e28b6d96fca98600b5b932919d6f31f8394c55636fbe597bc92c65a2719d7929

nsxd19076a.pdf

System Description
TCS Control unit
Acceleration Control:
The TCS control unit gets signals from the wheel sensors about the rotational speed of each wheel. Traction control
is activated when the rotational speed of the driving wheels differs from the rotational speed of the driven wheels (i.e.,
vehicle speed).
Handling Control:
Based on signals about driving wheel and driven wheel rotational speeds, the control unit calculates the car’s “yaw”
rate (i.e., the turn rate of the car’s body). Based on signals from the steering angle sensor, the control unit also calculates
the yaw rate expected by the driver. If the difference between actual and expected yaw rates is substantial—that is,
if the direction of the car’s body will exceed the driver’s expected line—the control unit signals the throttle actuator,
which closes the throttle valve, thus reducing engine power and maintaining the expected line.
Rough Road Control:
Based on signals from the wheel sensors, the control unit detects a rough road based on frequency of wheel rotational
vibration. The control unit then signals the throttle actuator to relax engine power, thus improving acceleration efficiency.
Grip Control:
Based on signals about wheel speed and yaw rate, the control unit determines the efficiency of the grip of the tires on
the road and signals the throttle actuator to relax engine power if necessary, thus improving grip.
Construction and Function
DRIVE WHEELS
Right wheel Left wheel
WHEEL SENSORS
Driving Wheel
Speed
Average speed
of left and
right wheels
Vehicle speed
Advance acceleration
Tire grip control
Acceleration
control
Target slip
ratio
Engine control block
ENGINE CONTROL
MODULE (ECM)
Throttle actuator (step motor)
Throttle valve control
Handling control
Rough road
detection
Rough road
control
Reference yaw rate
Lateral
acceleration
TCS CONTROL UNIT
STEERING ANGLE SENSOR
DRIVEN WHEELS
Right wheel Left wheel
Actual
yaw rate
Rotational
vibration
Speed difference in the
left and right wheels

Fail-Safe Function:
If the control unit detects an abnormality, it shuts the
traction control system off and causes the TCS in-
dicator light to come on. However if the abnormality is
detected while the TCS is activated, the control unit
first establishes the appropriate wheel spin velocity,
then shuts the system down, thus preventing excessive
wheel spin.
Self-Diagnosis Function:
If the control unit detects an abnormality, it records a
Diagnostic Trouble Code (DTC) which can be used to
diagnose the problem. The DTC is shown at the TCS in-
dicator light when the Service Check connector ter-
minals are connected with a jumper wire.
Steering Angle Detection
Steering angle is detected by the steering angle sensor,
located on the steering column. The sensor uses two
magneto-resistor (MR) elements to determine steering
angle and direction of rotation. When the driver turns
the steering wheel, a magnet in the steering shaft
generates waves in the “MR” elements. These waves
are amplified and converted into signals which the con-
trol unit can interpret as angle and direction of turn.
Vehicle Speed Detection
Wheel rotation speed is detected by the wheel sensors,
located at each wheel. The signals are sent to the con-
trol unit, which compares each wheel’s speed and de-
termines whether traction control is required.
MR ELEMENT
WHEEL SENSOR
GEAR PULSER
MR
ELEMENT
INDICATOR LIGHT

System Description
Engine Output Control
When the TCS is activated, the control unit signals the throttle actuator, located next to the throttle valve. The throttle
actuator is linked to the throttle valve through a series of reduction gears. Although the accelerator pedal position is
still within the driver’s control, the throttle valve is automatically relaxed to achieve optimum traction.
Construction and Function
LOST MOTION SPRING
(INSIDE RETURN SPRING)
THROTTLE VALVE
RETURN SPRINGS
DURING NORMAL DRIVING:
LOST
MOTION
SPRING
THROTTLE
LEVER
THROTTLE
RETURN SPRING
THROTTLE DRUM
THROTTLE
VALVE
THROTTLE ACTUATOR
(STEP MOTOR)
Movement of parts
while accelalator pedal open.
Movement of parts while
TCS is actuated.
DURING TCS ACTUATION:
THROTTLE ACTUATOR
(STEP MOTOR)
THROTTLE POSITION SENSOR
THROTTLE VALVE
THROTTLE DRUM
ACCELERATOR PEDAL
ANGLE SENSOR
TCS THROTTLE
LEVER

