Automatic Transaxle - Overhaul [JA5A-EL]: Overview Mazda MPV II рестайлинг

IDENTIFICATION

Vehicle Identification Number (VIN) is used for correct application of component parts and assemblies. Number is on a plate located at top left of instrument panel and on transaxle flange (exhaust side of engine).

Operation

1. Pressure regulator valve is pushed upward by spring force.

1. Spring force and back pressure of accumulator control valve B (39) are applied to the bottom end of the valve and push the valve upward.

1. Spring force operates on the right side of the valve and pushes the valve to the left. Conversely, torque converter clutch solenoid output pressure (10) is applied to the left side of the valve and pushes the valve to the right.

1. The manual valve is connected to the selector lever mechanically through linkage and switches the oil passage according to the selector lever movement from the P position to the 2 range. Line pressure (5) from the oil pump is always applied to the manual valve.

1. The low clutch accumulator piston is pushed upward by spring force.

Scheme 289

1. While in the N position, accumulator control pressure (42) is applied to the bottom end of the accumulator control piston and pushes the piston upward.
2. When D range is selected from the N position, line pressure (43) is applied to the low clutch and low clutch accumulator. When line pressure (43) is applied to the upper part of the accumulator piston, the piston begins to move downward. While the piston is moving, line pressure (43) is pressurized gradually and the shock from the low clutch locking will decrease.

1. The high clutch accumulator piston is pushed upward by spring force.

Scheme 290

1. While in the forward drive range, accumulator control pressure (21) is applied to the bottom part of the accumulator control piston and pushes the piston upward. When shifting up to third gear, line pressure (44) is applied to the high clutch and the high clutch accumulator. When line pressure (44) is applied to the upper part of the accumulator piston, the piston begins to move downward. While the piston is moving, line pressure (44) is pressurized gradually and the shock from the high clutch locking will decrease.

POWER TRANSMISSION/HYDRAULIC MECHANISM DESCRIPTION

Note. All rotations are viewed from the side cover.

Scheme 291

1. The driving force of the input shaft is transmitted to the reverse and high clutch drum. None of the clutches are operating, so this force is not transmitted to the reduction gear. Therefore, the vehicle does not move.
2. The reduction gear is locked because the parking gear is mechanically locked by the parking pawl. (P position).

Scheme 292

1. Line pressure applied to the manual valve is not transmitted to any path.
2. Line pressure applied to the pressure regulator valve is transmitted to torque converter pressure regulator valve and sent to the torque converter through the torque converter clutch control valve.

Scheme 293

1. The driving force of the input shaft is transmitted to the reverse and high clutch drum, and then to the front sun gear through the reverse clutch, causing the front sun gear to rotate counterclockwise.
2. The front pinion gear of the planetary gear does not revolve around the front sun gear because the planetary carrier is locked by the low and reverse brake.
3. As a result, the front sun gear causes the front pinion gear to rotate clockwise.
4. This rotation causes the internal gear to rotate clockwise, followed by a clockwise rotation of the output gear.
5. The driving force of the output gear is transmitted to the reduction internal gear through the idler gear, causing the reduction internal gear to rotate counterclockwise.
6. The reduction sun gear, however, does not rotate around the reduction pinion gear because the reduction sun gear is locked by the reduction brake.
7. As a result, the reduction carrier rotates counterclockwise due to the reduction gear set operation, and the driving force is transmitted to the driving wheels.

Scheme 294

1. Line pressure applied to the manual valve is transmitted to line pressure, which engages the reverse clutch.
2. Line pressure also engages the low and reverse brake through the reverse inhibitor valve.
3. Line pressure driven to the pressure regulator valve is transmitted to torque converter pressure and sent to the torque converter through the TCC control valve.

Scheme 295

1. The driving force of the input shaft is transmitted to the reverse and high clutch drum, and then to the front sun gear through the reverse clutch, causing the front sun gear to rotate counterclockwise.
2. None of the low and reverse brake are operating, however, so this force is not transmitted to the output gear.

Scheme 296

1. Line pressure applied to the manual valve is transmitted to line pressure, which engages the reverse clutch.
2. Neutral shift solenoid valve is ON, the low and reverse brake does not engage.
3. Line pressure driven to the pressure regulator valve is transmitted to torque converter pressure and sent to the torque converter through the TCC control valve.

