battery DATSUN 610 1969 Workshop Manual

EngIne

INTRODUCTION

ENGINE

Removal

ENGINE

DismantUng

ENGINE

Inspection
and
Overhaul

VALVES
VALVE
GUIDES
VALVE
SEAT
INSERTS

CAMSHAFT
AND
CAMSHAFT

BEARINGS

Checking

CYliNDER

BLOCK

PtSTONS

AND
CONNECTING
RODS

INTRODUCTION

The
1400
1600
cc

and
1800
cc

engines
are
four

cylinder

in
line
units
with
a

single
overhead
camshaft

and

fully
balanced

five

bearing
crankshaft

The
valves
are

operated
through
rockers

which
are

directly
activated

by
the

earn
mechanism

The
crankshaft
is
a

special
steel

forging
with
the
centre

main

bearing

equipped
with
thrust
washers

to
take

up
the
end

thrust

of
the
crankshaft
The

special
aluminium

pistons
are
of

the
strut

construction
to

control
thermal

expansion
and

have

two

compression
rings
and
one
combined
oil

ring

The

gudgeon
pins
have

special
hollow
steel
shafts

and
are

a

fully
floating
fit
in

the

pistons
and
a

press
fit

in
the

connecting

rods

The
aluminium

alloy
cylinder
head
contains

wedge
type

combustion
chambers

and
is
fitted
with
aluminium

bronze
valve

seats

for
the
intake
valves

and
heat
resistant
steel
valve
seats

for
the
exhaust

valves

The
cast

iron
camshaft
is
driven

by
a
double
row
roller

chain
from
the
crankshaft

pulley

The

engine
is

pressure
lubricated

by
a
rotor

type
oil

pump

which
draws
oil

through
an

oil
strainer
into
the

pump
housing

and
then
forces

it

through
a
full
flow

oil
filter

into
the
main
oil

gallery

ENGINE
Removal

Place

alignment
marks
on
the
bonnet

and

hinges
remove

the
bonnet
from
the
vehicle

2

Drain
the

cooling
system
and
engine
and
transmission

lubricant
Remove

the
radiator

grille

3
Discon
ect
the

battery
cables

and
lift
out
the

battery

4
Detach
the

upper
and
lower
radiator

hoses
remove

the

radiator

mounting
bolts
and
lift
the
radiator

away
from

the
vehicle

The

torque
converter

c

jng
pipes
must

be

disconnected
from
the
radiator
on
vehicles

fitted
with

automatic
transmission

S
Remove

the

COOling
fan
and

pulley
disconnect

the
fuel

pipe
from
the
fuel

pump
and

the
heater
hoses
from

the

engine
attachments

6
Disconnect

the
accelerator
control

linkage
and
the

choke
CRANKSHAFT
AND
MAIN
BEARINGS

CAMSHAFT
AND
SPROCKET

FLYWHEEL

ENGINE

Assembling

VALVE
CLEARANCES

Adjusting

ENGINE

LUBRICATION
SYSTEM

OIL
PUMP

OIL
FILTER

CHANGING
THE
ENGINE

OIL

cable
from
the

carburettor

7
Disconnect

the

wirings
from

the
starter
alternator

ignition
coil
oil

pressure
switch

and

temperature
sender

unit

8
Remove

the
clutch
slave

cylinder
Fig
A
2

and
its
return

spring

9
Disconnect

the

speedometer
cable
and
withdraw

the

plug

connector
from
the

reversing
light
switch

10
Disconnect

the
shift
rods
and
seJector

rods
and
remove

the
cross
shaft

assembly
as
described

in
the
section
Gear

box

II
Disconnect

the
front
exhaust

pipe
from
the

exhaust

manifold
disconnect
the
centre

pipe
from

the
rear

pipe

and
remove

the
front

pipe
pre
muffler
and
centre

pipe

assembly

12
Disconnect
the

propeUer
shaft

flange
from
the

companion

flange
from
the

gear
carrier

13
Jack

up
the

gearbox
slightly
and
remove
the
rear

engine

mounting
bracket
bolts
remove
the

mounting
cross

member
and
handbrake

cable

c1amp

14
Remove
the
bolts

securing
the
front

engine
mounting

brackets
to
the
crossmember

15

Attach

lifting
cable
or

chains
to
the
hooks
installed
at

the
front
and
rear
of
the

cylinder
head

Lower
the

jack

under

the

gearbox
and

carefully
lift
and
tilt
the

engine
and

gearbox
unit
Withdraw
the

engine
and

gearbox
from
the

compartment

