT GEAR SHIFT


Throttle opening
Gear shift Car speed ** km/h (MPH) Propeller shaft rpm
(-mmHg)

57 to 73 (35 to 45) 1,720 to 2,220


Kickdown 101 to 117 (63 to 73) 3,060 to 3,560
(0) 106 to 90 (66 to 56) 3,220 to 2,720
57 t o 41 (35 to 25) 1,730 to 1,230

I DI -+ D2 13to 30( 8to19)


47 t o 63 (29 to 39)
400to 900
1,410 to 1,910
38 t o 22 (24 to 14) 1,160 to 660

23 Max. (14 Max.) 700 Max.


~

59 t o 43 (37 t o 27) 1,800 to 1,300

Minimum throttle
59 to 43 (37 t o 27) 1,800 to 1,300
(450)

‘I Reduce the speed by shlfting to “ I ” range from “ D , range


(output shaft 2.000 rpm).
Note: Car speed can be calculated by the following formula;
2 x n x r x N,,x 60
V =
RI x 1,000
where, V = Car speed (km/h)
N,:= Propeller shaft revolution (rpm)
R I = Final gear ratio
r = Tire effective radius ( m )
n = The ratio of circumference of a circle to itsdiameter: 3.14

**: RF = 3.545
r = 0.306

AT-51
Automatic Transmission

CHECKING SPEED SHIFT SCHEDULE


CHANGING CONDITION
The driver’s feeling during gear
changes should also be checked atten-
tively.
1. A sharp shock or unsmoothness is
felt during a gear change.
2. A gear change is made with a long
and dragging feeling.
These indicate that the throttle
pressure is too low or some valve
connected t o the throttle is defective.

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

CHECKING ITEMS DURING C..,pnd R,=,I41 ,=om

SPEED CHANGE AT314

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)

At cut back point [under After cut back [over


Throttle opening approximately 40 km/h (25 MPH)]
Range approximately 15 km/h (9 MPH)]
Unit: mmHg Unit: kg/cm2 (psi)
Unit: kg/cm2 (psi)
~

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 12.0 t o 14.0(171 t o 199) 7.5 t o 9.0(107 to 128)


“2”
Minimum throttle 450 7.5 to 14.0 (107 t o 199) 7.5 t o 9.0 (107 t o 128)
~ ~ ~~

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.

JUDGEMENT I N MEASURING pressure due to a sticking regulator A Oil level


valve. B Range select linkage
LINE PRESSURE Vacuum leakage is checked by C Inhibitor switch and wiring
directly measuring the negative pres- D Vacuum diaphragm and piping
1. Low idling line pressure in the
ranges “D”,
‘<2”,“1”, ‘,R” and ,y. sure after removing the vacuum pipe. E Downshift solenoid, kickdown
A puncture o f the vacuum dla- switch and wiring
This can be attributed to trouble in
phragm can be easily ascertained F Engine idling rpm
the pressure supply system or too low
because the torque converter oil is G Oil pressure (throttle)
output of power caused by:
absorbed into the engine and the H Engine stall rpm
( I ) A worn oil pump exhaust pipe emits white smoke. I Rear lubrication
(2) An oil pressure leak in the oil J Control valve (manual)
pump, valve body or case 4 . Items to be checked when the
line pressure is increasing K Governor valve
(3) A sticking regulator valve L Band servo
In this check, the line pressure
2. Low idling, line pressure in cer- should be measured with vacuums of M Transmission air check
tain ranges only 450 mmHg and 0 mmHg in accordance N Oil quantity
This is presumably caused by an oil with the staU test procedure. 0 Ignition switch and starter motor
leak in the devices or circuits con- P Engine adjustment and brake in-
(I) If the line pressure d o not in-
nected to the relevant ranges. crease despite the vacuum decrease, spection
( I ) When there is an oil leak in the check whether the vacuum rod is 2. Inspection after inspecting auto-
rear clutch and governor, the line incorporated. matic transmission on vehicle.
pressure in “ D ,“2” and “ I ” are low (2) If the line pressure d o not meet
the standard. it is caused mostly by a m Rear clutch
but the pressure is normal in “R’.
sticking pressure regulating valve. pres- n Front clutch
(2) When an oil leak occurs in the
low and reverse brake circuit, the line sure regulating valve plug, or amplifier. q Bandbrake
r Low and reverse brake
pressure in “R” and “P” are low but
s Oil pump
the pressure is normal in “ D , “2” arid
“1”.
TROUBLE-SHOOTING t Leakage of oil passage