Scheme 297

1. Driving force of the input shaft is transmitted to the rear sun gear to rotate it counterclockwise, applying force to the rear pinion gear to revolve counterclockwise. As the rear planetary carrier is integrated with the output gear, load from the vehicle (force that tries to prevent the rear planetary carrier from rotating counterclockwise) is applied and the rear pinion gear tries to rotate clockwise.
2. Though the rear internal gear tries to rotate clockwise due to the clockwise rotation effort of the rear pinion gear, the rear internal gear rotation is locked by the low one-way clutch via the low clutch. Due to this, driving force of the rear pinion gear overcomes the load from the vehicle to revolve counterclockwise while rotating clockwise, and rotates the rear planetary carrier counterclockwise.
3. Due to this, the output gear rotates counterclockwise and the driving force is transmitted to the reduction internal gear via the idler gear.
4. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
5. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction one-way clutch. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
6. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
7. During deceleration, torque is transmitted from the driving wheels, in the opposite direction of that during acceleration. First, force is transmitted from the driving wheels via the final gear and the reduction gear to rotate the reduction carrier clockwise. Moreover, the force tries to revolve the reduction pinion gear clockwise.
8. The force to rotate the reduction pinion gear clockwise tries to rotate the reduction internal gear clockwise. However, as the load from the engine (force that tries to prevent the reduction internal gear from rotating clockwise) is applied to the reduction internal gear, the reduction pinion gear rotates counterclockwise.
9. Due to the counterclockwise rotation of the reduction pinion gear, the reduction sun gear tries to rotate clockwise. However, at this time, the reduction one-way clutch that is locked during vehicle acceleration becomes free and starts to rotate freely.
10. Due to this, the reduction pinion gear force that tries to rotate the reduction internal gear clockwise is absorbed by the free rotation of the reduction sun gear. Therefore torque is not transmitted to the reduction internal gear and the engine braking is not applied.

Scheme 298

1. With shift solenoids A, B, and C ON, pilot pressure is applied to every bottom end of the shift valves, and each shift valve is positioned on the upper side.
2. Line pressure is applied the low clutch accumulator, and engages the low clutch through shift valve B.
3. Line pressure is applied reduction brake through shift valve B.
4. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 299

1. The driving force of the input shaft is transmitted to the rear sun gear, causing the rear pinion gear to rotate clockwise and as in 1GR, also causes the rear planetary carrier to rotate counterclockwise. The front internal gear rotates counterclockwise together with the rear planetary carrier. Because the front sun gear is locked by the 2-4 brake, the front pinion gear rotates counterclockwise on its own axis and the front planetary carrier also rotates counterclockwise. This driving force is transmitted to the low clutch before causing the rear internal gear to rotate counterclockwise. Due to this, the output gear rotates counterclockwise and the driving force is transmitted to the reduction internal gear via the idler gear. This rotational speed increases because the rear internal gear rotates faster than when in 1GR.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction one-way clutch. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, torque transmitted from the driving wheels, in the opposite direction of that during acceleration. First, force is transmitted from the driving wheels via the final gear and the reduction gear to rotate the reduction carrier clockwise. Moreover, the force tries to revolve the reduction pinion gear clockwise.
6. The force to rotate the reduction pinion gear clockwise tries to rotate the reduction internal gear clockwise. However, as the load from the engine (force the tries to prevent the reduction internal gear from rotating clockwise) is applied to the reduction internal gear, the reduction pinion gear rotates counterclockwise.
7. Due to the counterclockwise rotation of the reduction pinion gear, the reduction sun gear tries to rotate clockwise. However, at this time, the reduction one-way clutch that is locked during vehicle acceleration becomes free and starts to rotate freely.
8. Due to this, the reduction pinion gear force that tries to rotate the reduction internal gear clockwise is absorbed by the free rotation of the reduction sun gear. Therefore torque is not transmitted to the reduction internal gear and the engine braking is not applied.

