length DATSUN 610 1969 Owner's Manual

BRAKE
PEDAL
ADJUSTMENT

The

brake
pedal
height
and
free

play
can
be

adjusted
in

the

following
manner
1400
and
1600
CC
models

Adjust
the

length
of

the
master

cylinder
push
rod
until
the

height
of
the

pedal
pad
is
187
mm
7
36
in

for
manual

gear

boxes
and
202
mm
7
95in
for

automatic
transmission
vehicles

without
brake

light
switch

Fig
L

31

Retighten
the
locknut

Screw
in

the
brake
light
switch
until
the
screwed

part
of
the

switch
is

against
the
front
of
the

stopper
bracket
then

tighten

the
locknut

Screw
in
the

stopper
bolt
until
the
moveable

part
of
the

switch
is

completely
pushed
in

by
the

pedal
and

tighten
the

locknut
in
this

position
Make
sure

that
the

lamp
is
00

when
the

pedal
is

pushed
down

by
1
5mm
0
06
in

1800cc
models

Adjust
the
bolt
of
the
brake

lamp
switch
until
its
end
face

is
flush
with
the
locknut
then

tighten
the
locknut

securely

See

Fig
L
32

Adjust
the

pedal
stopper
until

the

pedal
pad
is

positioned
at
a

height
of
185
mrn

7
28
in
from
the
floor

then

tighten
the

stopper
with
the
locknut

Adjust
the

length

of

the
master

cylinder

push
rod
until
a

pedal
free

play
of
I
5mm

0
04
D
2in
is
obtained
then

retighten
the
locknut

Depress
the
brake

pedal
several
times
to
make
sure
that
a

full
travel
of
145mm
5
7
in
is
available
and
that

the
pedal

moves

freely
and
without
noise

Technical
Data

BRAKE
PEDAL

Pedal

height

1400
and
1600cc
models
I
87mm

7
362in
manual

gearbox

202mm
7
953in
auto

matic

185mm

7
28in

145mm
5
71
in
1800cc
models

Full
stroke

MASTER
CYUNDER

Inner
diameter

Piston

running
clearance
19
05mm
0
75
in

0
15mm
0
006
in

WHEEL
BRAKE
CYLINDERS

Inner
diameter

1400
and
1600cc

Front
drum

Front
disc

Rear
with
front
drum

Rear
with
front
disc
22
22mm
7
8in

50
8mm

2
0

in

22
22mm

7
8in

20

64mm
13
16
in

Inner
diameter
I
BOOcc

Front
drum

20
6mm

13
16in
Front

disc

Rear
50
8mm
2

0in

22
2mm
7
8
in

BRAKE
DRUM
AND
BRAKE
DISC

Drum
inner
diameter

Drum
outer
diameter

Out
of
round
maximum

Repair
limit
of
drum

Maximum
disc
run
out

Repair
limit
of
disc
228
6mm
9
0in

232mm
9
13in

0
05mm
0
002

in

230mm
9
055
in

0
06mm
0
0024
in

8
4mm
0
331
in

BRAKE
UNINGS

Drum
brakes

Width
x

thickness
x

length
40
x
4
5
x
219
5mm

1
575
x
1
772
x
8
642in

Disc
brakes
39
7
x
9
x
86mm

1
563
x
0
354
x

3
386in

Total

braking
area

Front
drum
brake

Front
disc
brake

Rear
351

sq
cn
54
4

sq
in

114
2

sq
cm

17
7

sq
in

351

sq
cm
54
4

sq
in

107

stopper
to

the
overrunning
clutch

side
and
removing
the

stopper
clip
Remove
the

stopper
and

overrunning
clutch
as

shown

inFig
M
7

Oean

the
dismantled

components
and
check
them
for

wear
or

damage

Cbeck
the
brushes
and
renew

them
if
worn
below
6
5mm

0
257
in
Fit
new
brushes
if
the
brush
contact
is
loose
Cbeck

the
brush
holders
and

spring
clips
and
make
sure

that

they
are

not
bent
or
distorted
The
brushes
should
move

freely
in

their

housings
and
can
be
eased
with
a
file
if

necessary
The
brush

spring
tension
should

be
approximately
0

8kg
1
76Ib

and

can
be
checked
with
a

spring
balance
as

shown
in
Fig
M
S

Armature

assembly

Make
sure
that
the
surface
of
the
commutator

is
not

rough
or

pitted
Oean
and

lightly
polish
with
a
No
500

emery

cloth
if

necessary
If
the
commutator
is

badly
worn
or

pitted

it
should
be
skimmed
in
a
lathe

only
a

light
cut
must

be
taken

to
remove

the
minimum
amount

of
metal
If
the
commutator

diameter
wear
limit
of
0
2mm
0
OS
in

is
exceeded
the

assembly
must
be

renewed

Undercut

the
mica
between
the
commutator

segments

when
the

depth
of
mica
from
the
surface
of
the

segment
is

less
than
0
2mm
0
08

in
The

depth
should
be
between

0
5
0
8mm
0
0197
0
0315
in
as
shown
in

Fig
M
9

The
armature
shaft
should
be
checked
for

straightness

by
mounting
between

the
centres
of
lathe
and

positioning

a
dial

gauge
as
shown
in

Fig
M
I
O
Renew

the
armature

if
the

bend
of
the
shaft
exceeds
0
08mm
0
0031
in

Field
coils

testing

Test
the
field
coils
for

continuity
by
connecting
a

circuit

tester
between
the

positive
terminal
of
the
field
coil
and
the

positive
terminal
of
the
brush
holder
as
shown
in

Fig
M

I
I
If

a

reading
is
not

obtained
the
field
circuit
or
coil
is

open

Cbnnect
the
tester
to
the

yoke
and
field
coil

positive

teoninal
as

shown
in

Fig
M
12
to

check
the
field
coils
for

earthing

Unsolder
the
connected

part
of
each
coil
and
check
the

circuit
for

earthing
in
a
similar
manner

Renew
the
field

coils

if

they
are

open
earthed
or
short