3. High idling line pressure


CHART u One-way clutch of troque converter
v One-way clutch of transmission
This is presumably caused by an w Front clutch check ball
increased vacuum throttle pressure INSPECTING ITEMS x Parking linkage
owing lo a leak in the vacuum tube or 1 . Inspection with automatic trans- y Planetary gear
diaphragm or by an increased line mission on vehicle?
AT-53
~
~~

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 )

Trouble A B C L SFGH LJKL

Engine does not start in “N”, “P”


. 2 3 . . . . . . . .
ranges.
-
Engine starts in other range than “N”
and “p”.
. 1 2 . . . .
Sharp shock in shifting fronl “N” t o
“D*range.
... 2 1 3 . . 4 . . ...
-
Vehicle will not run in “D” range (but
runs in “2”,“1” and “R” ranges).
. l . . . 2 . . 3 . . . . .
Vehicle will not run in “D’, “ l ” , “2”
ranges (but runs in “ R 9 range). 1 2 . . . 4 . . 5 . . . . .
Clutch slips. Very poor acceleration.

Vehicle will not run i n ”R” range (but


runs in “D,”?”and “I” ranges.)
Clutch slips. Very poor acceleration.
1 2 . 3 . . 5 . D..

Vehicle will not run in any range. 1 2 3 . 5 . . 6 4 . . 1. . . . I@@. . . @.

1. . . .I@@. .
~~ ~

Clutches or brakes slip somewhat


in starting.
1 2 . 6 . 3 . 5 . . 7 4 , . . . .
Vcliiclc runs iii “N” range. . 1 . . . . . 3 . . . 2 . . ) @ . . . ) . . . .
__
Maximum speed not attained.
Acceleration poor.
1 2 . . . 4 5 I . 6 ...
Vehicle hr:ihed by throwing lever into . . . . . . . , . . 3 .@.
“ R “ range.
-
Excessive creep. 1 . . ... . . .
No creep at all. 1 2 . . 3 . . 5 . .

Failurc tu change gear from ”2nd”


to “3rd”.
. 1 . 2 . . . . 5 6 8 7 4 . . 1. .@.I.@. . , . .

