Transmission Overview

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Category: Transmission

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Revision as of 17:18, 22 August 2008 KB10 (Talk | contribs) (->Maintainence Specifications) <- Previous diff		Current revision ddgonzal (Talk | contribs)
Line 1:		Line 1:
-	<!-- Authors: This is an overview very specific to the B110. For B210 and other information about transmission, see the more specific articles -->	+	All Datsun 1200s were fitted with a [[56-Series_Transmission]]. Most Datsun 1200s come with a 4-speed floor shift manual transmission (FS4W56). Some Standard models had a [[Three Speed Transmission|3-speed]] column shift (R3W56). In Japan, the special [[GX-5]] model came with a direct-fifth (non-overdrive) 5-speed (F5W56). All utes came with the stronger 56A 4-speed, which was also fitted to the last of the coupes & sedans.
-	All Datsun 1200s were fitted with a [[56-Series_Transmission]]. Most Datsun 1200s come with a 4-speed floor shift manual transmission (FS4W56). Some Standard models had a [[Three Speed Transmission|3-speed]] column shift (R3W56). In Japan, the special [[GX-5]] model came with a direct-fifth (non-overdrive) 5-speed (F5W56).	+
		+	= Overview =
	Main article: [[56-Series Transmission]]		Main article: [[56-Series Transmission]]
-	In the United States and Canada, all 1200s had the 4-speed transmission. The 5-speed was also sold by [[Datsun Competition]] in close-ratio and wide-ratio versions.	+	Also see:
		+	* [[Automatic Transmission]]
		+	* [[5-speeds]]
		+	* [[Transmission Identification]]
		+	* [[Transmission Diagnoses]]
		+
		+	56-series Transmission, small and light
		+	<br>{{Album|16778}}
		+
		+	In the United States, Canada & Australia, all manual shift 1200s had the 4-speed transmission. The two competition four speeds & the five speed was also sold by [[Datsun Competition]] in close-ratio and wide-ratio versions. In the five speed version, only the close ratio Option 1 gearbox was offered by Datsunsport Australia, not the standard five speed when I enquired in 1981.
	Note that the 4-speed transmission was redesigned in April 1973. Gearsets are not interchangable between early and late transmissions.		Note that the 4-speed transmission was redesigned in April 1973. Gearsets are not interchangable between early and late transmissions.
		+	The standard 4-speed was well suited to the A12 [[Engine]]'s torque curve. With a steep 3.757 first gear and a medium-steep 3.90 rear [[Differential]] pushing small-diameter 12" [[Tires]], it gave the little 1200 engine enough torque multiplication to take off easily, even with no throttle input. Yet top (4th) gear was good for 90mph. The 5-speed improved upon this by adding an extra gear between 1st and Top.
-	The standard 4-speed was well suited to the A12 [[Engine]]'s torque curve. With a steep 3.757 first gear and a medium-steep 3.90 rear [[Differential]] pushing small-diameter 12" [[Tires]], it gave the little 1200 engine enough torque multiplication to take off easily, even with no throttle input. Yet top (4th) gear was good for 90mph. The 5-speed improved upon this by adding an extra gear between 1st and Top.	+	= 56A =
		+	Stronger gearbox is marked with '56A' on the right side. Without this mark, the gearbox is only strong enough for torque of a 1200cc engine.
		+	{{SeeMainArticle|56-Series_Transmission#Identification|1680}}
	= Powerflow Diagram =		= Powerflow Diagram =
-	http://datsun1200.com/modules/myalbum/photos/thumbs/13278.jpg	+	F4W56 gearset uses constant-mesh gears. Reverse is the only gear that slides
-	[http://datsun1200.com/modules/myalbum/photo.php?lid=13278 F4W56 gear train]	+
-	The countershaft always rotates with the input shaft. The output shaft (mainshaft) does not move when in neutral -- the main gears just spin freely. When the shifter is moved, it pushes one of the synchro collars against a gear, locking it to the mainshaft. Reverse is a special case, it pushes an ''idler'' gear between the counter and main gears, reversing rotation of the mainshaft.	+	{{Album|13278}}
		+	The countershaft always rotates with the input shaft. The output shaft (mainshaft) does not move when in neutral -- the main gears just spin freely. When the shifter is moved, it pushes one of the synchro collars against a gear, locking one gear to the mainshaft. Reverse is a special case, it pushes an ''idler'' gear between the counter and main gears, reversing rotation of the mainshaft.
-	= Maintainence Specifications =	+	Counter Gear (countershaft)
		+	<br>{{Album|25446}}
		+
		+	= Maintenance Specifications =
	3-speed, 4-speed		3-speed, 4-speed
	* Synchromesh type: Warner type. Synchromesh on all forward gears in both 3 & 4 speed models.		* Synchromesh type: Warner type. Synchromesh on all forward gears in both 3 & 4 speed models.
Line 28:		Line 43:
	** 17/5		** 17/5
	** 18/5 for [[Wagon]]		** 18/5 for [[Wagon]]
