DATSUN 510 1969 Service Owner's Manual
Page 21 of 171
Engine
model
Number
of
cylinders
Arrangement
of
cylinders
Cubic
capaci
ty
Bore
x
stroke
Arrangemen
t
of
valves
Max
B
H
P
Max
torque
Firing
order
eidlingspeed
Compression
ratio
Oil
pressure
Valve
clearance
hot
Inlet
Exhaust
Valve
clearance
cold
Inlet
Exhaust
Valve
head
diameter
Inlet
Exhaust
Valve
stem
diameter
Inlet
Exhaust
Valve
lift
Valve
spring
free
length
Valve
spring
fitted
length
Valve
spring
coil
diameter
Valve
guide
length
Inlet
Exhaust
Valve
guide
protrusion
rreclll11cal
ata
L
lJEngine
LI3
4
In
line
1296
83
0
x
59
9
3
2677
x
3583
in
Overhead
camshaft
77
at
6000
rpm
II
1
kgm
at
3600
rpm
I
342
600
rpm
8
5
1
3
8
4
2
kg
sq
em
54
60Ib
sq
in
VALVES
0
25
mm
0
010
in
0
30
mm
0
01
in
0
20
mm
0
008
in
0
25
mm
O
OIJ
in
38
mm
1
50
in
33
mm
1
30
in
8
0
mm
0
31
in
8
0
mm
0
31
in
10
0
mm
0
40
in
48
12
mm
1
89
in
40
0
mm
30
7
kg
1
57
in
67
7
lb
34
9
mm
1
37
in
59
0
mm
2
32
in
59
0
mm
2
32
in
10
4
10
6
mm
0
41
0
42
in
Valve
guide
inner
diameter
Inlet
8
00
8
l
8
mm
0
315
0
3154
in
Exhaust
8
00
8
018
mm
0
315
0
3154
in
Valve
guide
outer
diameter
Inlet
Exhaust
Valve
guide
to
stem
clearance
Inlet
Exhaust
20
11
985
11
996
mm
0
472
0
4723
in
11
985
11
996
mm
0
4172
0
4723
in
0
015
0
045
mm
0
0006
0
0018
in
0
040
0
070
mm
0
0016
0
0028
in
Valve
seat
width
Inlet
Exhaust
V
lve
seat
angle
Valve
seat
insert
interference
fit
Inlet
Exhaust
Valve
guide
interference
fit
Inlet
1
4
1
8
mm
0
055
0
071
in
1
6
2
0
mm
0
063
0
079
in
450
0
08
0
11
mm
0
0031
0
0043
in
0
06
0
10
mm
0
0024
0
0039
in
0
027
0
049
mm
0
0011
0
0019
in
CAMSHAFT
AND
TIMING
GEAR
Camshaft
end
play
Camshaft
lobe
lift
Camshaft
journal
diameter
Max
camshaft
run
out
Camshaft
bearing
to
journal
clearance
Camshaft
bearing
inner
diameter
0
08
0
38
mm
0
0011
0
0019
in
6
65
mm
0
261
in
47
949
47
962
mm
fI
8877
1
8883
in
0
05
mm
0
002
in
0
038
0
076
mm
0
0015
0
0026
in
48
000
48
016
mm
1
8898
1
8904
in
CONNECTING
RODS
Distance
from
centre
to
centre
132
97
133
03
mm
5
235
5
237
in
Bearing
shell
thickness
Standard
Big
end
side
play
Connecting
rod
bearing
running
clearance
Connecting
rod
rend
or
twist
1
498
1
506
mm
0
059
0
593
in
0
20
0
30
mm
0
008
0
012
in
0
014
0
056
mm
0
0006
0
0022
in
0
03
mm
per
100
mm
0
0012
in
per
3
937
in
CRANKSHAFT
AND
MAIN
BEARINGS
Crankshaft
material
Number
of
bearings
Main
journal
diameter
Max
journal
taper
Max
journal
out
of
round
Crankshaft
end
play
Special
forged
steel
5
54
942
54
955
mm
2
1631
2
1636
in
0
03
mm
0
0012
in
0
03
mm
0
0012
in
0
05
0
015
mm
0
002
0
0059
in
Page 22 of 171
Wear
limit
Crank
pin
journal
diameter
Max
crankpin
taper
Max
crankpin
out
of
round
Thickness
of
main
bearing
shells
0
3
mm
0
012
in
49
961
49
975
mm
1
967
1
9675
in
0
03
mm
0
012
in
0
03
mm
0
012
in
1
827
1
835
mm
0
072
0
0722
in
Main
bearing
running
clearance