circuited

Outch
assembly

The

overrunning
clutch
must
be

replaced
if
it
is

slipping

or

dragging
Examine
the

pinion
and
sleeve

making
sure
that

the

sleeve
is
able
to
slide

freely

along
the
armature
shaft

spline

Inspect
the

pinion
teeth
for

signs
of

rubbing
and
check
the

fly

wheel

ring
gear
for

damage
or
wear

Bearings

Inspect
the
metal

bearing
bushes
for
wear
and
side

play

The
bushes
must

be
renewed
if
the
clearance

between
the

bearing

bush

and
armature
shaft

is
in
excess
of
0
02mm
0
008
in

New

bearing
bushes
must
be

pressed
in
so
that

they
are
flush

with
the
end
of
the
case
and
reamed
ou
t
to

give
a
clearance
of

0
03
0
10
mm
0
0012
0
0039
in

H
Solenoid

assembly

Inspect
the
solenoid
contact
surface
and

replace
if

showing

signs
of

wear
or

roughness
Replace
the

pinion
sleeve

spring
if

weakened

Check
the
series
coil

by
connecting
an

8
12

volt

supply

between
the
Sand
M
terminals
as
shown
in

Fig
M
13
The

series
coil
is
normal
if
the

plunger
operates

Test
the
shunt
coil

by
connecting
the
S
terminal
the
M

terminal
and
the
solenoid

body
as
shown
in
the
lower
illustration

of

Fig
M
13

Open
the
M
terminal
when
the

plunger
is
operated

the
shunt
coil
is

satisfactory
if
the

plunger
stays
in
the

operated

position

Measure
the

length
L
between

theylonger
adjusting
nut

and
solenoid
cover

Press
the

plunger
against
a

firm
surface
as

shown
in

Fig
M
14
and
check
that
the
dimension
is
within

the
figures

given
Turn
the

adjusting
nut
if

necessary
until
the

required
dimension
is
obtained

STARTER
MOTOR

Assembly
and
Installation

The
assembly
and
installation

procedures
are
a
reversal

of
the
removal
and

dismantling
operations
When

assembling

the
starter
smear

the
armature
shaft

spline
with

grease
and

lightly
oil
the

bearing
bushes
and

pinion

ALTERNATOR

The
alternator
is
driven

by
the
fan
belt
and
has
an
advant

age
over
a

dynamo
in
that
it

provides
current
at

low

engine

speeds
thereby
avoiding
battery
drain
Maintenance
is
not

normally
required
but
the
tension
of
the
fan
belt
should
be

checked
and

adjusted
if

necessary
as

described
in
the

section

COOLING
SYSTEM
Care
must
be
taken
not
to

overtighten

the
fan
belt
or

the
alternator

bearings
will
be
overloaded

The
alternator

output
can
be
checked
with
the
alternator

in

the
vehicle

by
carrying
out
the

following
test
Ensure
that
the

battery
is

fully
charged
Withdraw
the
connectors
from
the

alternator
F
and
N
terminals
and
connect
a

jumper
lead
between

the
F
and
A
terminals

Connect
a
voltmeter
to
the
E

and
A
alternator
terminals

with
the

negative
lead
to

terminal
E
and
the

positive
lead
to

the
terminal
A
as
shown
in

Fig
M
IS
Switch
the

headlamps

on
to
full
beam
and
start

the

engine
Increase
the

engine
speed

gradually
and
note

the

reading
on
the
voltmeter
when
the

engine
reaches
a

speed
of

approximately
lOaD

rpm
The

alternator
is

operating

satisfactorily
if
the
voltmeter
shows
a

reading
above
12
5
volts
If

the

reading
is
below
12
5
volts
the

alternator
is
defective
and
should
be
removed
for

inspection

ALTERNATOR
Removal

Disconnect
the

negative
lead
from

the

battery
and
the
two

lead
wires
and
connector
from
the
alternator

Slacken
the
alter

nator

mounting
bolts
and
take
off

the
fan
belt
Take
out

the

mounting
bolts
and
withdraw
the
alternator
from
the
vehicle

III

ALTERNATOR
Dismantling

Refening
to

Fig
M
16
remove

the

pulley
nut
and
take
off

the

pulley
rim
fan
and

spacer
Withdraw
the
brush
holder

retaining
screws
and
remove
the
brush
holder
cover
Withdraw

the
holder
and
brushes
as
shown
in
Fig
M
17

Slacken
and
remove
the
three

through
bolts
and

separate

the
diode

housing
from
the
drive
end
housing
by
tapping
the

front
bracket

lightly
with
a
wooden
mallet

Fig
M
18

Remove
the
screws
from
the

bearing
retainer
and

separate
the

rotor
from
the
front
cover

Fig
M
19

Remove
the
rear

bearing
from
the
rotor

assembly
with
the

aid
of
a

puller
as
shown
in

Fig
M
2D
Take
off
the
diode
cover

and
unsolder
the
three
stator
coil
lead
wires

from
the
diode

terminal

Remove
the

A
terminal
nut
and
diode
installation
nut
and

remove
the
diode

assembly
Do
not
force

the
diode

assembly

when

removing
or
it

may
be

damaged
Remove
the
stator
from

the
rear
cover

ALTERNATOR

Inspection

Use
an

ohmmeter
as

shown
in
Fig
M
21
to
test

the
rotor

field
coil

Apply
the
tester
between
the

slip
rings
and
check
that

the
resistance
is

approximately
4
4
ohms
at

normal
ambient

temperature
Check
the

conductivity
between

slip