		+
		+	== Gear Lube Replacement ==
		+	{{OwnersManual|33||Replace every 30 months or 30,000 miles}}
		+
		+	Undo the fill hole on side of gearbox, undo the bottom drain plug, and let the oil run into a bucket.
		+
		+	Tighten up the drain hole first, and then get regular gear oil (GL-4) and using a container with a pump and hose, fill the gearbox with oil until the oil just starts to come out the fill hole on the side of the gearbox. Finally, put plug back on side and tighten up.
		+
		+	== Lubricants ==
		+	Use GL-4 80W-90 or 85W-140 multiweight, same as the [[Rear_Axle#Differential_Lubricant|differential lube]].
		+
		+	Nissan recommendation
		+	* API GL-4
		+	* MIL-L-2105
		+
		+	Such as:
		+	* Chevron Multiservice Gear Lub. 75,80,90,140
		+	* Esso Gear Oil GP 80,90,140
		+	* Mobil Mobilube EP or GX 80-90,90,140
		+	* Shell Spirax 75EP,80EP,90EP,140EP
		+	* Sunoco Multipurpose Gear Lub. GL-4 80,90,140
		+	* Texaco Universal Gear Lub. EP 80,90,140
		+
		+	{{OwnersManual|23||Recommended Lubricants}}
		+
		+	NOTE: '''Do not use GL-5 spec differential oil'''. Many people have reported problems with GL-5 gear lube in their older cars. The problem won't be immediately evident but over time the synchros will wear down. GL-5 is not automatically compatible with GL-4. Reportedly there are a few brands of GL-5 that do not use sulfur additives so if the container says GL-5 AND GL-4 then it is "yellow metal" safe and won't corrode brass. However, GL-5 in any form is not a correct formulation for brass synchros, and should not be used with A-series gearboxes.
		+
		+	<blockquote>[http://datsun1200.com/modules/newbb/viewtopic.php?post_id=485818#forumpost485818 L18_B110]: Don't use any GL-5 in the gearbox. GL-5 is designed for use with steel gears only.</blockquote>
		+
		+	===Capacity ===
		+	* F4W56L: 1.2 liter
		+	* F4W56A: 1.2 liter
		+	* F4W60L (A14/A15): 1.3 liter
		+	* FS5W60L (A14/A15): 1.2 liter
		+	* FS5W60A (A14/A15): 1.2 liter
		+
		+	= Lube =
		+	The filler plug is located halfway up the side of the case. Park the car on the level.
		+
		+	Use an oil hand pump to fill the gearbox. Alternatively, pop the shifter seal out and fish a tube down from inside the car, then go underneath and fit the hose into the filler hole.
		+
		+	Fill until oil drips out the hole.
		+
		+	14mm male square plug
		+	Left side of gearbox
		+	{{Album|26354}}
	= Ratios =		= Ratios =
Line 41:		Line 102:
	*: 4th - 1.000		*: 4th - 1.000
	*: Rev - 3.640		*: Rev - 3.640
		+	*4-speed Option 1. floor shift [competition close ratio gearbox]
		+	*: 1st - 2.862
		+	*: 2nd - 1.908
		+	*: 3rd - 1.350
		+	*: 4th - 1.000
		+	*: Rev - Not listed
		+	*: Source. Datsun B110 Competition Tune Up Manual 1974
		+	*4-speed Option 2. floor shift [competition ultra close ratio gearbox]
		+	*: 1st - 2.169 [Note that first gear is the same ratio as the standard models second gear]
		+	*: 2nd - 1.593
		+	*: 3rd - 1.233
		+	*: 4th - 1.000
		+	*: Rev - Not listed
		+	*: Source. Datsun B110 Competition Tune Up Manual 1974
	*5-speed F5W56A floor shift		*5-speed F5W56A floor shift
		+	*: Warner Synchromesh brass
	*: 1st - 3.757		*: 1st - 3.757
	*: 2nd - 2.374		*: 2nd - 2.374
Line 48:		Line 124:
	*: 5th - 1.000		*: 5th - 1.000
	*: Rev - 4.040		*: Rev - 4.040
		+	*5-speed F5C56A floor shift [Option 1 competition gearbox. Supersedes Option 1 & 2 four speed gearboxes]
		+	*: Servo-type Syncromesh (steel)
		+	*: 1st - 2.676
		+	*: 2nd - 1.691
		+	*: 3rd - 1.398
		+	*: 4th - 1.182
		+	*: 5th - 1.000
		+	*: Rev - Not listed
		+	*: Source. Datsun B110 Competition Tune Up Manual 1974
	= Bellhousing Pattern =		= Bellhousing Pattern =
-	All A-series engines use the same bellhousing pattern. This means any rwd transmission, from B10 to B310, fits any A-series engine.	+	See main article: [[Bellhousing]]
-		+
-	No other Nissan engine shares this pattern. This means transmissions from Datsun 1600 or any other will '''not''' fit an A-series engine.	+
-		+
-		+
-	[http://datsun1200.com/modules/myalbum/photo.php?lid=13659 http://datsun1200.com/modules/myalbum/photos/13659.jpg]	+
	= Weight Comparison =		= Weight Comparison =
Line 62:		Line 142:
	* 31 kg: 63a gearbox complete with clutch set up (with no gearbox mount)		* 31 kg: 63a gearbox complete with clutch set up (with no gearbox mount)
	* 36.5kg: T50 with bellhousing and clutch set up		* 36.5kg: T50 with bellhousing and clutch set up
-	* 43.5kg (54.6 lbs): CA18DET 5-speed (rwd edition)	+	* 43.5kg: CA18DET 5-speed (rwd edition)
		+
		+	= Rear Seal =
		+	Extension housing (driveshaft yoke) seal.
		+
		+	See main article: [[56-Series_Transmission_Parts#Output_Shaft_Seal|Output Shaft Seal]]
		+
		+	{{Photo!|32136-G1001seal.jpg|Transmission}}
		+	= Part Numbers =
		+	See:
		+	* [[56-Series Transmission Parts]]
		+	* [[Release Lever]]
		+	* [[Transmission Gear Control]]
-	[[Category:Transmission]]	+	[[Category:Transmission| ]]{{End}}