Failiirc cllangc scar


t o “21ld”,
10 h l l -ISI”
1 . 2 .... 5 6 8

~~~
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

Trouble LBCD SFGH JKL 4NOP n n q I i t u v

Too sharp a shock in change from . . .


“1st” t o “2nd”.
. . l 2 4 . 5 . 3 @.
Too sharp a shock in change from . . l 2 . 3 . 3. 5 4 . . .
“2nd” l o “3rd”.
-
Almost no shock or clutches
slipping in change from “IsI” to 1 2 . 3 . . 4 . 6. 8 7 5 . . . .@. ,@. . . . .
“2nd“.
Almost no shock or slipping in
change from “2nd” l o “3rd”. 1 2 . 3 . . 4 . 6 . 8 7 5 . . .@. . .@. . 3. .
Engine races extremely.
Vehicle braked by gear change from
“1st” to “2nd”.
, . . . . . 2

Vehicle braked by gear change from . . . .


“2nd” to “3rd”.
I . . . . . 3 . 2 . I . .@.
-
Failure to change gear from
“3rd” to “2nd”.
. . . 1 , 3 4 6 5 2 . @@. .@. . . . .
Failure IO change gear from “2nd”
1 , 3 4 6 5 2
to “Ist” or from “3rd” to “1st”.
Gear change shock felt during
deceleration by releasing . 1 . 2 3 . 4 . 5 6 . . . . . .@. .
accelerator pedal.
-
Too high a change point from
“3rd” to “2nd”, from “2nd” t o . 1 . 2 3 . 4 . . 5 6 . . . . . . . . . .@. . . . .
“I St ” ,
_-
Kickdown does not operate when
depressing pedal in “3rd” within . . . 2 1 . . . . 4 5 . . 3 . .
kickdown vehicle speed.

Kickdown operates or engine over-


runs when depressing pedal in
“3rd” beyond kickdown vehicle . 1 . ; . , 3 . . 5 6 . 7 4 . . .@. . . . .
speed limit.

Races extremely or slips in changing


from “3rd” to “2nd” when 1 2 . 4 . 6 5 3 .@. .
depressing pedal.
-
Failure to change from “3rd” to “2nd
when changing lever into “2” range. . 1 2 . 4 . 5 . 3 .@’. . . . .
Gear change from “2nd” L O ~ ~ I S I ’ ’
or from “2nd” to “3rd” in “2“ . 1 2 . 3
range.

AT-55
Automatic Transmission

Trouble 4 B C D [ J K L

No shock at change from “1” to “2”


1 2 . 3 4 . 1 . 6
range or engine races extremely.

Failure to change from “3rd” t o “2nt . 1 . . . 2 . , 4 5 7


when shifting lever into “1 ” range.
Engine brake does not OpCralC 111
. 1 . . . 2 . . 4 . . 5 3 . . . . . @ . @ . .
“1” range.
Gear cllange from “I st” IO “21id”
01 from “2nd“ to “3rd” in “ I ”
range.
. 2 . . ++F
Does not change from “2nd”
to “1st” in “1” range.
1 2 . 4 5 6

Large shock changing from “2nd”


to ”1st” in “1” range.
. . . 1 . . 2 . 4 . . 3 . .
I . . . @
I
Vehicle moves when changing
into “P” range or parking gear does
not disengage when shifted out of
“F”’ range.

Transmission overheats. 1 . . . , . 3 4 2 6 . 8 “63


~

Oil shoots out during operation.


White smoke emitted from exhaust 1. . 3 , . 5 6 2 7 . . “63
pipe during operation.

Offensive smell at oil charging pipe. 1

Transmission noise in “P” and “ N ’


1 . . , . 2 . . . . .
ranees.
Transmission noise in “ D , “2”, “ I ” 1 . . . . . 2 . . . . .
and “R’ranges.

AT-56
Automatic Transmission
TROUBLE-SHOOTING W I D E FOR 3N71B AUTOMATIC TRANSMISSION

Order Test item Procedure

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.

3. Oil pressure after testing Same as item I .

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

Order Test item Procedure


-
4. Shift down. Check vehicle speeds and engine rpm in shifting down from
3rd + 2nd -+ 1st (sequentially) while coasting with
accelerater pedal released in “D,” range and engine vacuum
pressure of about 450 mmHg.
5. Shift down, Check for shifting down D, -b 12 and engine braking, and
D,+ I 2-+I I further for shifting down I z-+l I and.engine braking, after
shifting the lever into “ I ” range with the accelerator pedal
released and the engine vacuum pressure of 0 mmHg while
driving at about 50 km/h (31 MF‘H)in “D,” range.
6. Shift down, Check for quick shifting down D3+2 and engine braking,
D342 after shifting the lever into “2” iange while driving at about
50 km/h (31 MPH) in “D3” rang,e.
Further, check for locking of the transmission in 2nd gear
ratio regardless of vehicle speed.
7. Shift up, Check for failure of the transmission to shift up during
acceleration, when starting in “I ”range.
8. Shift up or dawn when start- Check the transmission for not shifting up or down during
ing in “2” range. acceleration or deceleration, whsn starting in “2” range.
9. Parking. Confirm that vehicle will not move on grade‘when shifting
to “ P range.

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

SERVICE DATA AND SPECIFICATIONS

General speclfkations
. .
Automatic transnusuon model ............................................................................. 3N71B

Stall torque ratio .................................................................................................. 2.0 : 1