ring
and
rotor

core
as
shown
in

Fig
M
22
if

conductivity
exists
the
field
coil

or

slip
ring
must
be

earthing
and
the
rotor

assembly
should
be

renewed

Cbeck
the
stator
to
ensure
that
there
is

conductivity

retween
the
individual
stator

coil
terminals
as
shown
in

Fig
M

23
If
there
is
no

conductivity
between
the
individual
terminals

the
stator
is
defective

Check
each
lead
wire

including
the
neutral
wire
as
shown

in

Fig
M
24
If
there
is

conductivity
between

any
wire
and
the

stator
COTe

the
stator
core

is

earthing
and
the
stator
must

be

replaced

Diodes

Three

positive
diodes
are
mounted
on
the
positive
plate

and
three

negative
diodes
are
mounted
on
the

negative
plate

The
diodes
allow

current
to
flow
in
one
direction

only
The

diodes
on
the

positive
plate
only
allow
current
to
flow
from

the
terminal
to
the

positive
plate
whilst
the
diodes
on
the

negative
plate
only
allow
current
to
flow
from
the

negative

plate
to
the
terminal
A
diode
which
allows
current
to
flow

in
ooth
directions
or
does
not

allow
current
to
flow
in
the

correct
direction
is
unserviceable
and
all
six
diodes
must
be

replaced
Use
a
tester
as
shown
in
Figs
M
25
and
M26
to
check

each
diode

Brushes

Check
the
movement
of
the
brushes
in
their
holders
The

brushes
should
move

freely
and
can
be
eased
in
necessary
by

carefully
ming
the
sides
Oean
the
brush
holders
before

replacing

the
brushes
Renew
the
brushes
if

they
are
worn
below
a
length

of
7mm
0
275
in
With
the
brush

projecting
approximately

2mm
0
08
in
from
the
holder
it
is
possible
to
measure
the

brush

spring
pressure
using
a

spring
balance
as
shown
in

Fig
M
27

The

pressure
of
a
new
brush
should
be
255
345

grammes

9
0
12
2
oz
the

pressure
will
however
decrease

by
approxi

mately
20

grammes
per
I
amm
0
039

in
of
wear

ALTERNATOR

Assembly
and
Installation

Asssembly
is
a
reversal
of
the

dismantling
prQcedure
noting

the

following
points
The
stator
coil
lead
wires
must
be
resoldered
to
the
diode

assembly
terminal
as

quickly
as

possible
or

the
diodes

may
be

damaged
When

installing
the
diode
A
tenninal
make
sure

that

the

insulating
bushing
and
tube
are

correctly
fitted

The

pulley
nut
should
he

tightened
to
a

torque
reading
of

350
400

kg
cm
301
344Ib
in
Mount
the

assembly
in
a

vice
as
shown
in

Fig
M
28
and
when
the

pulley
is

tightened

make
sure
that
the
deflection
of
the

pulley
groove
does
not

exceed
O
3mm
m
o
118

in

ilEA
D
LAMPS

Replacing

All
weather

type
sealed
beam

headlamp
units
are
fitted
to

the
vehicle
Each

lamp
is
of
the
double
fIlament

type
with
a

full
beam
filament
of
50W
and
a
dipped
beam
filament
of
40W

The

replacement
of
the
sealed
beam
unit
can

be
carried

out
as
follows

Remove
the

wiring
socket
from
the
back
of
the

headlamp

unit
On

Coupe
models
withdraw
the
screws

attaching
the

front

grille
to
the
radiator
core

support
On
all
other
models

remove

the
three

retaining
screws
and
remove
the

headlamp
rim

Withdraw
the
three

retaining
screws

securing
the

retaining

ring
3
in

Fig
M
29
and
remove

the
sealed
beam
unit

When

installing
a
new
sealed
beam
unit
make
sure
that
the

Top
mark
on
the
ring
is

uppennost
when
fitted

HORNS

The
circuit
for

the
horns
is
shown
in

Fig
M
30
The
horns

can
be
adusted
for
v01ume
and
tone
in

the

following
manner

Remove
the
connector

and
the

retaining
nut
in

the
centre

of
the
horn
withdraw
the
horn
from
the
vehicle
Connect
a

voltmeter
and
ammeter

into
circuit
as
shown
in

Fig
M
3I
Set

the
switch
to
ON
and
check
that
the
voltmeter
shows
a

reading
of
12
to
12
5
volts
The
sound
can
be

regulated
by

turning
the

adjusting
screw

Fig
M
32
A

reading
of

2
5

amps

should
be
obtained
for
the
flat

type
of
horns
or
5
0

amps
for

the

spiral
type
of
horns

Turning
the

adjusting
screw
clockwise
will
increase
the

current

turning
anti
clockwise
decreases
the
current

Install
the
horns
in
the
vehicle
and
check
that
the
correct

sound
can
still
be
obtained
when
the

higher
voltage
of
14
15

volts
is

generated
by
the
alternator
Turn
the

adjusting
slightly

if

necessary
then

tighten
the
locknut

INSTRUMENT
PANEL
Removal

The
instrument

panel
holds
the
various
meters

and

indicators
A
printed
circuit
board
is
located
at
the
rear
of
the

panel
and
the
connections
to
it
are

multiple
connectors
When

the

panel
is
remove

the
instruments
are

easily
withdrawn
for

inspection
and

servicing

Disconnect
the

battery
negative
terminal

2
Remove
the
windscreen

wiper
switch

lighting
switch
and

choke
control
knobs

by
pressing
them
in
and