0
020
0
062
mm
0
0008
0
0024
in
Max
main
bearing
running
clearance
Crankshaft
bend
limit
Material
Type
Piston
diameters
Standard
I
st
oversize
2nd
oversize
3rd
oversize
4th
oversize
5th
oversize
Width
of
ring
grooves
Top
and
second
Oil
control
Piston
running
clearance
0
12
mm
0
0047
in
0
05
mm
0
002
in
PISTONS
Cast
aluminium
Slipper
skirt
82
99
83
04
mm
3
267
3
269
in
83
22
83
27
mm
3
276
3
278
in
83
47
83
52
mm
3
286
3
288
in
83
72
83
77
mm
3
296
3
298
in
83
97
84
02
mm
3
305
3
308
in
84
47
84
52
mm
3
326
3
328
in
2
0
mm
0
08
in
4
0
mm
0
16
in
0
025
0
045
mm
0
001
0
002
in
PISTON
PIN
Pin
diameter
20
995
21
000
mm
0
8266
0
8268
in
Pin
length
72
00
72
25
mm
2
8346
2
8445
in
Pin
running
clearance
in
piston
0
008
0
010
mm
0
0003
0
0004
in
Pin
interference
fit
in
small
end
bush
0
015
0
033
mm
0
0006
0
0013
in
Piston
ring
height
Top
and
second
Oil
control
Side
clearance
in
grooves
Top
PISTON
RINGS
2
0
mm
0
08
in
4
0
mm
0
16
in
0
040
0
073
mm
0
0016
0
0029
in
Second
Oil
control
Piston
ring
gaps
Top
Second
Oil
control
Material
Distortion
of
sealing
face
Max
distortion
Valve
seat
insert
material
Inlet
Exhaust
Fit
Drive
Chain
Chain
tensioner
0
030
0
063
mm
0
0012
0
0025
in
0
025
0
063
mm
0
001
0
0025
in
0
23
0
38
mm
0
0091
0
0150
in
0
15
0
30
mm
0
006
0
012
in
0
15
0
30
mm
0
006
0
012
in
CYLINDER
HEAD
Aluminium
alloy
0
03
mm
0
0012
in
0
1
mm
0
004
in
Aluminium
bronze
Special
cast
Hot
pressed
CAMSHAFT
DRIVE
From
crankshaft
double
roller
type
Spring
and
oil
pressure
control
Engine
model
lWIN
CHOKE
CARBURE
ITOR
Outlet
diameter
Venturi
diameter
Main
jet
Main
air
bleed
Slow
running
jet
Power
jet
Float
level
Fuel
pressure
Weight
Altitude
setting
main
jet
1000
m
3300
ft
94
2000
m
6600
ft
92
3000
m
10
000
ft
89
4000
m
13
300
ft
87
5000
m
16
600
ft
85
PRIMARY
L13
SECONDARY
30mm
27x
12mm
150
90
180
26
mm
21
x
8
mm
96
80
43
40
23
I
mm
0
905
0
04
in
0
24
kg
sq
em
3
41b
sq
in
2
55
kg
5
61
lb
1
21
Page 23 of 171
TechnIcal
Data
L
14
16
and
18
Engine
GENERAL
SPECIFICATIONS
Cylinders
Displacement
L14
L16
L18
Bore
and
stroke
L14
L16
Ll8
Compression
ratio
L14
L16
single
carburettor
L16
SU
twin
carburettor
L18
single
carburettor
Ll8
SU
twin
carburettor
Valve
arrangement
Firing
order
e
idling
speed
Engine
idling
speed
with
automatic
transmission
Oil
pressure
Hot
at
2000
r
p
m
Valve
clearance
Hot
Intake
Exhaust
0
25
mm
0
0098
in
0
25
mm
0
0098
in
Valve
clearance
Cold
Intake
Exhaust
Va
head
diameter
L14
Intake
Exhaust
Vahoe
head
diameter
L16
Intake
Exhaust
0
20
mm
0
0079
in
0
20
mm
0
0079
in
38
mm
1
5361
in
33
mm
1
2992
in
42
mm
1
6535
in
33
rom
1
2992
in
Valve
head
diameter
L18
Intake
Exhaust
42
mm
1
6535
in
35
mm
1
3780
in
Valve
stem
diameter
Intake
7
965
7
980
mm
0
3136
0
3142
in
Exhaust
7
945
7
960
mm
0
3128
0
3134
in
Valve
length
L14
Intake
Exhaust
115
6
115
9mm
4
551
4
562in