making
sure
that
it
is

guided

past
the

accessories
installed
on
the

body

ENGINE

Dismantling

Remove
the

engine
as

previously
described
and

carefully

clean

the
exterior
surfaces

Cbeck
for

signs
of
fuel
oil
or

water
leaks

past
the

cylinder
head
and
block
Remove
the
air

cleaner
alternator

distributor
and
starter
motor

Plug
the

carburettor
air
horn

and
distributor
hole
to

prevent
the

ingress

of

foreign
matter

Remove
the

gearbox
from

the

engine
drain
the

engine
oil

and
coolant
Mount
the

engine
in
a
suitable

stand
the

special

engine
attachment
ST05260001
and

engine
ST0501SOO0
should

be
used
if
available

Fig
A
3

5

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

CENTRIFUGAL
ADVANCE
MECHANISM

Special
equipment
is

required
to
check
the
advance

characteristics
It
is

possible
however
to

carry
out
an
exam

ination
of

the
caffi

assembly
and
the

weights
and

springs
to

ensure
that
the
earn
is
not

seizing

Lift
off
the
distributor

cap
and
turn
the
rotor
anti
clock

wise
When

the
rotor

is
released
is
should
return
to

the
fully

retarded

position
without

sticking
If
it

does
not
return
to
the

fully
retarded

position
it
will
be

necessary
to
check
for

dirt

and
weak

springs

It
should
be
noted
that

any
wear
in
the

mechanism
or

lose
of

spring
tension
will

upset
the
advance
characteristics
and

cause

unsatisfactory
engine
running
performance
over
the

speed

range

VACUUM
ADVANCE
MECHANISM

The

diaphragm
of
the
vacuum
advance

mechanism
is

mechanically
connected
to
the
contact
breaker

plate
The
rise

and
fall
of
inlet
manifold

depression
causes

the

diaphragm
to

move

the
contact
breaker

plate
to

advance
or

retard
the

ignition

If
the
vacuum

control
unit
fails
to

function

correctly
a

check
can
be
carried
out
to
ensure
that
the
contact
breaker

plate

is

moving
freely
and
that
the

three
steel

balls
at

the

top
and

oottom
of
the

plate
are

adequately
lubricated

Also
make
sure
that
the
vacuum
inlet

pipe
is
not
blocked

or

leaking
and
is

securely
tightened

Leakage
may
be
due
to
a

defective

diaphragm
which

should

be
renewed

along
with

any
other

faulty
part
of
the
mechanism

IGNITION
DlSTRffiUTOR
Removal

and

Dismantling

Disconnect
the

battery
leads

2
Disconnect
the

high
tension
lead
at

the
coil

3
Withdraw

the
high
tension
leads
from
the
distributor

cap

4
Detach
the
suction

pipe
from
the
vacuum
control
unit

5
Mark
the

position
of
the
distributor
and
rotor
remove
the

flange
mounting
bolts

and
withdraw
the
distributor

To
dismantle
the
distributor

proceed
as

follows

Take
off
the
distributor

cap
and
remove

the
rotor

Slacken

the
two
set
screws

holding
the
contact
breaker

upper
plate

Remove
the

primary
cable
terminals
and
withdraw
the
contact

set
from

the
distributor
Fig
C
S
Remove
the
vacuum
control

unit

c
Remove
the
two
screws
and
lift
out
the
contact

breaker

plate
detach
the

clamp
the
terminal
and
the
lead

To
remove
the
cam
take
out
the
centre
screw
as

shown
in

Fig
e
6
Drive
out

the
drive

pinion
retaining
pin
with
a
drift

and
hammer
Fig
e
and
remove
the

pinion
and
washer
Take

care
not
to
stretch
or
deform
the

governor
springs
when

detaching

them
from
the

weights

IGNITION
DISTRIBUTOR

Assembling
and

Installing

Assembly
is
a
reversal
of
the

dismantling
procedure

Lubricate
the

moving
contact

pivot
and
smear
the
lobes
of
the

cam
with
multi

purpose
grease

If

the
centrifugal
advance
mechanism
has
been
dismantled

the

governor
springs
and
cams
must
be
refitted
as

shown
in

Fig
e
8
The

governor
weight

pin
6
should
be
fitted
into

the

longer
of
the