turning

anticlockwise
Remove
the
escutcheon

3
Disconnect
the

cigarette
lighter
cable
at
the
rear
of
the

instrument

panel
and
turn

the

cigarette
lighter
outer
case

so
that
it
can
be
removed

115

4
Remove
the
shell
covers

from
the

steering
column
slacken

the

screws
securing
the
meter

housing
and
withdraw
the

panel
from
the
facia

Fig
M
33

5
Pull

out
the
12

pole
round

shaped
connector
and
remove

the

speedometer
cable
union

nut
then
remove
the
instru

ment

panel
completely

WINDSCREEN
WIPERS

A
two

speed
wiper
motor
is
fitted

The
motor
has
an
auto

stop
mechanism
and
drives
the

wiper
arms

through
a
link

mechanism
located
behind
the
instrument
panel
If
the

wiper

system
does
not

operate
check
the
fuses
connectors
control

switch
and
motor
If
the

wiper
speed
does
not

change
the

switch
must

be
repaired
or

replaced
If

the

wiper
motor
becomes

unserviceable
it
can
be
removed
from
the
vehicle
in
the

fOllowing

manner

I
Remove
the
connector

plug
from

the
motor
See

Fig
M

34

2

Working
from
the

passenger
compartment
side
of
the
dash

panel
remove
the
nut

connecting
the

wiper
motor
worm

wheel
shaft
to
the

connecting
rod

3
Remove
the
three
bolts

securing
the

wiper
motor
to

the

cowl
and
lift
out
the
motor

Battery

Starter
motor

Type

Output

No
load

Terminal

voltage

Current

Revolution

Load

Terminal

voltage

Current

Torque

Brushes

Brush

length

Wear
limit

Spring
tension

Commutator

Standard
outer

diameter

Wear
limit

Depth
of

nuca

Repair
limit

Repair
accuracy

Qearance
between
armature

shaft
and

bushing

Repair
liinit

Repair
accuracy

Armature
shaft
ou
ter

diameter

Pinion
side

Rear
end

Wear
limit

Bend
limit
The

wiper
arms
can
be
removed
quite
easily
by
taking
off

the
attachment
bolt
as
shown
in

Fig
M

J
5
and
then

pullin

the

wiper
arm
from
the

pivot
shaft
When

installing
the

wiper

arm
make
sure
that
the
blade
is

positioned
approximately

27mm
1
06
in
away
from
the

bottom
of
the
windscreen
and

tighten
the

wiper
arm
attachment
bolt

WINDSCREEN
WASHERS

The
windscreen
washer
SWItch
and

wiper
switch
are
com

bined
in
a

single
unit
See

Fig
M
36
the
washers
can
be

operated
by
turning
the
switch
in
the

appropriate
direction
It

should
be
pointed
out
that
it
is
inadvisable
to

operate
the
washers

for
more
than
30
seconds
at
a
time
If
the
washers
are

operated

in
short

spells
of

approximately
10
seconds
duration
their

working
efficiency
will
remain

unimpaired
for
a
considerable

length
of
time

IGNITION
SWITCH
AND
STEERING
LOCK

The

steering
lock
is
built
in

to
the

goition
switch
When

the

key
is
turned
to
the
LOCK

position
and

then
removed

the
steering
system
is

automatically
locked

by
the

steering
lock

spindle
which

engages
in
a
notch
in
the
collar
on
the

steering

shaft

See

Fig
M
37
The
heads
of

the
screws
are
sheared
off

on
installation
so
that
the

steering
lock

system
cannot
be

tampered
with
If

the

steering
lock
is
to

be

replaced
it
will
be

necessary
to
remove
the
two

securing
screws
8
and
then
drill

out

the
self

shearing
screws
7
When

installing
a
new

steering

lock

tighten
the
new
self

shearing
screws
until
the
heads
shear

TechnICal
Data

12
volt

HITACHI
S114
87M

1
0KW

12
volts

Less
than
60

amperes

More

than
7000
r

p
m

6
3

volts

Less
than
420

amperes

More
than
0
9

mkg
6
5
lb

ft

16
mm

0
630
in

6
5mm
0
256
in

0
8

kg
1
8
lb

33mm
1
299
in

2mm

0
078
in

0
2mm
0
008
in

0
5
0
8mm
0
0197

0
0315
in

0
2mm
0
008

in

0
03
O
lmm
0
0012

0
0039
in

13mm
0
512
in

11
5
mm

0
453
in

O
lmm
0
0039

in

0
08

mm
0
0031

in
Oearance
between

pinion
and

stopper
0
3
1
5mm
0
0118

0
0591
in

ALTERNATOR

Type
HITACHI
LTl25
06

HITACHI
LTl33
05
USA

Canada

More
than
18

amps
at

14

volts
2500
r

p
m

More
than
25

amps
at

14

volts
5000
r

p
m
Output
current

LTl25
06

Output
current

LT
133
05

More
than
24

amps
at

14

volts
2500
r

p
m

More
than
33

amps
at
14

volts
5000
r

p
m

Brushes

Lengtb

Wear
limit

Spring
pressure
14
5mm
0
571
In

7mm
0
2756
in

0
25
0
35

kg
0
55
0
771b

Slip
ring

Outer
diameter

Reduction
limit

Repair
limit

Repair
accuracy
31
mm
1
220
in

I
mm

0
039

in

O
3mm
0
0118
in

0
05
mm

0
0197
in

VOLTAGE
REGULATOR

Type

Regulating

voltage
HITACHI
TL
lZ
37

14
3
15
3
volts
at
200C
680F

117

ENGINE

Dismantling

Remove

the

engine
from
the
vehicle
as

previously
described

and

carefully
clean
the
exterior

surfaces
The
alternator

distribu

tor

and
starter
motor
should
be
removed
before

washing
Plug

the
carhurettor

air
horn
to

prevent
the

ingress