Attachments

d38fbdc7f75b917bc0adf768a278b9d12e60c91d62bee80158d488702b65350b

nsxd14018a.pdf

Description
Hydraulic Control
The valve bodies include the main valve body, regulator valve body, lock-up valve body, secondary valve body, servo
body, throttle valve body and 2nd accumulator body.
The oil pump is driven by splines on the left end of the torque converter which is attached to the engine. Oil flows through
the regulator valve to maintain specified pressure through the main valve body to the manual valve, and the servo body,
directing pressure to each of the clutches.
Vehicle Speed Signal
2ND ACCUMULATOR BODY
REGULATOR VALVE BODY
LOCK-UP VALVE BODY
SERVO BODY
THROTTLE VALVE BODYLINEAR SOLENOID
SECONDARY VALVE BODY
MAIN VALVE BODY

Throttle Valve Body
The throttle valve body is mounted on the servo valve body with the throttle valve built in.
LINEAR
SOLENOID
THROTTLE VALVE B
THROTTLE VALVE
BODY
Throttle Valve B, Linear Solenoid
Throttle valve B converts changes in the throttle opening to changes in transmission hydraulic pressure, to determine
transmission shift quality and lock-up operation. The throttle valve B also operates on accumulator back pressure to
make smooth changes from one gear to another.
The end of the valve contacts the linear solenoid which is controlled by the TCM.
The throttle pedal load has been reduced by eliminating the cable.
(cont’d)
LINEAR SOLENOID

Description
Hydraulic Control (cont’d)
Regulator Valve Body
The regulator valve body is mounted on the main valve body with the regulator valve, lock-up control valve and cooler
relief valve built in. The stator shaft arm contacts the end of the regulator valve.
The hydraulic pressure (line pressure) is controlled by the regulator valve.
COOLER RELIEF VALVE
REGULATOR VALVE
LOCK-UP CONTROL
VALVE
STATOR SHAFT ARM
REGULATOR VALVE
BODY

Regulator Valve
The regulator valve maintains a constant hydraulic pressure sent from the oil pump to the hydraulic control system, while
also furnishing oil to the lubricating system and torque converter.
Oil flows through B and B’. The oil which enters through B flows through the valve orifice to A pushing the regula* 01
valve to the right. According to the level of hydraulic pressure through B, the position of the valve changes, and the
amount of the oil through B’ from D also changes. This operation is continued, maintaining line pressure.
(ENGINE NOT RUNNING) (ENGINE RUNNING)
To TORQUE CONVERTER
Stator Reaction Hydraulic Pressure Control
Hydraulic pressure increase according to torque is performed by the regulator valve using stator torque reaction. The
stator shaft is splined in the stator and its arm end contacts the regulator spring cap. When the car is accelerating or
climbing (Torque Converter Range), stator torque reaction acts on the stator shaft and the stator arm pushes the regula-
tor spring cap in this direction in proportion to the reaction. The spring compresses and the valve moves to increase
the regulated control pressure or line pressure. Line pressure is maximum when the stator reaction is maximum.
To RELIEF VALVE
From OIL PUMP
STATOR SHAFT
(cont’d)
REGULATOR SPRING CAP
REGULATOR VALVE