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Current revision

All Datsun 1200s were fitted with a 56-Series_Transmission. Most Datsun 1200s come with a 4-speed floor shift manual transmission (FS4W56). Some Standard models had a 3-speed column shift (R3W56). In Japan, the special GX-5 model came with a direct-fifth (non-overdrive) 5-speed (F5W56). All utes came with the stronger 56A 4-speed, which was also fitted to the last of the coupes & sedans.

Contents 1 Overview 2 56A 3 Powerflow Diagram 4 Maintenance Specifications 4.1 Gear Lube Replacement 4.2 Lubricants 4.2.1 Capacity 5 Lube 6 Ratios 7 Bellhousing Pattern 8 Weight Comparison 9 Rear Seal 10 Part Numbers

Overview

Main article: 56-Series Transmission

Also see: 
* Automatic Transmission
* 5-speeds
* Transmission Identification
* Transmission Diagnoses

56-series Transmission, small and light
Album 16778

In the United States, Canada & Australia, all manual shift 1200s had the 4-speed transmission. The two competition four speeds & the five speed was also sold by Datsun Competition in close-ratio and wide-ratio versions. In the five speed version, only the close ratio Option 1 gearbox was offered by Datsunsport Australia, not the standard five speed when I enquired in 1981.

Note that the 4-speed transmission was redesigned in April 1973. Gearsets are not interchangable between early and late transmissions.

The standard 4-speed was well suited to the A12 Engine's torque curve. With a steep 3.757 first gear and a medium-steep 3.90 rear Differential pushing small-diameter 12" Tires, it gave the little 1200 engine enough torque multiplication to take off easily, even with no throttle input. Yet top (4th) gear was good for 90mph. The 5-speed improved upon this by adding an extra gear between 1st and Top.

56A

Stronger gearbox is marked with '56A' on the right side. Without this mark, the gearbox is only strong enough for torque of a 1200cc engine.

Powerflow Diagram

F4W56 gearset uses constant-mesh gears. Reverse is the only gear that slides

Album 13278

The countershaft always rotates with the input shaft. The output shaft (mainshaft) does not move when in neutral -- the main gears just spin freely. When the shifter is moved, it pushes one of the synchro collars against a gear, locking one gear to the mainshaft. Reverse is a special case, it pushes an idler gear between the counter and main gears, reversing rotation of the mainshaft.