of

foreign
matter

Place
the

engine
and
transmission
on

the
engine
carrier
ST4797

0000
if

available
and
dismantle
as
follows

Remove
the

gearbox
from
the

engine
Disconnect
the
intake

manifold

water
hose
the
vacuum

hose
and
the
intake
manifold

to
oil

separator
hose
Remove
the
intake
manifold
with
the

carburettor
Fit
the

engine
attachment
ST3720OG18
to
the

cylin

der
block
and

place
tre

engine
on
the
stand
ST371
00000

Remove
the
clutch

@
Ssembly
as
described
in
the
section

CLUTCH
Remove
the
exhaust
manifold
and
heat
baffle

plate

Take
off
the
fan
blades
and
remove
the
water

pump
pulley
and

fan
belt
Remove
the
rocker
cover
hose
manifold
heat
hose
and

by
pass
hoses

Remove
the

generator
bracket
and
the
oil
fIlter
Extract
the

engine
breather

assembly
from
above
Note
that
the
breather

is
fitted
to
the

guide
and
is
installed
with
a
O

ring
which
is

pressed
into
the

cylinder
block

Flatten
the
10ckwasher
and
unscrew
the
crankshaft
pulley

nut
Withdraw
the

pulley
with
the

puller
ST44820000
if
available

but
do
not
hook
it
in
the
V

groove
of
the

pulley

Remove
the
rocker
cover
and
take
off
the
rubber

plug

located
on
the
front
of
the
cylinder
head

Straighten
the
lock

ing
washer
and
remove
the
bolt

securing
the

distributor
drive

gear
and
camshaft

sprocket
to
the
camshaft
Remove
the
drive

gear
and
take
off
the

sprocket
See

Fig
A
3

Remove
the

cylinder
head
bolts
in
reverse

order
to
the

tightening

sequence
sOOwn
in

Fig
A
18
and
lift
off
the

cylinder

head
as
an

assembly
See

Fig
A
4
Note

that
in
addition
to
the

ten

cylinder
head
bolts
there
are
also
two
bolts

securing
the

chain
cover
to

the
head
Invert
the

engine
and
remove
the
oil

sump
Remove
the
chain
cover
and
oil

flinger
Take
off
the
nut

securing
the
oil

pump
sprocket
and
withdraw
the

sprocket
with

the
chain
in

position
as
shown
in

Fig
A5
Remove
the
oil

pump

and
stramer
Note

that
two
of
the

pump
mounting
bolts
are

pipe
guides

Remove
the

timing
chain
crankshaft

sprocket
chain
ten

sioner
and
chain

stop

Remove
the

connecting
rod

caps
and

push
the

piston
and

connecting
rod
assemblies

through
the
tops
of
the
bores

Keep

all

parts
in
order
so

they
can
be
assembled
in
their

original
posi

tions

Take

out
the

flywheel
retaining
bolts
and
withdraw
the

flywheel
Remove
the
main

bearing

caps
but
take
care
not
to

damage
the

pipe
guides
Lift
out

the
crankshaft
and
main
bear

ings
noting
that
the

bearings
must
be
reassembled
in
their

original

positions
Remove
the

piston
rings
with
a
suitable

expander
and

take
off
the

gudgeon
pin
clips
The

piston
should
be
heated
to

a

temperature
of
50
to
600
122
to
1400F
before

extracting

the

gudgeon
pin
Keep
the
dismantled

parts
in
order
so

they

can
be
reassembled
in
their

original
positions

Remove
the
camshaft
rocker
ann
shaft
and
rocker
ann

assemblies
from
the

head

by
taking
off
the
cam

bracket

clamp

ing
nuts
It
is
advisable
to
insert
disused
bolts
in
the
No
1

and

No
5
bracket
holes
as
the
cam
bracket
will
fall
from
the
rocker

ann
shaft
when

it
is
removed
Remove

the
valve

cotters

using

the

special
tool
ST47450000

and
dismantle
the
valve
assemblies
Keep
the

parts
together
so

they
can
be
installed
in
their

original

order

ENGINE

Inspection
and
Overhaul

Cylinder
head
and
valves

Inspection
and
overhaul

procedures
can

be
carried
out

by

following
the
instructions

previously
given
for
the
L14
LI6

and
LIB

engines
noting
the

following
points

Measure
the

joint
face
of
the

cylinder
head

using
a

straight

edge
and
feeler

gauge
The

permissible
amount
of
distortion
is

0
03
mm
0
0012
in
or
less
The
surface
of
the
head
must
be

reground
if
the
maximum
limit
of
0

1
mm

0
0039
in
is

exceeded

Oean
each
valve

by
washing
in
petrol
then

carefully
examine

the
stems
and
heads
Discard

any
valves
with
worn

or

damaged

stems
Use
a

micrometer
to
check
the
diameter
of
the
stems

which
should
be
8
0
mm
0
315
in
for
both
intake
and
exhaust

valves
If

the
seating
face
of
the
valve
is

excessively
burned

damaged
or
distorted
the
valve
must
be
discarded
The
valve

seating
face
and
valve

tip
can
be
refaced
if

necessary
but

only

the
minimum
amount
of
metal
should
be
removed
Check
the

free

length
and
tension
of
each
valve

spring
and

compare
the

figures
obtained
with
those

given
in
Technical
Data
at
the
end

of
this
section
Use
a

square
to
check
the

springs
for
deformation

and

replace
any
spring
with
a
deflection
of
1
6
mm
0
0630
in

or
more

Valve

guides

Measure
the
clearance
between
the
valve

guide