115
7
116
0
mm
4
555
4
567
in
Valve
length
L16
LIB
Intake
114
9
115
2
mm
4
524
4
535
in
Exhaust
115
7
116
0
mm
4
555
4
567
in
22
4
in
line
1428
cc
87
1
cu
in
1595
cc
97
3
cu
in
1770
cc
108
0
cu
in
83
x
66
mm
3
27
x
2
60
in
83
x
73
7
mm
3
27
x
2
90
in
85
x
7B
mm
3
35
x
3
07
in
9
0
8
5
9
5
8
5
9
5
Overhead
valve
I
3
4
600
r
p
m
single
carburettor
650
r
p
m
twin
carburettor
650
r
p
m
single
carburettor
700
r
p
m
twin
carburettor
3
5
4
0
kg
sq
cm
50
57Ib
sq
in
VALVES
Valve
lift
Single
carburettor
Valve
lift
Twin
carburettor
10
0
mm
0
3946
in
10
5
mm
0
413
in
Valve
spring
free
length
LI4
Ll4
Intake
Ll4
Exhaust
outer
L14
Exhaust
inner
Valve
sprin8
free
length
L16
LIB
Outer
Inner
49
0
mm
1
929
in
49
98
mm
1
968
in
44
85
mm
1
766
in
49
98
mm
1
968
in
44
85
mm
1
766
in
59
0
mm
2
393
in
10
6
mm
0
417
in
Valve
guide
length
Valve
guide
height
from
head
surface
Valve
guide
diameter
inner
Intake
8
018
Exhaust
8
018
Valve
guide
diameter
outer
Intake
12
034
Exhaust
12
034
Valve
guide
to
stem
clearance
Intake
Exhaust
Valve
seat
width
L14
Intake
Exhaust
Valve
seat
width
L16
LIB
Intake
Exhaust
8
000
mm
0
3154
0
3150
in
clia
8
000
mm
0
3154
0
3150
in
clia
12
023
mm
0
4738
0
4733
in
clia
12
023
mm
0
4738
0
4733
in
clia
1
8
mm
1
1024
in
I
7
mm
1
0630
in
I
4
mm
0
0551
in
1
3
mm
0
0512
in
0
020
0
053
mm
0
0008
0
0021
in
0
040
0
073
mm
0
0016
0
0029
in
Page 24 of 171
Valve
seat
angle
Intake
Exhaust
Valve
seat
interference
fit
450
450
Valve
guide
interference
fit
Intake
0
027
0
049
mm
0
011
0
0019
in
Exhaust
0
027
0
049
mm
0
011
0
0019
in
Intake
Exhaust
0
081
0
113
mm
0
0032
0
0044
in
0
064
0
096
mm
0
0025
0
0038
in
CAMSHAFT
AND
TIMING
CHAIN
Camshaft
end
play
0
08
0
38
mm
0
0031
0
0150
in
Camshaft
lobe
lift
L14
Ll6
LIB
intake
with
single
carburettor
Ll6
LIB
Intake
with
twin
carburettor
L16
L18
Exhaust
6
65
mm
0
2618
in
6
65
mm
0
2618
in
7
00
mm
0
2753
in
7
00
mm
0
2753
in
47
949
47
962
mm
1
8877
1
8883
in
0
02
mm
0
0007
in
0
038
0
067
mm
0
0015
0
0026
in
Camshaft
journal
diameters
Camshaft
bend
Camshaft
journal
to
bearing
clearance
Rocker
arm
lever
ratio
L14
L16
L18
1
5
1
45
CONNECTING
RODS
Connecting
rod
centres
L14
L16
L18
136
6
mm
5
35
In
133
0
mm
5
24
in
130
35
mm
5
132
in
I
493
1
506
mm
0
0588
0
0593
in
0
20
0
30
mm
0
0079
0
0118
in
0
025
0
055
mm
0
0010
0
0022
in
less
than
0
025
mm
0
001
in
per
100
mm
2
937
in
Bearing
thickness
Big
end
play
Connecting
ro
d
bearing
clearance
Connecting
rod
bend
or
twist
CRANKSHAFI
AND
MAIN
BEARINGS
Journal
diameter
Journal
taper
and
out
of
round
Crankshaft
free
end
play
Wear
limit
Crank
pin
diameter
Crankpin
taper
and
out
of
round
Thickness
of
main
bearing
shells
Main
bearing
clearance
Wear
limit
of
clearance
Crankshaft
bend
limit
54
942
54
955
mm
2
1631
2
1636
in
less
than
0
0
I
mm
0
0004
in
0
05
0
18
mm
0
0020
0
0071
in
0
3
mm
0
0118
in