two
slots

leaving
a
certain
amount
of

clearance

for
the
start

and
end
of
the

centrifugal
advance
movement

When

installing
the
distributor
take
care
to

align
the

body

and
rotor

with
the
marks
made
during
removal
The
rotor
must

be

positioned
in
its

original
location
it
will
turn

slightly
when

the
distributor
is
inserted
and
the

gear
teeth
mesh
Remove
and

replace
the
distributor
if

the
rotor
does
not

point
to
the

align

ment

mark
until
both
distributor

body
and
rotor
are
correctly

aligned

SPARKING
PLUGS

The

sparking
plugs
should
be

inspected
and
cleaned
at

regular
intervals
not

exceeding

every
10
000
km
6000
miles

New

sparking
plugs
should
be
fitted
at

approximately
20
000

km
12
000
miles

Remove
the

plugs
and
check
the
amount
of
electrode

wear
and

type
of

deposits
Brown
to

greyish
tan

deposits
with

slight
electrode
wear

indicate
that
the

plugs
are

satisfactory
and

working
in

the
correct
heat

range

Dry
fluffy
carbon

deposits
are
caused

by
too

rich
a
mixture

dirty
air
cleaner
excessive
idling
or

faulty
ignition
In
this

case

it
is
advisable
to

replace
the

plugs
with

plugs
having
a

higher
heat

range
Oily
wet
black

deposits
are
an

indication

of

oil
in

the
combustion
chambers

through
worn

pistons
and

rings
or
excessive
clearance
between
valve

guides
and
stems

The

engine
should
be
overhauled
and
hotter

plugs
installed
A

white
or

light
grey
centre

electrode
and
bluish
burned
side

electrode
indicates

engine
overheating
incorrect

ignition
timing

loose

plugs
low
fuel

pump
pressure
or
incorrect

grade
of
fuel

Colder

sparking
plugs
should
be
fitted

The

plugs
should
be
cleaned
on
a

blasting
machine
and

tested
Dress
the
electrodes
with
a
small
file
so
that
the
surfaces

of
both
electrodes
are
flat
and

parallel
Adjust
the
spark
plug

gap
to
0
8
0
9
mm
0
031
0
035
in

by
bending
the
earth

electrode
Refit
the

plugs
and

tighten
them
to
a

torque
reading

of
1
5
2
5

kgm
II
15Ib
ft

31

SteerIng

DEsn
IPTION

S
i
EERlNG
MaintenaDce

STEERING
WHEEL
AND
STEERING
GEAR

Removal
and
Installation

STEERING
GEAR

Dismantling

STEERING
GEAR

Inspection
and
Adjustment

DESCRIPTION

A
worm
and

recirculating
ball

type
steering
system
is

fitted
to

the
vehicle
the

component
parts
of
the

steering
gear

are
shown
in

Fig
K
I

The

steering
linkage
consists
of
the
centre
tie
rod

pitman

ann
idler
arm
outer
tie
rods
and
the
knuckle
arms
as
shown

in

Fig
K
2

A

collapsible
steering
column
assembly
can
be
fitted
to
the

vehicle
to

protect
the
driver
from

injury
in
a
head
on

collision

Details
of
this

type
of

assembly
are

given
under
the

appropriate

heading

STEERING
Maintenance

O1eck
the
oil

level
in
the

steering
box
every
10
000
km

6
000
miles
and

top
up
with
recommended
lubricant
if

necessary

Grease
the

steering
linkage
every
50
000
km
30
OOO

miles
It
will
be

necessary
to

replace
the

plug
in
the
tie
rod
ball

joints
with
a

grease
nipple
for
this

operation
as

previously

described
in
the
section
FRONT
SUSPENSION

Use
a

grease
gun
to

completely
replace
the
old

grease
with

new

grease
making
SUfe
that
the

grease
is
not
forced
from
under

the
cover

clamp
if
a

high

pressure
gun
is
used

STEERING
WHEEL
AND
STEERING
GEAR
Removal

1
Take
out
the

retaining
bolts
and
remove
the
horn
ring

remove
the

steering
wheel
nut

Fig
K
3
and

pull
off

the

steering
wheel
The
special
tool
ST
27180000
should
be

used
if
available

2
Disconnect
the

battery
leads
remove

the
steering
column

shell
covers

and
the
turn

signal
and

lighting
switch
assembly

3
On
vehicles
fitted
with

steering
column

gear