Scheme 300

1. With shift solenoid B ON, pilot pressure is applied to bottom end of shift valve B, and the shift valve is positioned on the upper side.
2. Line pressure is applied to the low clutch accumulator, and engages the low clutch through shift valve B.
3. With shift solenoid A ON, pilot pressure is applied to the bottom end of shift valve A, and the shift valve is positioned on the upper side.
4. With shift solenoid C OFF, spring force is applied to the upper end of shift valve C, and shift valve is positioned on the lower side.
5. The line pressure is applied to the 2-4 accumulator, and engages the 2-4 brake through shift valve C and shift valve A.
6. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 301

1. The driving force of the input shaft is transmitted to the rear sun gear, causing the rear pinion gear to rotate clockwise and as in 1GR, also causes the rear planetary carrier to rotate counterclockwise. The front internal gear rotates counterclockwise together with the rear planetary carrier. Because the front sun gear is locked by the 2-4 brake, the front pinion gear rotates counterclockwise on its own axis and the front planetary carrier also rotates counterclockwise. This driving force is transmitted to the low clutch before causing the rear internal gear to rotate counterclockwise. Due to this, the output gear rotates counterclockwise and the driving force is transmitted to the reduction internal gear via the idler gear. This rotational speed increases because the rear internal gear rotates faster than when in 1GR.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction brake. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, engine breaking is transmitted in the opposite direction during acceleration.

Scheme 302

1. With shift solenoid B ON, pilot pressure is applied to the bottom end of shift valve B, and the shift valve B is positioned on the upper side.
2. Line pressure is applied to the low clutch accumulator, and the engages the low clutch through shift valve B.
3. With shift solenoid A ON, pilot pressure is applied to bottom end of shift valve A, and shift valve A is positioned on the upper side.
4. With shift solenoid C OFF, the spring force is applied to upper end of shift valve C and the shift valve C is position on the lower side.
5. Line pressure is applied to the 2-4 accumulator, and engages the 2-4 brake through shift valve C and shift valve A.
6. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 303

1. The driving force of the input shaft is transmitted to the high clutch, causing the front planetary carrier to rotate counterclockwise. This driving force is also transmitted to the rear internal gear through the low clutch making it rotate counterclockwise. The rear sun gear and rear internal gear rotate at the same speed, and so the rear pinion gear, which rotates with them as a unit instead of on its own axis, transmits the driving force to the driving wheels.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction one-way clutch. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, torque is transmitted from the driving wheels, in the opposite direction of that during acceleration. First, force is transmitted from the driving wheels via the final gear and the reduction gear to rotate the reduction carrier clockwise. Moreover, the force tries to revolve the reduction pinion gear clockwise.
6. The force to rotate the reduction pinion gear clockwise tries to rotate the reduction internal gear clockwise. However, as the load from the engine (force that tries to prevent the reduction internal gear from rotating clockwise) is applied to the reduction internal gear, the reduction pinion gear rotates counterclockwise.
7. Due to the counterclockwise rotation of the reduction pinion gear, the reduction sun gear tries to rotate clockwise. However, at this time, the reduction one-way clutch that is locked during vehicle acceleration becomes free and starts to rotate freely.
8. Due to this, the reduction pinion gear force that tries to rotate the reduction internal gear clockwise is absorbed by the free rotation of the reduction sun gear. Therefore torque is not transmitted to the reduction internal gear and the engine braking is not applied.

Scheme 304

1. With shift solenoids A and C OFF, spring force is applied to upper end of shift valve A, and shift valve C is position on the lower side.
2. With shift solenoid B ON, pilot pressure is applied to the bottom end of shift valve B, and the shift valve B is positioned on the upper side.
3. Line pressure is applied to the low clutch accumulator, and the engages the low clutch through the shift valve B.
4. Line pressure is applied to the high clutch accumulator, and engages the high clutch through shift valve C and shift valve A.
5. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 305

1. The driving force of the input shaft is transmitted to the high clutch, causing the front planetary carrier to rotate counterclockwise. This driving force is also transmitted to the rear internal carrier through the low clutch making it rotate counterclockwise. The rear sun gear and rear internal gear rotate at the same speed, and so the rear pinion gear, which rotates with them as a unit instead of on its own axis, transmits the driving force to the driving wheels.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction brake. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, engine braking is transmitted in the opposite direction.