49
961
49
974
mm
1
9670
1
9675
in
less
than
0
01
mm
0
0004
in
1
822
1
835
mm
0
0717
0
0722
in
0
020
0
062
mm
0
0008
0
0024
in
0
12
mm
0
0047
in
0
05
mm
0
0019
in
PISTONS
Piston
diameter
L14
Piston
diameter
L14
L16
82
985
83
035
mm
3
2671
32691
in
84
985
85
035
mm
3
3459
3
3478
in
LI4andLl6
1
st
oversize
2nd
oversize
3rd
oversize
4th
oversize
5th
oversize
0
25
mm
0
0098
in
0
50
mm
0
0197
in
0
75
mm
0
0295
in
1
00
mm
0
0394
in
1
25
mm
0
0492
in
23
Page 25 of 171
liB
Oversizes
Ring
groove
width
Top
ring
Second
ring
Oil
ring
Piston
to
bore
clearanl
e
Pin
diameter
I
ength
Ll4
Ll6
Ll8
Pin
to
piston
clearance
Pin
interference
fit
in
small
end
bush
Piston
ring
height
Top
Second
Side
clearance
Ll4
Ll6
Top
ring
LI8
Top
ring
Second
ring
Ring
gap
U4
Top
ring
U4
Second
ring
Ll6
Top
ring
L
16
Second
ring
U8
Top
ring
U8
Second
ring
Oil
ring
Oil
pump
Oearance
between
inner
and
outer
rotor
Rotor
tip
clearance
Oearance
between
outer
rotor
and
body
Rotor
to
bottom
cover
clearance
Oil
pressure
at
idling
Oil
pressure
relief
valve
spring
Free
length
Fitted
length
Relief
valve
opening
pressure
24
85465485
515
mm
3
648
667
ill
86
065
86
015
mm
13
3844
33864
in
0
mm
CO
0787
in
0
mm
0
0787
in
4
0
mm
0
1
q
c
in
0
025
0
045
mm
0
0010
0
0018
in
PISTON
PIN
20
995
1
000
mm
0
8266
0
8168
in
72
00
72
25
0
001
0
Dl5
72
25
mm
2
8346
2
8445
in
73
00
mm
2
8445
2
8740
in
0
013
mm
0
00004
0
00051
in
0
033
mm
0
0006
0
0013
in
PISTON
RING
1
977
mm
0
0778
in
1
977
mm
0
0778
in
0
040
0
080
mm
0
0016
0
0031
in
0
045
0
080
mm
0
0018
0
0031
in
0
030
0
070
mm
0
0012
0
0028
in
0
23
0
38
mm
0
0091
0
0150
in
0
15
0
30
mm
0
0059
0
0118
in
0
25
0
40
mm
0
0098
0
0157
in
0
15
0
30
mm
0
0059
0
0118
in
0
35
0
55
mm
0
0138
0
0217
in
0
30
0
50mm
0
0118
0
0197
in
0
30
0
90
mm
0
0118
0
0354
in
LUBRICATION
SYSTEM
Rotor
Pump
0
05
0
12
mm
0
0020
0
0047
in
less
than
0
12
mm
0
0047
in
0
15
0
21
mm
0
0059
0
0083
in
0
03
0
13
mm
0
0012
0
0051
in
0
8
2
8
kg
sq
cm
11
40
Ib
sq
ln
52
5
mm
2
067
in
34
8
mm
1
370
in
3
5
5
0
kg
sq
cm
50
71
Ib
sq
ln
Page 26 of 171
CoolIng
System
GENERAL
FAN
BELT
TENSION
FLUSHING
AND
DRAINING
THE
SYSTEM
THERMOSTAT
Testing
RADlA
TOR
Removal
GENERAL
The
cooling
system
is
pressurised
and
incorporates
a
water
pump
corrugated
fin
type
radiator
fan
and
a
pellet
type
thermostat
The
water
pump
is
of
the
centrifugal
type
and
has
an
aluminium
die
cast
body
The
volute
chamber
is
built
into
the
front
cover
assembly
and
a
high
pressure
sealing
mechanism
prevents
water
leakage
and
noise
The
fan
pulley
is
driven
by
the
V
belt
from
a
pulley
on
the
crankshaft
he
pellct
type
thermostat
enables
the
engine
to
warm
up
rapidlY
and
also
regulates
the
temperature
of
the
coolant
When
the
wax
pellet
in
the
thermostat
is
heated
it
expands
and
exerts
pressure
against
a
rubber
diaphragm
causing
the
valve
to
open
and
allow