change

assemblies
the

gear
lever
must
be
removed
from
the

control
rod

assembly
Unscrew
the
retaining
boltg
and

disconnect
the

gear
lever

4
Remove
the
bolts
from
the

steering
column

upper
clamp

Fig
K
4
and
the
bolts

holding
the
lower

plate
Fig
K
5

5
If
the
vehicle
is
fitted
with

steering
column
gear
change

remove
the

cotterpin
from
the
trunnion
and
detach
the

gearchange
rod
and
selector
rod
from
the

change
lever
and

selector
lever
STEERING
GEAR

Assembly
and

Adjustment

COLLAPSIBLE
STEERING

COLLAPSIBLE
STEERING
Removal
and

Inspection

COLLAPSIBLE
STEERING
Installation

STEERING
LINKAGE

6
Remove
the
bolts

securing
the

steering
gear
housing
to

the
car

body
Fig
K
6
and

pull
the
steering

gear
towards

the

engine
compartment

Remove
the
gearchange
control
from
the

steering
gear

assembly
as
described
in
the
section
GEARBOX

STEERING
WHEEL
AND
STEERING
GEAR
Installation

Installation
is
a
reversal
of
the
removal

procedure
When

the
installation
has
been
completed
make
sure
that
the

steering

wheel
can

be
turned

smoothly
and
is
correctly
aligned
The

free
travel
of
the

steering
wheel
should
be
between
2S
30mm

0
9B
1
18
in
Tighten
the

steering
wheel
locknut
to
a

torque

reading
of
4
0
5
0

kgm
29
36Ib
ft
and
the

steering
column

upper
clamp
and
plate
bolts
to
a

torque
reading
of
1
3
1
8

kgm

94
1
3
Ib
ft

Ensure
that
the

steering
box
is
topped
up
to
the
correct

level
with
recommended
lubricant

STEERING
GEAR

Dismantling

Remove
the

pitman
arm

retaining
nut

and
pull
out
the
arm

The

special
puller
ST
27140000
should
be

used
if
available

Remove
the
drain

plug
from
the

steering
gear
housing
and

drain
the
oil

Slacken
the

adjusting
screw
nut
and
turn
the
sector
shaft

adjusting
screw
a
few
turns
in
the
anti
clockwise
direction

Remove
the
sector

shaft
cover

retaining
bolts
and

pull
the

sector
shaft
cover
and
sector
shaft
from
the
gear
housing
Fig

K
7

Remove
the
bolts

securing
the
column

jacket
to
the

gear

housing
and

carefully
withdraw
the
main
column
jacket
assembly

from
the
gear
housing
Fig
K
B

NOTE
The
ball
must
not
be
allowed
to
run
to
either
end
of

the
worm
or
the
ends
of
the
ball

guides
will
be

damaged

Pull
the
column
assembly
from
the
column
jacket
Remove

the
sector
shaft
oil
seal
and
take
out
the
rear

bearing
outer

race

from
the
column

jacket
with
a
suitable

puller

Withdraw
the

bearing
inner
races
from

the
front
and
fear

worm

bearings

Remove
the
column
shaft

bearing

91

the

system

operates
smoothly

COLLAPSIBLE
STEERING

The

collapsible
steering
column
is

designed
so
that

compression
occurs
when
the
vehicle
is
involved
in
a

head
on

collision
See

Fig
K
13

Two
forces
can
be
considered
when
a
collision
of
this

type
takes

place
These

being
the

primary
force
in
which
the

forward
motion
of
the
car
is

suddenly
halted
and
the

secondary

force

as
the
driver
continues
in

a
forward
direction
onto
the

steering
wheel

and
column
The

collapsible
column
is

designed

so
that
it
does
not
move
to
the
rear
i
e
into
the

driving
com

partment
when

the

primary
force
or
forward

motion
of
the
car

is

suddenly
halted
When
the

secondary
force
takes

place
as

the
driver
is
thrown
forward

the
column

jacket
gradually

collapses
and

partially
absorbs
the
amount
of

impact

The

collapsible

type
of
column
is
no
more

susceptible
to

damage
than
an

ordinary
column
when
it

is
installed
in
the

vehicle
however
when
a

collapsible
column

is
removed
it
must

be

carefully
handled
A

sharp
blow
on
the
end
of
the
shaft
or

gear
change
levers

dropping
or

leaning
on

the

assembly
can

cause

the
column