Description
Hydraulic Control (cont’d)
Main Valve Body
The main valve body is located on the torque converter housing. The oil pump gear, torque converter check valve, manu-
al valve, 1 —2, 2—3, 3—4 shift valves, relief valve and one-way relief valve are all built into the main valve body.
The primary function of this valve body is switching on and off oil passages and controlling the hydraulic pressure going
to the hydraulic control system.
TORQUE COVERTER
CHECK VALVE
OIL PUMP DRIVEN GEAR
OIL PUMP DRIVE GEAR
MANUAL VALVE
DETENT SPRING
MAIN VALVE BODY
2-3 SHIFT VALVE
1-2 SHIFT VALVE
MANUAL VALVE
3-4 SHIFT
VALVE
ONE-WAY RELIEF
VALVE
RELIEF VALVE

Oil Pump
The external tooth gear type oil pump consists of a housing together with the main valve body, a pump drive gear, a
pump driven gear, and a pump shaft. The oil pump is installed on the torque converter housing. The pump’s driving force
is transmitted by the torque converter pump (directly connected to the engine) to the pump shaft. The gears are provided
in the housing. The intake and exhaust lines and the torque converter line are provided in the housing.
One way Relief Valve
The one-way relief valve is used at times of high speed or high temperature to send relief oil to the oil cooler so that
cooling of ATF will be effective.
(cont’d)

Description
Hydraulic Control (cont’d)
Secondary Valve Body
The secondary valve body is also mounted on the main valve body with the 3-2 kick-down valve, CPC valve, 2nd orifice
control valve, 3rd orifice control valve, modulator valve, 4th exhaust valve, 2nd exhaust valve, servo control valve and
4-3 kick-down valve built in.
Primarily, it regulates shift valve operation timing and clutch pressure for shock reduction during shifting.
MODULATOR VALVE
4TH EXHAUST VALVE
SERVO CONTROL VALVE
3-2 KICK-DOWN
VALVE
SECONDARY VALVE BODY
4-3 KICK-DOWN VALVE
2ND EXHAUST VALVE
CPC VALVE
2ND ORIFICE
CONTROL VALVE
3RD ORIFICE CONTROL
VALVE

Modulator Valve
The modulator valve maintains line pressure from the regulator that is supplied to shift control solenoid valves A/B and
lock-up control solenoid valves A/B, thus maintaining accurate shift and lock-up characteristics.
MODULATOR VALVE
2nd Orifice Control Valve
For smooth shifting between the 2nd and 3rd gear, the open pressure on the 2nd gear side is relieved through a fixed
orifice. The valve also moves to equalize pressure differences between the 2nd and 3rd gear.
2nd Exhaust Valve
The 2nd exhaust valve is installed to release 2nd clutch pressure quickly when shifting from the range at which hydraulic
pressure is applied to the 2nd clutch to the position.
2ND ORIFICE CONTROL VALVE
(cont’d)
2ND EXHAUST VALVE

Description
Hydraulic Control (cont’d)
Servo Body/2nd Accumulator Body
The servo body is mounted on the secondary valve body with the servo valve, 1st accumulator piston, 3rd accumulator
piston and 4th accumulator piston built in. The primary function of the servo body is forward and reverse switching and
control.
The 2nd accumulator body is mounted on the torque converter housing with the 1st-hold accumulator, 2nd accumulator
and limited slip differential relief valve built in.
1ST-HOLD ACCUMULATOR PISTON
2ND ACCUMULATOR PISTON
LIMITED SLIP DIFFERENTIAL
RELIEF VALVE
2ND ACCUMULATOR BODY
SERVO VALVE
1ST ACCUMULATOR PISTON
ATF STRAINER
Limited Slip Differential Relief Valve
When the resistance of oil flow inside the limited slip differential becomes large, the limited slip differential relief valve is
opened, and oil is sent to the ATF cooler and cooled.
4TH ACCUMULATOR
PISTON
3RD ACCUMULATOR
PISTON
SERVO BODY