the
coolant
to
flow
from
the
cylinder
head
back
to
the
radiator
As
the
pellet
is
cooled
itcontractsand
allows
the
spring
to
close
the
valve
thereby
preventing
coolant
from
leaving
the
cylinder
head
The
rad
ator
is
of
the
down
flow
type
with
an
expansion
tank
The
relIef
valve
in
the
radiator
filler
cap
controls
the
pressure
at
approximately
0
9
kg
sq
cm
l3Ib
sq
in
Always
try
to
avoid
removing
the
filler
cap
when
the
engine
is
hot
as
coolant
may
spray
out
and
cause
scalding
If
the
cap
must
be
removed
in
these
circumstances
use
a
lar
e
pic
c
of
cloth
to
hold
the
cap
and
turn
the
cap
sli
htlY
Walt
until
all
pressure
has
been
released
before
lifting
off
the
cap
F
AN
BELT
TENSION
The
fan
belt
drives
the
water
pump
and
alternator
as
well
as
the
fan
and
its
correct
adjustment
is
most
essential
A
loose
fan
belt
will
sl
ip
and
Y
e
r
and
most
probably
cause
overheating
alternatively
If
the
belt
IS
too
tight
the
pump
and
alternator
bearings
will
be
overloaded
The
belt
is
correctly
tensioned
if
it
can
be
depressed
by
approximately
10
mm
1
2
in
at
a
point
midway
between
the
fan
and
alternator
pulleys
See
Fig
R2
If
adjustment
is
neces
ary
slacken
the
alternator
mounting
and
adjustment
bolts
and
pivot
the
alternator
away
from
the
engine
to
tighten
the
belt
to
towards
the
engine
if
the
belt
is
to
be
slackened
NOTE
Always
apply
leverage
to
the
drive
end
housing
when
pivoting
the
alternator
and
never
to
the
diode
end
housing
or
the
alternator
will
be
damaged
Retighten
the
alternator
bolts
and
make
SUfe
that
the
belt
is
correctly
tensioned
FLUSHING
AND
DRAINING
THE
SYSTEM
The
radiator
and
water
passages
should
be
flushed
out
periodically
to
remove
the
accumulated
scale
or
sediment
Reverse
flushing
equipment
should
be
used
to
carry
out
a
completely
thorough
flushing
operation
but
the
owner
drivef
not
possessing
this
type
of
equipment
can
flush
out
the
system
in
the
following
manner
Drain
the
system
by
removing
the
radiator
filler
cap
and
opening
the
radiator
and
cylinder
block
drain
taps
Close
the
taps
again
and
refill
the
radiator
Run
the
engine
for
a
ShOft
period
and
then
rc
open
the
drain
taps
Continue
this
sequence
until
the
water
flowing
from
the
taps
is
clean
then
close
the
taps
and
refill
the
radiator
An
anti
freeze
mixture
should
always
be
used
in
Winter
time
The
Niss3n
long
life
coolant
L
L
c
is
an
ethylene
glycol
solution
containing
a
corrosion
preventative
which
can
remain
in
the
vehicle
throughout
the
year
but
must
not
be
mixed
with
other
products
It
is
advisable
to
check
the
radiator
and
heater
hoses
when
filling
with
anti
freeze
and
renew
them
if
signs
of
deterioration
are
apparent
WATER
PUMP
Replacement
The
water
pump
must
not
be
dismantled
and
should
be
renewed
if
it
becomes
faulty
The
pump
can
be
removed
in
the
following
manner
Drain
the
cooling
system
2