and
valve

stern
The
stem
to

guide
clearance
should

be
0
025
0
055
mm

0
0010
0
0022
in
for
the
intake
valves
and
0
04
0
077
mm

0
0016
0
0030
in
for
the
exhaust
valves
The
maximum
clear

ance

limit
is
0
1
mm
0
0039
in
The
valve

guides
are
held
in

position
with
an
interference
fit
of
0
040
0
069
mm
0
0016

0
0027
in
and
can
be
removed

using
a

press
and
valve

guide

replacer
set
ST49730000
under
2
ton

pressure
This

operation

can

be
carried
out
at
room

temperature
but
will
be
more
effec

tively

performed
at
a

higher
temperature
Valve

guides
are

available
with
oversize
diameters
of
0
2
mm
0
0079
in
The

cylinder
head
guide
bore
must
be
reamed
out
at

normal
room

temperature
and
the
new

guides
pressed
in
after

heating
the

cylinder
head
to
a

temperature
of

approximately
800
C
1760F

The
standard
valve

guide
requires
a
bore
of
14
0
14
018
mm

0
551
0
552

in
and
the
oversize
valve

guide
a
bore
of
14
2

14
218
mm
0
559
0
560
in
Ream
out
the
bore
of
the

guides

to
obtain
the
desired
finish
and
clearance
Use
the
reamer
set

ST49710000
to

ream
the
bore
to
8
000
8
015
mm
0
3150

0
3156
in
The
valve
seat

surface
must

be
concentric
with
the

guide
bore
and
must
be
corrected
if

necessary
using
the
new

valve

guide
as
axis

Valve
seat
inserts

Check
the
valve
seat

inserts
for

signs
of

pitting
The

inserts

cannot
be

replaced
but

may
be
corrected
if

necessary
using
a

valve
seat
cutter

ST49720000

Scrape
the
seat

with
the
450

cutter
then

reduce
the
width
of
the

contacting
faces

using
the

150
and
600
cutters
for
the
intake
valve
inserts
and
150
cutter

for
the
exhaust
valve
inserts
Seat
correction
dimensions
are

shown
in
millimeters
in

Fig
A
6

Lap
each
valve
into
its
seat
after

correcting
the
seat
inserts

Place
a
small

quantity
of
fme

grinding
paste
on

the

seating
face

of
the
valve

and
lap
in
as

previously
described
for
the
Ll4
LI6

and
L
18

engines

S5

pulley
should
be

aligned
with
the
T
mark
on
the
chain
cover

Install

the
cylinder
head

assembly
Coat

the

cylinder
block

side
of
the
head

gasket
with

sealing
agent
Three
Bond
No
4

or

equivalent
but
take
care
that

the
scaling
agent
does
not

enter

the

cylinders

Tighten
the
head
bolts
in
several

stages
to
a

torque
reading

of
8

0
to
9

0

kgrn
58
to
65
lb

ft
Tighten
the
bolts
to
the

sequence
shown
in

Fig
A

IB

Pull
the

timing
chain
out
of
the
chain
cover
and
set
it
on

the
camshaft

sprocket
so
that
the

timing
marks
are

aligned
then

place
the

sprocket
and
chain
on

the
camshaft

Install
the
distributor
drive

gear
on
the
camshaft
and

tighten
the
bolt
to
a

torque
reading
of
4
5
to

5
5

kgrn
32
6
to

39
8
lb
ft
Note
that
the
camshaft
bolt
has
a
left
hand
thread

Adjust
the
valve
clearances
as
described
under
the

appro

priate
heading
Fit
the
rubber

plugs
at
the
front
and
rear
of
the

cylinder
head

taking
care
to

apply
sealing
agent
to
the
rear

plug

Install
the
chain

adjusting
screw
and

adjust
the
tension

of
the
chain
in

the

following
manner

Rotate
the
crankshaft
clockwise
to
establish
the
correct

chain
tension
screw
the

adjusting
screw

fully
home
then
back

it
off

by
half
a
turn

and
secure
with
the
locknut

Install
the
valve
rocker
cover
and
fit
the
water

pump
Note

that
one
of
the
water

pump
mounting
bolts
also
secures
the

generator
adjusting
arm

Install
the
bracket
and
alternator
water

pump
pulley
fan

blades
and
fan
belt

Tighten
the
fan
bolts
and
lock
each
pair

of
bolts

together
using
wire
inserted
through
the
holes

provided

in
the
bolts

Install
the
oil
filter
and
fit
the
rocker
cover
hose
Install

the
distributor
so
that
the
vacuum
control
unit

and
rotor

arc

positioned
as
shown
in

Fig
A
19

Oil
the
distributor
driven

gear
Fit
the
breather

assembly

the
clamp
of
the

pipe
is

tightened
together
with
the
exhaust

manifold
Install
the

spark
plugs
and
connect
the

high
tension

leads

Install
the
exhaust
manifold
Fit
the
head
shield

plate
and

engine
slinger
and

tighten
them

together
Note
that
the
exhaust

manifold

gasket
must
be
fitted
with
the
steel

plate
facing
the

manifold
Install
the
clutch
as
described
in
the
section
CLUTCH

Remove
the

engine
from
the

mounting
stand
and
install

the
gearbox
intake
manifold
and
carburettor
stater
motor

engine
mounting
oil

pressure
warning
switch
etc

Fill
the

engine
and

gearbox
to
the
correct
levels
with

recommended
oils
and
refill
the

cooling
system
Adjust
the

ignition

timing
and
carburettor

as
described
in
the

appropriate

sections

VALVE
CLEARANCES

Adjusting

The
valves
clearances
can

be
adjusted
in
a