Lock-up Valve Body
The lock-up valve body is mounted on the regulator valve body with the lock-up shift valve and lock-up timing B valve
built in.
The capacity of the lock-up clutch is controlled by the lock-up valve body.
LOCK-UP SHIFT VALVE
LOCK-UP VALVE
BODY
LOCK-UP TIMING B VALVE

Attachments

bd22173297456e4fafb8add9e07d2522938ab13d67d20e012f37e95e4eecde50

nsxb03013a.pdf

Air Conditioning — Section 22
Electrical — Section 23
*1: When using a new belt, adjust deflection or tension to new values. Run the engine for 5 minutes then turn it off.
Readjust deflection or tension to used belt values.
*2: Do not adjust the gap, replace spark plug if it is out of spec.

Attachments

8facacb0ad0308913d56fc2e78bcb827f08b8925ac8ca090feb9df3481520ff8

nsxe23112a.pdf

Radiator and Condenser Fan Controls
Description
Fan control system:
The cooling fan system is comprised of radiator fan, condenser fan (left, right), engine compartment fan, radiator fan
low relay, radiator fan high relay, condenser fan relay, engine room fan relay, radiator fan resistor, coolant temperature
sensor, A/C pressure switch, cooling fan control unit, climate control unit, and PGM-FI ECU.
The fan control unit controls the operation of the radiator fan and condenser fan.
It uses inputs from the coolant temperature sensor and A/C pressure switch (A and B) on the A/C system to determine
when the fans should run and at what speed.
Additionally, the temperature switch shuts down the A/C system if the coolant temperature exceeds 130°C (266°F).
If the pressure in the A/C system is higher than normal, pressure switch A closes and the fans will run at high speed only.
See the A/C section for description and specification of that funciton.
Fans operating condition:

Attachments

f8fea05571cf24758ebdb9cce56845cad345d139b3940ea10b09d4a3ff80f44a

nsxb23114a.pdf

Radiator and Condenser Fan Controls
Description
Fan control system:
The cooling fan system is comprised of the radiator fan, condenser fan (left and right), engine compartment fan, radiator
fan low relay, radiator fan high relay, condenser fan relay, engine compartment fan relay, radiator fan resistor, radiator
fan control sensor, A/C pressure switch, fan control unit, climate control unit, and ECM.
The fan control unit controls the operation of the radiator fan and condenser fans.
It uses inputs from the radiator fan control sensor and the A/C pressure switches (A and B) in the A/C system to deter-
mine when the fans should run and at what speed.
Additionally, the temperature switch shuts down the A/C system if the engine coolant temperature (ECT) exceeds
266°F (130°C). If the pressure in the A/C system is higher than normal, pressure switch A closes and the fans will run at
high speed only. See the A/C section for the description and specifications of that function.

Attachments

8dec153f149ddf7f851dfaa17d9367be380403aa609f10e780b33e5a221e2226

nsxe23174a.pdf

Lighting System
Lighting Switch Replacement
CAUTION:
All SRS electrical wiring harnesses are covered with
yellow outer insulation.
Before disconnecting the SRS wire harness, install
the short connector on the airbag (see page 23-323).
Replace the entire affected SRS harness assembly
if it has an open circuit or damaged wiring.
1. Remove the dashboard lower cover and disconnect
the 2-P connectors from the floor wire harness.
2-P
CONNECTORS DASHBOARD
LOWER COVER
2. Remove the dashboard center panel.
DASHBOARD CENTER
PANEL
3. Remove the tilt cover.
TILT COVER
4. Remove the steering column lower cover and upper
cover.
5. Disconnect the 16-P connector and 10-P connector.
10-P
CONNECTOR
16-P CONNECTOR