Take
the
fan
belt
off
the
pulley
3
Remove
the
fan
and
pulley
4
Remove
the
retaining
nuts
and
withdraw
the
water
pump
See
Fig
B
3
lnstallation
of
the
pump
is
a
reversal
of
the
removal
procedures
rERMOST
ATTesting
The
thermostat
is
located
in
the
water
outlet
passage
See
Fig
B
4
To
remove
the
unit
drain
the
cooling
system
remove
the
radiator
hose
and
the
water
outlet
elbow
Take
out
the
thermostat
25
Page 27 of 171
inter
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@
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i
i
n
i
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q
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lli
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tr
rl
t
lli
3
t
11
1
i
l
Wt
r
till
I
cj
L
f0
co
7
Fig
B
l
The
cooling
system
Fig
8
2
Olecking
the
fan
belt
tension
Fig
B
3
Removing
the
water
pump
Fig
B
4
Removing
the
thermostat
26
Page 28 of 171
The
thermostat
can
be
tested
by
suspending
it
with
a
thermometer
in
a
container
ftlled
with
water
Heat
the
water
gradually
and
stir
it
to
obtain
a
uniform
temperature
Maintain
a
constant
check
of
the
temperature
and
make
sure
that
neither
the
thermostat
or
thermometer
touch
the
sides
of
the
container
or
false
readings
will
be
obtained
The
thermostat
should
begin
to
open
at
a
temperature
of
820C
1
50C
179
60F
2
70Fj
and
should
be
fully
open
with
a
maximum
valve
lift
of
8
mm
0
315
in
at
a
temperature
of
950C
2030F
When
installing
the
thermostat
apply
adhesive
to
both
sides
of
the
gasket
before
refitting
the
water
outlet
elbow
RADIATOR
Removal
Drain
the
cooling
system
as
previously
described
and
remove
the
front
grille
2
Disconnect
the
radiator
upper
hose
lower
hose
and
hose
to
the
reservoir
tank
3
Remove
the
radiator
securing
bolts
and
lift
out
the
radiator
Fig
B
4
It
should
be
noted
that
cars
fitted
with
automatic
transmission
incorporate
a
transmission
oil
cooler
which
must
be
disconnected
Installation
is
a
reversal
of
the
removal
procedure
refill
the
system
as
previously
described
FLUID
COUPLING
The
water
pump
is
equipped
with
a
fluid
coupling
on
vehicles
fitted
with
an
air
conditioner
The
fluid
coupling
Limits
the
maximum
fan
speed
to
approximately
3000
r
p
ro
and
eliminates
noise
and
loss
of
power
at
high
engine
speeds
A
fault
in
the
coupling
may
be
caused
by
the
entry
of
foreign
matter
If
a
fault
developes
the
oupling
must
be
removed
and
dismantled
and
the
interior
cleaned
by
washing
in
solvent
The
condition
of
the
seal
and
bearing
must
be
care
fully
checked
and
the
coupling
replaced
if
the
latter
items
have
become
blackened
If
oil
leaks
occur
it
will
be
necessary
to
replace
the
water
pump
assembly
with
the
coupling
After
cleaning
the
unit
refill
with
11
5
cc
silicon
oil
using
a
suitable
syringe
TechnIcal
Data
Radiator
Radiator
cap
working
pressure
Radiator
core