Scheme 306

1. With shift solenoids A and C OFF, the spring force is applied to the upper end of the shift valve A, and the shift valve C is positioned on the lower side.
2. With shift solenoid B ON, pilot pressure is applied to the bottom end of shift valve B, and the shift valve B is positioned on the upper side.
3. Line pressure is applied to the low clutch accumulator, and engages the low clutch through shift valve B.
4. Line pressure is applied to the high clutch accumulator, and engages the high clutch through shift valve C and shift valve A.
5. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 307

1. The driving force of the input shaft is transmitted to the front planetary carrier via the high clutch, causing it to rotate counterclockwise. As a result, the front pinion gear rotates counterclockwise. This rotation causes the front internal gear to rotate at an increased speed and the rear planetary carrier to rotate counterclockwise. The driving force of the rear planetary carrier, whose speed has also been increased, is transmitted to the output gear.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction one-way clutch. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, torque is transmitted from the driving wheels, in the opposite direction of that during acceleration. First, force is transmitted from the driving wheels via the final gear and the reduction gear to rotate the reduction carrier clockwise. Moreover, the force tries to revolve the reduction pinion gear clockwise.
6. The force to rotate the reduction pinion gear clockwise tries to rotate the reduction internal gear clockwise. However, as the load from the engine (force that tries to prevent the reduction internal gear from rotating clockwise) is applied to the reduction internal gear, the reduction pinion gear rotates counterclockwise.
7. Due to the counterclockwise rotation of the reduction pinion gear, the reduction sun gear tries to rotate clockwise. However, at this time, the reduction one-way clutch that is locked during vehicle acceleration becomes free and starts to rotate freely.
8. Due to this, the reduction pinion gear force that tries to rotate the reduction internal gear clockwise is absorbed by the free rotation of the reduction sun gear. Therefore torque is not transmitted to the reduction internal gear and the engine braking is not applied.

Scheme 308

1. With shift solenoids A and B OFF, spring force operates to every upper end of the shift valves A, and shift valve B is positioned on the lower side.
2. With the shift solenoid C ON, the pilot pressure operates to bottom end of the shift solenoid C, and shift valve C is positioned on the upper side.
3. Line pressure is applied to the 2-4 brake accumulator, and engages the 2-4 brake through shift valve B, and shift valve A.
4. Line pressure is applied to the high clutch accumulator, and engages the high clutch through shift valve B, shift valve C, and shift valve A.
5. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 309

1. The driving force of the input shaft is transmitted to the front planetary carrier via the high clutch, causing it to rotate counterclockwise. As a result, the front pinion gear rotates counterclockwise. This rotation causes the front internal gear to rotate at an increased speed and the rear planetary carrier to rotate counterclockwise. The driving force of the rear planetary carrier, whose speed has also been increased, is transmitted to the output gear.
2. Though the reduction internal gear rotates clockwise, trying to revolve the reduction pinion gear clockwise, the reduction pinion gear tries to rotate clockwise as the load from the vehicle (force that prevents the reduction carrier from rotating clockwise) is applied to the reduction carrier.
3. The force of the reduction pinion gear, which tries to rotate clockwise, tries to rotate the reduction sun gear counterclockwise. However, counterclockwise rotation of the reduction sun gear is locked by the reduction brake. Due to this, driving force of the reduction pinion gear overcomes the load from the vehicle to revolve clockwise while rotating clockwise, and rotates the reduction carrier clockwise.
4. Therefore, the reduction gear also rotates clockwise and the driving force is transmitted to the driving wheels.
5. During deceleration, engine braking is transmitted in the opposite direction.

Scheme 310

1. With shift solenoids A and B OFF, spring force is applied to every upper end of shift valve A, and shift valve B is positioned on the lower side.
2. With shift solenoid C ON, pilot pressure is applied to bottom end of shift solenoid C, and shift valve C is positioned on the upper side.
3. Line pressure is applied to the 2-4 brake accumulator, and engages the 2-4 brake through shift valve B, and shift valve A.
4. Line pressure is applied to the high clutch accumulator, and engages the high clutch through shift valve B, shift valve C, and shift valve A.
5. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