6. Remove the 4 screws from the lighting switch.
7. Disconnect the 10-P connector from the cancel unit,
then remove the lighting switch.
Lighting Switch Light Bulb Replacement
1. Remove the steering column covers.
2. Remove the 2 screws.
3. Slide the lighting switch out of the housing as shown.
4. Remove the bulb from the lighting switch by turning
the bulb 45°.
BULB (0.91 W)
HOUSING
LIGHTING SWITCH
10-P CONNECTOR
16-P CONNECTOR CANSEL SWITCH
8. If necessary, remove the cancel unit and cancel switch.
TURN SIGNAL
CANCEL UNIT
TURN SIGNAL
CANCEL SWITCH
LIGHTING SWITCH

Attachments

74aad5530f774eb901d9e03987f5281b31d49151a5d9687add39958565eb7afa

nsxb23145a.pdf

Safety Indicator
Component Location index
SRS components are located in this area. Review the SRS
component locations, precautions, and procedures in the
SRS section (24) before performing repairs or service.
SAFETY INDICATOR (In the gauge assembly)
Removal, page 23-129 (’93-’96) (’91-’92)
Troubleshooting, page 23-152 (’94-’96) (’91-’93)
Input Test, page 23-150 (’94-’96) (’93) (’91-’92)
CEILING LIGHT
Test, page 23-201
ROOF LOCK SWITCH ( * 1)
Test, page 23-154 (’94-’96) (’91-’93)
PASSENGER’S DOOR SWITCH
Test, page 23-204
HIGH MOUNT BRAKE LIGHT
Test, page 23-211
BRAKE SWITCH
Test, page 23-211
DRIVER’S DOOR SWITCH
Test, page 23-204
ROOF HOLDER SWITCH (* 1)
Test, page 23-155 (’94-’96) (’91-’93)
ENGINE COMPARTMENT LID SWITCH
Test, page 23-325 (’93-’96) (’91-’92)
LEFT BRAKE LIGHT
FAILURE SENSOR
Test, page 23-153
TRUNK LATCH SWITCH
Test, page 23-205
RIGHT BRAKE LIGHT
FAILURE SENSOR
Test, page 23-153
*1: NSX-T (open top) only
Description
Safety Indicator System:
LED’s are used to indicate when the trunk lid, engine compartment lid, a door, or the roof is not latched, or when a brake
light is faulty, or when the roof is not stored or improperly stored in its holder. The LED’s will go on and stay on for about
two seconds after the ignition switch has been turned ON, to show that the system circuit is functioning.
Brake Light Bulb Failure Indicator:
If all brake light bulbs are OK, the indicator light stays off because the ORN/WHT wire is grounded by the two brake light
failure sensors connected in series. With the brake lights off, the ground is provided through the diode, the failure sensor
relay coil, and bulb filaments. With the brake light on, all four relays (two in the left sensor, two in the right sensor), con-
nected in series, supply ground. If any of the four bulbs is not working, the chain is broken and the ORN/WHT wire is not
longer grounded. The indicator light comes on.