heightxwidth
x
thickness
1400
and
1600
cc
engines
510
body
1600
and
1800
cc
engines
610
body
Corrugated
fin
type
0
9
kg
sq
cm
13Ib
sq
in
280x488x38mm
I
LOx
19
2x
1
49
in
360x502x32mm
l4
2x19
8x1
26
in
Thermostat
valve
opening
temperature
Standard
B20C
l
BOOF
Cold
climates
880C
1900F
Tropical
climates
76
50C
l700F
Max
valve
lift
Cooling
system
capacity
With
heater
Without
heater
Cooling
system
capacity
With
heater
Above
8
mm
0
31
in
6
8litres
1
75
US
gall
1
5
Imp
gall
6
4litres
1
75
US
gall
1
375
Imp
gall
1600
and
1800
cc
engines
610
body
6
5litres
l
7
US
gall
1
375
Imp
gall
6
0
Iitres
1
625
US
gall
1
375
Imp
gall
Without
heater
27
Page 29 of 171
inter
lW
j
@lPX
TT
Y
Gw
PRIMARY
COIL
RESISTOR
I
I
l1@
l
I
IGNITION
U
SECONDARY
COIL
COIL
IS
AK
R
POIN
i
1
1
DISTRISUTOR
I
1
J
ISI
V
nl
N
I
TO
STARTER
l
1
ROTOR
HEAD
r
SPARK
PLUG
Fig
C
t
Ignition
sys
em
circuit
diagram
i
II
@
1
1
@
J
i
9
28
l
I
i
1
I
I
@
@
G
N
7
Fig
C
2lgnition
distributor
1
Shaft
assembly
2
Collar
assembly
3
Cam
assembly
4
Governor
weights
5
Governor
spring
6
Rowr
head
7
Breaker
plate
8
Contact
set
9
Tennirtal
assembly
10
Vacuum
control
J
1
Condenser
12
Distributor
cap
13
Carbon
point
14
Plate
15
CIilmp
Page 30 of 171
IgnItIon
System
DESCRII
TION
IGNITION
TIMING
IGNITION
DISTRIBUTOR
Maintenance
ADJUSTING
THE
CONTACT
BREAKER
GAP
CENTRIFUGAL
ADVANCE
MECHANISM
VACUUM
ADVANCE
MECHANISM
IGNITION
DISTRIBUTOR
Removal
and
Dismantling
IGNITION
DISTRIBUTOR
Assembling
and
Installation
SPARKING
PLUGS
DESCRII
TION
The
ignition
circuit
comprises
the
distributor
ignition
coil
ignition
switch
spark
plugs
high
tension
lead
and
the
battery
See
Fig
C
1
The
Hitachi
distributor
is
shown
in
exploded
form
in
Fig
C
2
19niton
timing
is
automatically
regulated
by
the
distributor
centrifugal
advance
mechanism
or
vacuum
advance
mechanism
depending
upon
the
demand
made
on
the
engine
The
vacuum
advance
mechanism
operates
under
part
throttle
only
and
uses
intake
manifold
depression
to
advance
the
ignition
timing
When
the
engine
speed
is
increased
the
vacuum
is
inoperative
and
ignition
timing
is
regulated
by
the
centrifugal
advance
mechanism
The
centrifugal
advance
mechanism
uses
a
system
of
governor
weights
and
springs
which
turn
the
carn
assembly
in
on
anti
clockwise
direction
to
advance
the
ignition
timing
As
the
engine
speed
is
decreased
the
weights
move
back
and
allow
the
cam
to
return
thereby
retarding
the
ignition
timing
The
ignition
coil
is
an
oil
filled
unit
comprising
a
coil
around
which
is
wound
the
secondary
and
primary
windings
The
number
of
turns
in
the
primary
winding
provide
a
high
secondary
voltage
throughout
the
speed
range
The
resistor
is
automatically
by
passed
at
the
moment
of
starting
and
allows
the
ignition
coil
to
be
directly
connected
to
the
battery
This
applies
the
full
battery
voltage
to
the
coil
to
give