jacket
to
bend

particularly
at
the
bellows

part
which
absorbs
the
shock

The

steering
movement
is
transmitted

by
the

lower
shaft

and

upper
tube
The
lower
shaft
exterior
and

upper
tube

interior
are

tightly
fitted

together
with
four

plastic

pins
com

pletely

eliminating

any
gap

When
a
collision
occurs
the

plastic
pins
shear

and
the
lower

shaft
enters

the

upper
tube
this
action
will
cause
the
shaft
end

to

spread
and
the
lower
shaft
cannot

then
be
withdrawn
unless

an

extremely
high
load
is

applied

The
shaft
is

prevented
from

moving
towards
the
drivers

compartment
when
the

primary
force

takes

place
i

e
when

the
forward
motion
of
the
vehicle
is

suddenly
halted

by
the

three

stoppers
on

the

jacket
tube
The

steering
lock
collar

mounted
to
the
shaft
contacts

the
stoppers
and

prevents
a
rear

ward
movement

A
part
of

the

jacket
tube
is

specially
formed
to
act
as
an

energy
absorbing

part
of
the

collapsible

steering
The

upper

and
lower

guide
tubes

joined
with

polyacetal
resin
are

inserted

into
the
mesh
tube
so
that

energy
generated
by
a

collision
can

be
absorbed
as

smoothly
as

possible
with
a

low
load

The

steering
column

clamp
shown
in

Fig
K
14
is
secured

to

the

jacket
tube
and

body
by
bolts
with
two
aluminium

slidings
blocks
set
to
the

body
by
plastic
pins
An

impact
from

the
drivers
side
causes

the

plastic
pins
to
shear

and
leave
the

sliding
block
in
the
column

clamp
side

allowing
the

clamp
to

move
with
the

jacket
as
it

collapses

COLLAPSffiLE
STEERING
Removal

and

Inspection

Steering
Wheel

I
Disconnect
the

battery
earth
cable

2
Disconnect
the
horn

wiring
and

remove
the
horn

pad
3
Remove
the

steering
wheel
nut

using
the

special
puller

ST

27180000

Eig
K
15
Remove
the
column
shell
covers

Fig
K
16
and
the
turn

signal
switch

assembly

Column
shaft

4
Remove
the
cotter

pin
and
detach
the
shift

rod
Automatic

Transmission
Remove
the
bolt

securing
the
worm
shaft

and

coupling
Fig
K
17

5
Take
out

the
bolts

securing
the
column
tube

flange
to
the

dash

panel
and
the
bolts

securing
the
column

clamp
With

draw
the

steering
column
shaft
towards
the
car
interior

A
careful
check
should

be
made
to
ensure

that
the

assembly

is
not

damaged
in

any
way

Pull
out
the
lower
shaft

tap
the
column

clamp
towards

the

steering
wheel
end
and
remove

the
screws

securing
the

upper
and
lower
tubes

Separate
the

upper
and
lower

tubes

Remove
the

snap
ring
from

the

upper
end
of
the
column

pull

the

upper
jacket
down
and

separate
it
from
the

upper
jacket

tube

Take
care
not
to

damage
the

bearing
Remove
the

plain

washer

and

spring
from
the

upper
shaft

Check
the

column

bearings
for

damage
and
lack
of
smooth

ness

Apply
multi

purpose
grease
to
the

bearing
if

necessary

Inspect
the

jacket
tubes
for

signs
of
deformation
renew
the

tubes
if

necessary
Check
the
dimension

A
in

Fig
K
1B
to

make
SUfe
that

the

jacket
has
not
been
crushed

Check
the

dimension
B

Fig
K
14

COLLAPSffiLE
STEERING

Assembly
and
Installation

Assembly
is
a
reversal
of

the

dismantling
procedure
noting

the

following

points

Lubricate
the
column

bearing
the

spring
and
dust
seal

sliding

parts
Ensure
that
the

upper
shaft

steering
lock
hole
and

the

steering
lock
are

correctly
positioned
Fig
K
19
When

assembling
the
lower
shaft
take
care
to

coincide
the
notch
on

the
universal

joint
with

the

punched
mark
on
the
shaft

Coat
the

upper
and
lower
shaft

serrations
with
multi

purpose

grease
Set
the

steering
in
the

straight
ahead

position
and
fit

the

column
shaft
to

the

steering