Scheme 311

1. The driving force of the input shaft is transmitted to the front planetary carrier via the high clutch, causing it to rotate counterclockwise. As a result, the front pinion gear rotates counterclockwise. This rotation causes the front internal gear to rotate at an increased speed and the rear planetary carrier to rotate counterclockwise. The driving force of the rear planetary carrier, whose speed has also been increased, is transmitted to the output gear.
2. The driving force of the idler gear is transmitted to the reduction internal gear, causing the reduction pinion gear to rotate clockwise.
3. As the direct clutch is engaged, the reduction sun gear and reduction planetary carrier rotate at the same speed, and so the reduction pinion gear, which rotates with them as a unit instead of on its axis, transmitting the driving force to the driving wheels.
4. During deceleration, engine braking is transmitted in the opposite direction.

Scheme 312

1. With shift solenoid B OFF, spring force is applied to the upper end of shift valve B, and shift valve B is positioned on the lower side.
2. With shift solenoids A and C ON, pilot pressure is applied to every bottom end of shift valve A, and shift valve C is positioned on the upper side.
3. Line pressure is applied to the 2-4 accumulator, and engages the 2-4 brake through shift valve B, and shift valve A.
4. Line pressure is applied to the high clutch accumulator, and engages the high clutch through shift valve B, shift valve C, and shift valve A.
5. Line pressure is applied to the direct clutch accumulator, and engages the direct clutch through shift valve B and shift valve A.
6. Line pressure delivered to the pressure regulator valve is sent to the torque converter through the TCC control valve as torque converter pressure.

CLUTCH OPERATION

1. Set the reverse clutch and high clutch component onto the end cover.
2. Inspect the clutch operation by applying compressed air through the fluid passages shown. If not as specified, replace parts where necessary. Air Pressure 390 kPa {4.0 kgf/cm 2 , 57 psi} max.

1. Set the low clutch onto the transaxle case.
2. Inspect the clutch operation by applying compressed air through the fluid passages shown. If not as specified, replace parts where necessary. Air pressure 390 kPa {4.0 kgf/cm 2 , 57 psi} max.

Scheme 313

Scheme 314

1. Using a thickness gauge, measure clearance between the retaining plate and the snap ring. If not as specified, replace parts where necessary. If the specified clearance is exceeded, replace all clutch plates with new ones. And then, select a suitable retaining plate so that the specified clearance is obtained. Clearance: 1.1-1.3 mm {0.044-0.051 in}

Scheme 315

Scheme 316

1. Install the SSTs in the clutch drum as shown.
2. Remove the snap ring.
3. Remove the SSTs .
4. Remove the cancel force cover.
5. Remove the O-ring from cancel force cover.
6. Remove the return spring.

Scheme 317

1. Assemble the clutch drum to the transaxle case.
2. Using an air gun, blow air into circuit as shown in the figure to blow out the piston.
3. Remove the seal ring and O-ring from the piston.

1. Set the direct clutch onto the transaxle case.
2. Inspect the clutch operation by applying compressed air through the fluid passages shown. If not as specified, replace parts where necessary. Air Pressure 390 kPa {4.0 kgf/cm 2 , 57 psi} max.

Scheme 318

Scheme 319

1. Using thickness gauge, measure clearance between the retaining plate and the snap ring. If not as specified, replace parts where necessary. If the specified clearance is exceeded, replace all clutch plates with new ones. Then, select a suitable retaining plate so that the specified clearance is obtained. Clearance 1.8-2.2 mm {0.07-0.09 in}

Scheme 320

1. Disassemble in the order indicated in the figure.

Scheme 321

1. Install the SSTs in the clutch drum as shown.
2. Remove the snap ring.
3. Remove the SSTs .
4. Remove the spring retainer.
5. Remove the return spring.

CLUTCH OPERATION INSPECTION

Scheme 322

1. Inspect operation of the brake piston by applying compressed air as shown. If the operation is abnormal, replace parts where necessary. Air Pressure 390 kPa {4.0 kgf/cm 2 , 57 psi} max.

Scheme 323

1. Measure the clearance between the retaining plate and the snap ring using a thickness gauge. If not as specified, replace parts where necessary. Clearance 0.5-0.8 mm {0.019-0.031 in}

Scheme 324

1. Disassemble in the order indicated in the figure.