Attachments

54eb7e68097ae8adcc4568728f8bfd2d27eb2b517ee6537613c8c2e403243a02

nsxb07003a.pdf

Engine Block
Illustrated Index
Lubricate all internal parts with engine oil during reassembly.
NOTE:
• Apply liquid gasket to the mating surfaces of the
left side cover and oil pump case before install-
ing them.
• Use liquid gasket, part No. 08718-0001.
If the bottom of the oil pan is deformed, it should
be repaired or the oil pan should be replaced re-
tain proper clearance between the screen and
the bottom.
COVER
DRIVE PLATE (A/T)
Check for cracks.
SPECIAL WASHER
12 x 1.0 mm
75 N-m (7.5 kg-m, 54 Ib-ft)
Torque sequence, page 7-6
12 x 1.0 mm
105 N-m (10.5 kg-m. 76 Ib-ft)
Torque sequence, page 7-6
6 x 1.0 mm
14 N-m (1.4 kg-m, 10 Ib-ft)
OIL PAN
• Do not deform
the bottom.
• Refer to page 8-10
when installing.
OIL PAN GASKET
Replace
6 x 1.0 mm
12 N-m (1.2 kg-m, 9 Ib-ft)
O-RING
Replace.
CRANKSHAFT
OIL SEAL
Installation, page 8-9
Replace.
CRANKSHAFT OIL SEAL
Installation, page 7-18
Replace.
SPECIAL BOLT
6 x 1.0 mm
12 N-m (1.2 kg-m,
9 Ib-ft)
Replace.
OIL PASS
PIPE/JOINT
LEFT
SIDE COVER
Apply liquid gasket
to mating surface.
DOWEL PINS
OIL PUMP
Overhaul, page 8-7
Removal/Inspection,
page 8-8
Apply liquid gasket
to mating surface.
SPECIAL BOLTS
8 x 1.25 mm
22 N-m (2.2 kg-n
16 Ib-ft)
Replace.
SPECIAL BOLTS
6 x 1.0 mm
12 N-m (1.2 kg-m, 9 Ib-ft)
Replace.
DOWEL PINS
O-RINGS
Replace.
OIL SCREEN
FLYWHEEL (M/T)
Runout, section 12
BAFFLE PLATE
6 x 1.0 mm
12 N-m (1.2 kg-m,
9 Ib-ft)
COVER

Engine Block
Illustrated Index
Lubricate all internal parts with engine oil during reassembly.
MAIN BEARING
CAP BRIDGE
10 x 1.25 mm
50 N-m (5.0 kg-m, 36 Ib-ft)
Apply engine oil to the
bolt threads and the washers.
MAIN BEARING
CAP
CRANKSHAFT
End play, page 7-6
Runout, Taper, and
Out-of-Round, page 7-11
Installation, page 7-18 to 7-21
THRUST WASHERS
Replacement, page 7-6
Grooved sides face outward.
NOTE: Thrust washer thickness
is fixed and must not be changed
by grinding or shimming.
11 x 1.5 mm
66 N-m
(6.6 kg-m, 48 Ib-ft)
Apply engine oil to the bolt
threads and the washers.
NOTE: After torquing
each cap, turn crankshaft
to check for binding.
9 x 1.25 mm
40 N-m (4.0 kg-m, 29 Ib-ft)
Apply engine oil to the
bolt threads
DOWEL PIN
MAIN BEARINGS
Radial clearance, page 7-7
Selection, page 7-8
NOTE: New main bearings
must be selected by matching
crank and block identification
markings.
6 x 1.0 mm
12 N-m (1.2 kg-m,
9 Ib-ft)
DOWEL PIN
OIL BREATHING
COVER
O-RING
Replace.

NOTE: New rod bearings must be selected by matching
connecting rod assembly and crankshaft identification
markings (see page 7-8).
TIMING
BELT
SIDE
CAUTION:
• The piston skirt is coated with molybdenum;
handle the piston carefully to prevent any
damage.
• The connecting rods are made of titanium. At-
tempting to remove the piston pin with conven-
tional shop equipment will damage the connec-
ting rod.
• If the piston, connecting rod, or piston pin re-
quire replacement, all three must be replaced as
an assembly.
PISTON
Inspection, page 7-13
NOTE:
• Before removing piston, inspect the top
of the cylinder bore for carbon build-up
or ridge. Remove ridge if necessary, page 7-9.
• To maintain proper piston clearance, match
the letter on the piston top (No letter denotes A.)
with the letter for each cylinder stamped on the
block.
CONNECTING ROD ASSEMBLY
End play, page 7-6
Selection, page 7-14
CONNECTING ROD
BEARINGS
Clearance, page 7-7
Selection, page 7-8
CONNECTING ROD
WASHER
CONNECTING ROD CAP NUT
8 x 0.75 mm
20 N-m (2.0 kg-m, 14 Ib-ft)
then turn 95°
After torquing each bearing
cap, rotate crankshaft to
check for binding.
CYLINDER BORE SIZES
NOTE: To maintain proper piston clearance,
match these letters with the letters on the
pistons. The letters on the block read from
left to right, No. 1 through No. 3. cylinders
on the first line and No. 4 through No. 6
cylinders on the second line.
CONNECTING ROD BEARING CAP
Installation, page 7-18 to 7-21
NOTE: Install caps so the bearing recess is
on the same side as the recess in the rod.
PISTON RINGS
Replacement, page 7-15
Measurement, pages 7-15 and 7-16
Alignment, page 7-16
CONNECTING ROD BOLT
Inspect top of each cylinder bore
for carbon build-up or ridge
before removing piston.
Remove ridge if necessary, page 7-9
ENGINE BLOCK
Cylinder bore inspection, page 7-12
Warpage inspection, page 7-12
Cylinder bore honing, page 7-13