Counter Gear (countershaft)
Album 25446

Maintenance Specifications

3-speed, 4-speed

• Synchromesh type: Warner type. Synchromesh on all forward gears in both 3 & 4 speed models.
• Oil capacity: 1.2 liter (2.5 US pint, 2.125 Imperial pint)
• Oil type:
• Oil Drain plug & Filler plug torque: 4.0 - 6.0 kg-m (29-43 ft-lb)
• Speedometer gear ratio:
  • 17/5
  • 18/5 for Wagon

Gear Lube Replacement

Undo the fill hole on side of gearbox, undo the bottom drain plug, and let the oil run into a bucket.

Tighten up the drain hole first, and then get regular gear oil (GL-4) and using a container with a pump and hose, fill the gearbox with oil until the oil just starts to come out the fill hole on the side of the gearbox. Finally, put plug back on side and tighten up.

Lubricants

Use GL-4 80W-90 or 85W-140 multiweight, same as the differential lube.

Nissan recommendation
* API GL-4 
* MIL-L-2105 

Such as:
* Chevron Multiservice Gear Lub. 75,80,90,140
* Esso Gear Oil GP 80,90,140
* Mobil Mobilube EP or GX 80-90,90,140
* Shell Spirax 75EP,80EP,90EP,140EP
* Sunoco Multipurpose Gear Lub. GL-4 80,90,140
* Texaco Universal Gear Lub. EP 80,90,140

NOTE: Do not use GL-5 spec differential oil. Many people have reported problems with GL-5 gear lube in their older cars. The problem won't be immediately evident but over time the synchros will wear down. GL-5 is not automatically compatible with GL-4. Reportedly there are a few brands of GL-5 that do not use sulfur additives so if the container says GL-5 AND GL-4 then it is "yellow metal" safe and won't corrode brass. However, GL-5 in any form is not a correct formulation for brass synchros, and should not be used with A-series gearboxes.

L18_B110: Don't use any GL-5 in the gearbox. GL-5 is designed for use with steel gears only.

Capacity

• F4W56L: 1.2 liter
• F4W56A: 1.2 liter
• F4W60L (A14/A15): 1.3 liter
• FS5W60L (A14/A15): 1.2 liter
• FS5W60A (A14/A15): 1.2 liter

Lube

The filler plug is located halfway up the side of the case. Park the car on the level.

Use an oil hand pump to fill the gearbox. Alternatively, pop the shifter seal out and fish a tube down from inside the car, then go underneath and fit the hose into the filler hole.

Fill until oil drips out the hole.

14mm male square plug
Left side of gearbox
Album 26354

Ratios

• 3-speed R3W56L steering column shift

  1st - 3.380

  2nd - 1.734

  3rd - 1.000

  Rev - 3.640

• 4-speed F4W56L floor shift

  1st - 3.757

  2nd - 2.169

  3rd - 1.404

  4th - 1.000

  Rev - 3.640

• 4-speed Option 1. floor shift [competition close ratio gearbox]

  1st - 2.862

  2nd - 1.908

  3rd - 1.350

  4th - 1.000

  Rev - Not listed

  Source. Datsun B110 Competition Tune Up Manual 1974

• 4-speed Option 2. floor shift [competition ultra close ratio gearbox]

  1st - 2.169 [Note that first gear is the same ratio as the standard models second gear]

  2nd - 1.593

  3rd - 1.233

  4th - 1.000

  Rev - Not listed

  Source. Datsun B110 Competition Tune Up Manual 1974

• 5-speed F5W56A floor shift

  Warner Synchromesh brass

  1st - 3.757

  2nd - 2.374

  3rd - 1.659

  4th - 1.291

  5th - 1.000

  Rev - 4.040

• 5-speed F5C56A floor shift [Option 1 competition gearbox. Supersedes Option 1 & 2 four speed gearboxes]

  Servo-type Syncromesh (steel)

  1st - 2.676

  2nd - 1.691

  3rd - 1.398

  4th - 1.182

  5th - 1.000

  Rev - Not listed

  Source. Datsun B110 Competition Tune Up Manual 1974

Bellhousing Pattern

See main article: Bellhousing

Weight Comparison

• 17.8kg (39.2 lbs): 56-series 4-speed (B110 edition)
• 24.8kg (54.6 lbs): 60A 5-speed (KPB310 edition)
• 31 kg: 63a gearbox complete with clutch set up (with no gearbox mount)
• 36.5kg: T50 with bellhousing and clutch set up
• 43.5kg: CA18DET 5-speed (rwd edition)

Rear Seal

Extension housing (driveshaft yoke) seal.

See main article: Output Shaft Seal

Part Numbers

See:
* 56-Series Transmission Parts
* Release Lever
* Transmission Gear Control 

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