similar
manner

to
the
instructions

given
for
the
L14
LI6
L18

engines

Initially
adjust
the
clearances
with
the

engine
switched
off
and

cold
to

0
2
mm
0
0079

in
for
both
intake
and
exhaust
valves

Set
the
final
clearances
to
0
28
mm
0
011
in
for
both
intake

and
exhaust
valves
with
the

engine
warmed
up
to
its
normal

operating
temperature
OIL
PUMP

The

gear
type
oil

pump
is

chain
driven
from
a

sprocket
on

the

crankshaft
The

pump
can

be
removed
in
the

following
manner

1
Remove

the

sump
plug
and
drain
the

engine
oil
Remove

the
distributor
as
described
in
the
section
IGNITION

2
Remove
the

cylinder
head

assembly
fan
belt
crankshaft

pulley
and

oil

sump

3
Take
off
the
chain
cover
with

oil
fl

inger

4
Remove
the
oil

pump
and
crankshaft

sprockets
with
the

drive
chain
then
withdraw
the

pump
after

removing
the

four

mounting
bolts

Separate
the
cover
from
the

body
by

unscrewing
the
four

securing
bolts
and
withdraw
the
drive
and
idler

gear

assemblies
Unscrew
the
threaded

plug
and

take
out

the

relief
valve
and

spring

Clean
the

parts
thoroughly
and

inspect
them
four

signs

of
wear
or

damage
Check

the

following
clearances

Gear
backlash
0

1
to

0
5
mm
0
0039
to

0
0195

in

Side
clearance
between

gear
and

body
0
016
to
0
15
mm
0
0006
to

0

0059
in

Clearance
between

drive
shaft
and

body
0
016
to
0
1
mm
0
0006
to

0
0039
in

Clearance
between

drive
shaft
and
cover
0
02
to
0
1
mm
0
00078
to

0
0039
in

Clearance
between

idler

gear
and
idler
shaft
0
016
to

0
1
mm
0

0006
to

0
0039
in

Assembly
is
a
reversal
of
the

dismantling
procedures
taking

care
to

position
the
gears
so

that
the
dotted
mark
is
towards
the

cover

Install
the

pump
and

adjust
the
tension
of
the
drive
chain

by
ph
otting
the
pump

body
as

shown
in
Fig
A
20

When
the

chain
is

correctly
tensioned
it
should
be

capable
of
a
deflection

of
2
0
to

3
0
mm

0
079
to

0
118
in
as

indicated

OIL
PRESSURE
RELIEF
VALVE

The

pressure
relief
valve
shown
in

Fig
A
21
is
not

adjustable

This
valve

regulates
the
oil

pressure
to
4
55
4
85

kg

sq
cm

64
7
69
0
lb

sq
in
and
when

opened
allows
the
oil
to

by
pass

through
a

passage
in
the

pump
body
and
return
to
the

sump

Check
the
free

length
of
the

spring
which
should
be
64
0

to
66
0
mm
2
51
to
2
60
in
The

compressed
length
should

be
50
mm
at

7
8
to

9
7

kg
1
96
in
at
17
2
to
21
4Ibs
Renew

the
spring
if

necessary

OIL
FILTER

The
oil
filter
is
of
the
full
flow

type
with
a

replaceable

element
and

incorporates
a

by
pass
valve
in
the
cover

Oil

leaks
can
be
corrected

by
replacing
the

body
centre

shaft
or
cover

gaskets
The

body
and
centre

shaft

gaskets
should

always
be
renewed
after

dismantling
the
filter

S
1

Renew
the
ruter
element
at

10
000
km
6000

miles
inter

vals

Dismantling
is
a

straight
forward

operation
Remove
the

plug
from
the
cover

and
withdraw
the
washer
spring
and

by
pass

valve
Check
the
free

length
and

compressed
length
of
the

by
pass

valve

spring
and
renew
if
necessary
The
free

length
of
the

spring

should
be
54
5
to
56
0
mm
2
14
to
2
20
in
and
the

compressed

length
49
0
mm
1
93
in

EMISSION
CONTROL
SYSTEM

Crankcase
and
exhaust

gas
emissions
are
controlled

by
two

systems
The
crankcase
emissions
by
a
Positive
Crankcase
Ventila

tion
System
and
the
exhaust
emissions

by
a
Nissan
Air

Injection

System
Brief

descriptions
of
the

systems
together
with
the
test

ing
and

servicing
procedures
are

given
below

Positive
Crankcase
Ventilation

System

lbis

system
returns
the
blow

by
gases
to
the
intake
mani

fold
and
the
carburettor
air
cleaner
see

Fig
A
22
Under

part

throttle
conditions
the
intake
manifold
draws
the

gases
through

a
variable
orifice
valve
Control
valve
into
the
combustion

chambers

Ventilating
air
is
then
drawn
from
the
carburettor

air
cleaner
and

passes
throy
gh
a
tube
in
to
the
crankcase

With
the
throttle

fully
open
the
manifold
vacuum
is
insuf

ficient
to
draw
the

gases
through
the
valve
Under
these
conditions

the

gases
flow

tluough
the
tube
to
the
air
cleaner
in
the
reverse

direction
The

gases
are
therefore
retained
or
burnt
to
lessen

the
risk
of
air

pollution

Servicing
and
testing

Once
a

year
or

every
20
000
km
12
000
miles
the
Posi

tive
Crankcase
Ventilation
System
should
be
serviced
as
follows

Check
all
hoses
and
connectors
for

signs
or

leakage
Discon

nect

the
hoses
and
blow

through
them
with

compressed
air
to

make
sure

they
are
not
blocked
Fit
a
new
hose
if
air
cannot

be
forced
through

Check
the
ventilation
control
valve
for

servicability