Transmission gear ratio
1st .................................................................................................... 2.458
2nd .................................................................................................... 1.458
Top ................................................................................................... 1.OOO
Reverse ............................................................................................... 2.182

Oil .:..................................................................................................................... Automatic transmission fluid


“Dexron” type
Oil capacity ............................................................................................................ 5.5 liters ( 5 W US qts, 4 Imp qts)
Approximately 2.7 liters (2 H US qts,
2 31 Imp qts) in torque converter

Specifications and adjustment

Automatic transmission assembly


Model code number ......................... ............................... ................ X2710
Torque converter assembly
Stamped mark on the TIC ...... ........ ...... .......... .. 20-D
Front clutch
Number of drive plates ........................
Nnmber of driven plates .......................
Clearance nim (in) .............. 1.6 to 1.8 (0.063 to 0.071)
Thickness of retaining plate nim (in) ................ 10.6(0.417)

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

Low &reverse brake


Number of drive plates .................................................... ............................. 5
Number of driven places ................................................................................ 5
Clearance nini (in) ...................................... ......... 0.80 to 1.05 (0.0315 to 0.0413)
Thickness of retaining plate mm (in) 7.8 (0.307)
8.0 (0.31 5)
8.2 (0.323)
8.4 (0.331)
8.6 (0.339)
8.8 (0.346)
Brake band
Piston size niin (in)
Big dia. ................................................................................................... 72 (2.83)
Small dia ................................................................................................... 44(1.73)
Control valve assembly
Stamped mark on stri'
s iiier ........._.. ........................... N5
Coveriior assembly
Stamped mark on governor body .................................................................... M33

Englne idling and stall revolution

Idling revolution rpm ............................................................................................ .... 700 at "D'position


stall revolution rpm .................................................................................................. 2,100 to 2,400

l i g h t e n i n g torque kg-m(ft-lb)

Drive plate to crankshaft ........................ ................................ 14.0 to 16.0 (101 to 116)


Drive plate to torque converter ................................. __....__.__,..,.......__...4.0 t o 5 . 0 (29 to 36)
Converter housing to engine ............................... ....................................... 4.0 t o 5 . 0 (29 to 36)
Transmission caSe to converter housing ....._._...._. (33 to 44)
Transmission case t o rear extension ...................... ................................. 2.0 11) 2.5 (14 to 18)

Oil pan to transmission case ...


.............................. ...._._...._......_,. 0.5 to 0.7 (3.6 l o 5.1)
Servo piston retainer t o transmission case ............................... ... (3.6 to 5.1)
Piston stem (when adjusting band brake) _.. .......................................... '1.2 to I .5 (8.7 to 10.8)
Piston stem lock nut ................................... ..................................... 1.5 t O 4.0 ( 1 1 1029)

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)

* Turn back two turns after tightening,

AT61
Automatic Transmission

SPECIAL SERVICE TOOLS

Tool number
& Description
tool name figure No.

ST2505S001 Use for checking hydraulic pressure 3N718 Fig.AT-:12


(ST25050001) A

Oil pressure gaugi 3N71A


set
A/T I
ST07870000 Use for setting transmission 3N7 1 B Page AT-36
Transmission A/T
case stand

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

;G91060000 Jse for tightening correct torque 1N7 I B Fig. AT49


lax. torque: 4.6 kg-m (0.33 fr-lb) md
Torque wrench )rive angle 3/8" square IN7 1 A
A/T

- -
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-

Tool number For Reference


& Description Use page or
tool name on figure No.

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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