Attachments

8ebbf3828baee7948ebf2ffc914f89ee6f5b5c1650c5618cbf76b9f80de04287

nsxa03004b.pdf

Standards and Service Limits
Manual Transmission — Section 13
Main Menu
Table of Contents
Standards and Service Limits
⇀ Manual Transmission — Section 13
MEASUREMENT
STANDARD (NEW)
SERVICE LIMIT
Transmissron oil
Capacity E (US qt, lmn qt)
.0, 2.5) for overhaul
.9. 2.4) for oil change
Mainsha’t
Diameter of ball bearing contact area
(transmission housing sidel
30.984-31.000‹1.220-1.221i i
30.93 (1 ‚2177)
Diameter of needle hearing contact area 42384-43000 (169271.693) 42.93 (1.690)
Diameter of ball bearing contact area
(clutch housing side) 32002—32018 (1.2604261) 31.95 (1 ‚258)
Runout 0.02 (0.001) max. 0.05 (0,002)
4 End play 0.14-0.21 (GOOG-0,008) Adjust with a shim.
Mainshaft 3rd gear |.D. 49.00948025 (1.9295-1.9301) 1 4908 (1.9323)
End play ODE-0.21 (0.0020008) 0.3 (0.012)
Thickness 35.92-35.97 (1.414-1.416) 35.80 (1.409)
Mainshaft 4th gear |.D. 4900949.025 (1.9295-19301) 49.08 (1.9323)
End play CDG-0.21 (0.0020008) 0.3 (0.012)
Thickness w 35.926537 (1.414-1A16) 35.80 (1.409)
Mainshafl 5th gear |.D. 47009—47025 (18507—18514) 47.08 (1.8535)
End play 0.060,21 (0002—0008) 0.3 (0.012)
Thickness 34.92—34.97 (1375-1377) 34.80 (1.370)
Spacer collar |.D. 36.002-36012 [1.417-1A18) 36.06 (1.420)
(Malnsham 0D. 4th gear side 42989-43000 (1692») ‚693) 42.94 (1.691)
51h gear side 4198942.000 (1653-11354) 41 ‚94 (1.651)
Length 4th gear side 29.53-29.58 (1463-1165) 29.51 (1.162)
51h gear side 28.53-28.56 (1.123~1.125) 28.51 (1.122)
3-4
Manual Transmission — Section 13
Main Menu
Table of Contents
—— Manual Transmission — Section 13
Unit of length: mm (in)
5th/reverse shift piece)
Diameter (at the contact point with the shift forks and
11.9 — 12.0 (0.469 — 0,472)
MEASUREMENT STANDARD (NEW) SERVICE LIMIT
Countersheft Diameter of needle bearing contact area
(clutch housing side) 43.974 — 43.990 (1.731 — 1.732) 43.92 (1.729)
Diameter of needle ancl ball bearing contact area
(transmission housing side) 33.984 7 34.000 (1.338 71.339) 33.93 (1.336)
_ Runout 0.02 (0.001) max. 0.05 (0.002)
Countarshaft |.D. 60.510 – 60.529 (2.382 — 2.383) 60.58 (2.385)
1st gear End play (when tightened by the specified torque) 0.04 — 0.10 (0.002 — 0.004) Adjust with a washer.
Countershaft LD. 57.010-57.029 (2.244 —2.245) 57.08 (2.247) 7