the
necessary
staTting
boost
When
the
starter
switch
is
released
the
current
flows
through
the
resistor
and
the
voltage
through
the
coil
is
dropped
for
normal
running
purposes
IGNITION
TIMING
The
ignition
timing
can
be
accurately
checked
using
a
stroboscopic
timing
light
which
should
be
connected
in
accor
dance
with
the
manufacturers
instructions
Make
sure
that
the
timing
marks
on
the
crankshaft
pulley
are
visible
if
they
are
not
visible
mark
them
with
chalk
or
white
paint
Each
mark
represents
a
50
division
of
the
crank
angle
Disconnect
the
distributor
vacuum
line
start
the
engine
and
allow
it
to
run
at
normal
idling
speed
or
slightly
below
Point
the
timing
light
at
the
timing
pointer
on
the
front
cover
Fig
C
3
The
crankshaft
pulley
groove
should
appear
to
be
stationery
and
aligned
with
the
pointer
on
the
front
cover
The
top
dead
centre
mark
is
located
at
the
extreme
right
as
shown
in
the
illustration
If
the
setting
requires
adjustment
the
distributor
flange
bolts
must
be
slackened
and
the
distributor
body
turned
clockwise
to
advance
or
anti
clockwise
to
retard
the
timing
See
Technical
Data
for
timing
settings
After
adjusting
the
timing
tighten
the
distributor
flange
bolts
and
recheck
the
timing
IGNITION
DISTRIBUTOR
Maintenance
Remove
the
distributor
cap
by
easing
away
the
two
clamps
and
examine
the
points
for
signs
of
burning
or
pitting
The
points
can
be
cleaned
if
necessary
using
a
fine
grade
of
oilstone
or
file
The
faces
of
the
points
must
be
completely
flat
and
parallel
and
all
abrasive
dust
removed
with
compressed
air
If
the
points
are
excessively
pitted
they
must
be
renewed
and
grease
applied
to
the
moving
contact
pivot
and
the
surface
of
the
cam
Ensure
that
the
distributor
cap
is
thoroughly
clean
both
inside
and
outside
A
contaminated
cap
will
promote
tracking
indicated
by
black
lines
and
caused
by
electrical
leakage
between
the
segments
on
the
inside
of
the
cap
Make
sure
that
the
carbon
button
is
not
worn
Both
the
distributor
cap
and
rotor
must
be
renewed
if
they
are
cracked
or
damaged
IGNITION
DISTRIBUTOR
Adjusting
the
contact
breaker
gap
To
adjust
the
contact
breaker
points
remove
the
distributor
cap
and
pull
the
rotor
off
the
cam
spindle
Turn
the
engine
until
the
heel
of
the
contact
breaker
arm
is
positioned
on
the
cam
lobe
the
contact
breaker
gap
is
set
to
the
maximum
in
this
position
Slacken
the
adjusting
screw
Fig
CA
insert
a
feeler
gauge
between
the
points
and
adjust
the
breaker
plate
until
the
re
quired
gap
of
0
45
0
55
mm
0
0177
0
0217
in
is
obtained
Tighten
the
adjusting
screw
and
recheck
the
setting
After
the
contact
breaker
gap
has
been
adjusted
check
the
ignition
timing
as
previously
described
The
tension
of
the
contact
breaker
should
be
0
5
0
65
kg
I
I
I
4
lb
Measure
the
tension
with
a
gauge
and
at
900
to
the
contact
breaker
arm
29