and

renew
it
if
defective
To
test
the
valve
run

the
engine
at

idling

speed
see
under
IGNITION
TIMING
AND
IDLING
SPEED

and
disconnect
the
ventilation
hose
from
the
rocker
cover
If

the
valve
is

working
correctly
a

hissing
noise
will
be
heard
as

air

passes
through
the
valve
and
a

strong
vacuum
should
be
felt

immediately
a

fInger
is

placed
over
the
valve
inlet
The
valve

cannot
be
serviced
and
must
be
renewed
if

unsatisfactory

Exhaust
emission
control

system

The
Nissan
Air

Injection
System
comprises
an
air
cleaner

belt
driven
air
injection

pump
check
valve
anti
backfIre
valve

and
the
related

connecting
tubes
and
hoses
The
sealed

pump
is

driven

by
the

engine
and

injects
clean
mtered
air
into
the
exhaust

port
of
each

cylinder
The
clean
air
combines
with
unbumt

gases

as

they
are

expelled
into
the
exhaust
manifolds
and
reduces
the

emissions
to
below
the

permissible
level

required
by
air

pollution

laws

A
modified
carburettor
and
distributor
is
fitted
with
this

type
of

system
The
air

injection
system
is
shown
in

Fig
A
23

The
anti
backfrre

valve
is
controlled

by
intake
manifoLd

vacuum
and
is
fitted
to

prevent
the
exhaust

system
from
back

fIring
during
deceleration
When
decelerating
the
mixture
in

the
intake
manifold
is
too
rich
to
bum
and

ignites
as
it
combines

with
air

injected
by
the

pump
The
valve
shuts
off

the
air
delivered

SI2
to
the
exhaust

system
during
the

flrstpredetennined
period

of

dCl
cleration
and

prevents
back

firing
from

occuring

To

check
valve
is
located

between
the
air

pump
and
air

injection
nozzle
and
is
fitted
to

prevent
a
backflow
of
exhaust

gases
from

entering
the

system
The
valve
doses
when
the

exhaust
manifold

pressure
exceeds
air

injection

pressure
as
It

will

at
high
speed
or
if
the

pump
drive
belt
fails

A
relief
valve
is
mounted
in
the

discharge
cavity
of
the
air

pump
and
is

incorporated
to

hold
the
exhaust

gas
temperatures

to
a
minimum
to
minimize

any
loss
of

power
caused

by
the
air

injection

system
and
to

protect
the

pump
from
excessive
back

pressures

Testing

The

following
tests
should

be
carried
out
to
make
sure
that

the
exhaust
emission
control

system
is

operating
correctly
The

engine
must

be
at
normal

operating

temperature
to

perfonn
the

tests
Before
the

system
can
be
tested
the

engine
itself
must
be

checked
to

ensure
that
It
is
functioning
correctly
Disconnect

the
ant
backflTe
valve

sensing
hose
and
insert
a

plug
into
the

hose
to
close
the

passage
to
the
intake
manifold
Make
sure
that

the

engine
operates
normally
and
then

reconnect
the

parts

Testing
the
check
valve

Run
the

engine
until
it
reaches
its
nonnal

operating
tem

pemture
and
check
all
hoses
and
connectors
for

signs
of
leakage

Disconnect
the
air

supply
hose
from
the
check
valve
and

check
the
position
of
the

plate
inside
the
valve
body
The

plate

should
be

lightly
positioned
against
the
valve
seat
and
away
from

the
air
distributor
manifold
Insert
a
suitable
probe
into
the

valve
and

depress
the

plate
When
released
the

plate
should

return

freely
to
its

position
against
the
valve
seat

Leave
the
hose
disconnected
and
start

the

engine
Slowly

increase
the

engine
speed
to
1500
r

p
m
and
examine
the
valve

to

make
sure
that
the
exhaust

gases
are
not

leaking
The
valve

may
flutter
or
vibrate
at

idling
speed
but
this
is

quite
nonnal

Renew
the
valve
if

necessary

Testing
the
ant

backftre
valve

Run
the

engine
until
it
reaches
its

normal
operating
tem

perature
Check
the
hoses
and
connections
for

signs
of

leakage

Rectify
any
leakage
before

testing
the
vaNe

Accelerate
the
engine
in
neutral
and
allow
the
throttle

to
close

quickly
The
valve
is

operating
correctly
if
the
exhaust

system
does
not
backfire

Further
test
can
be
made
with
the

by

pass
hose
to
the
air

pump
suction
line
disconnected
from
the

valve

Open
and
close
the
throttle
valve
rapidly
Hold
a

fInger

over
the
valve
outlet
and
check
that
air
flows
for
between
a

half
and
one
second
If
air
does
not

flow
or

alternatively
if
it

flows

continuously
for
more

than
two
seconds
the
valve
is

faulty
and
must
be
renewed

Disconnect
the
vacuum

sensing
hose
from
the
valve
Insert

a

suitable

plug
securely
into
the

hose
The
valve
is
not

functioning

correctly
if
the

idling
speed
now
differs

excessively
from
the

speed
at

which
the

engine
operated
with
the
hose
connected

Testing
the
air

pump

Special
tools
are

required
to
test
the
air

pump
The
vehicle

should
therefore
be
taken
to
an

Approved
Agent
capable
of