2nd gear ¿nd play( (when trghtenedÿby the specified torque) 0.04 ⋅ 0.10 (0.002 — 0.004) Adjust with a collar.
Countershaft Diameter of needle bearing Contact area 54.487 – 54.500 (2.145 — 2.1451 − 54.43 (2.143) − “—
reverse gear
Spacer collar |.D. 43.046 – 43.056 (1.6947 — 1.6951) 43.10 (1.697)
(Counlershah) 0.0. i i V W 51.987 – 52.0001211467 — 2.0472) 51.94 (2.045)
Reverse idler gear O.D. 21.987 — 22.000 (0.8656 4.8661) 21.93 (0.8634)
shah
. -l– ‘- I i
Reverse driven LD. 28.007 — 20.020 (1.1026 71.1031) 28.07 (1.1051)
gear and reverse
drive gear
to“ pump Driven gear bassin—transmission housing clearance 0.3 — 0.8 (0.01 — 0.03) 0.9 (0.04)
Driven gear thickness 17.0 — 17.1 (0.669 — 0.673) 16.9 (0.665)
Inner-to70uter rotor radial clearance 0.14 (0.006) max. 0.20 (0.008)
Pump body—to-outer I’DlOl’ radial clearance 0.1 7 0.2 (0.004 – 0.008) 0.22 (0.009)
Pump bodytoctiter rotor side clearance 0.03 7 0.10 (0.001 — 0.004) 0.15 (0.006)
Synchro ring Ring-to-gear clearance (ring pushed against gear) 0.85 71.10(0.033 7 0.043) 0.4 (0016)
Dual cone Clearance (ring pushed against gear)
synchro ring Outer synchro ring-m-gear 0.95 7 1.68 (0.037 7 0.066) 0.6 (0.024)
Synchro conavlu~gear 0.5 — 1.0 (0.020 — 0.039) 0.3 (0.012)
Outer synchro ring-trrsynchro cone 0.5 — 1.0 (0.020 — 0.039) 0.3 (0.012)
Shift fork Finger thickness 1st/2nd shift fork 8.9 — 9.0 (0.350 — 0.354) ↼
?ard/Mh shift fork 7.4 — 7.5 (0.291 — 0.295) h`
5th shift fork 6.4 7 6.5 (0.252 — 0.256) —
Reverse shift fork 6.4 7 6.5 (0.252 — 0.256) vv-
J Fingervlo-synchrt) 5|вв\.е с|еагапсе 0.45 — 0.65 (0.018 7 0.025) 1.0 (0.039) 7
Reverse shift arm Arm—to—Sth/reverse shift piece clearance 0.05 7 0.30 (0.002 — 0.012) 0.5 (0.02)
Groove width 7.05 — 7.20 (0.278 — 0.283)
Arm-torreverse shift fork clearance 0.05 — 0.35 (0.002 — 0.014) 0.5 (0.02)
Diameter
(at the contact point wirh the reverse shift fork) 12.8 — 13.0 (0.504 — 0.512)
“sninÎnÏ ` ` ⊽ Arm7to7shih piece clearance 0.05 — 0.25 (0.002 – 0.010) 0.5 (0.02)
Diameter (at the contact point with the shift piece) 12.5 — 13.0 (0.508 — 0.512)
Interlock lnterlocknoeselect arm clearance 0.03 7 0.15 (0.001 — 0.005) —
Diameter (at the contact point with the select arm) 11.95 — 12.00 (0.470 — 0.472) —
Shift piece Shift piece-!oshin forkz; and 5th/reverse shift piece
clearance 0.2 7 0.5 (0.008 7 0.020) 0.6 (0.024)

Attachments