gear
See

Fig
K
20
Insert
the

column

through
the
dash
board

and
install
it
to
the

gear
so
that

the

punch
mark
at
the

top
of

the
shaft
is
forced

upwards
Slide

the

universal

joint
to

the

steering
gear
and

temporarily
install

the
column

clamp
6
Fit

the
lower
cover

flange
7
and

tighten

the
column

clamp
bolts

Check
the

steering
wheel

alignment
with
the
wheels
in
the

straight
ahead

position
If
the

steering
wheel

and

steering
lock

are

misaligned
by
more
than
35
mm

I
4
in
from
the
vertical

position
femove

the

steering
wheel
and
re
centre

it

STEERING

LINKAGE
Removal

Jack

up
the
front
of
the

vehicle
and

support
it
on

stands

2
Remove
the

cotterpins
and
castle
nuts

fastening
the
tie
rod

ball

joints
to
the
knuckle
arms

95

interQ
8
j

@W
2

m
tV

r
ReJld

cop
level

th
elk

FIg
M
I

llIecking
the

specific
gra
ity
of
the

battery
electrolyte
I
Thermal
u
e

Hydrometer

f
j
0
l

Q

I
iJ

Qy@

I
@
@

@
ti

II
@
@

Fig
M
3
Brush
cover
removed

j
i

Fill
M
2
Starter
motor

components

1

L
u
uJIner

pin

2
Drive
mil
Nack

t

3
Dult
COPD

4
E
mmtle
r

5
Aut
mzl

6
Solmoid
mlch

7
Arm
zturr

8
Thnut

9
IJriv
mil

blllck
t
bush

10
17uust

WdSMr

11

Stop
washer

12
CiTc
ip
13
PirUon

srap
collar

14
Pinion

IS
IWfni1l6
clutch

16
Field

coil

17
Yok

18
Politive
brwh

19

N
J1iP
bnuh

20
Bnuh

rprinK

21
Brullr
holder

22

Bearing
bwh

23
Rmr
COJIU

24

Through
botrr
@

FIg
M
5
Yoke

assembly
removed

Fill
M
4
Solenoid
switch
1

108
Fig
M
6
Annatore

assembly
and

engagemenr

lever

removed

ElectrIcal

EquIpment

DESCRIPTION

BATTERY
Maintenance

STARTER
MOTOR

Removal
and

Dismantling

STARTER
MOTOR

Testing

STARTER
MOTOR

Assembly
and
Installation

ALTERNATOR
Removal

Dismantling
and

Inspection

DESCRIPTION

A
12
volt

negative
earth
electrical

system
is
used
in
which

the

battery
is

charged
by
an
alternator
In
the
alternator
a

magnetic
field
is

produced
by
the
rotor

which
consists
of
the

alternator
shaft
field
coil

p
le

pieces
and

slip
rings

Output
current
is

generated
in
the
armature
coils
located

in
the
stator
Six
silicon
diodes
are

incorporated
in
the
alternator

caSing
to

rectify
the

alternating
current

supply
A
voltage

regulator
and

pilot
lamp
relay
are
built
in
the

regulator
box

which

nonnally
does
not

give
trouble
or

require
attention

The
starter
motor
is
a

brush

type
series
wound
motor

in

which

positive
meshing
of
the

pinion
and

ring

gear
teeth
are

secured

by
means
of
an

overrunning
clutch

BATTERY
Maintenance

The

battery
should
be
maintained
in
a
clean
and

dry

condition
at
all
times
or
a
current

leakage
may
occur

between

the
terminals
If

frequent
topping

up
is

required
it
is
an

indication
of

overcharging
or
deterioration
of
the

battery

When

refitting
the
cables
clean
them

thoroughly
and
coat

their

terminals
and
the
terminal

posts
with

petroleum
jelly

Check
the
level
of
the

electrolyte
in
the

battery
at

frequent

intervals
and

top
up
if

necessary
to

the
level
mark
on

the

battery
case
with
distilled
water
A

hydrometer
test
should
be

carried
out

to
determine
the
state

of

charge
of

the

battery
by

measuring
the

specific
gravity
of
the

electrolyte
It
should
be

pointed
out

that
the
addition
of

sulphuric
acid
will
not

normally

be

necessary
and
should

only
be
carried
out

by
an

expert
when

required

The

specific
gravity
of
the

electrolyte
should
be
ascertained

with
the

battery

fully
charged
at
an

electrolyte
temperature
of

200C
680F

The

specific
gravity
of
the

electrolyte
decreases
or
increases

by
0
0007
when
its

temperature
rises
or
falls

by
10C
1
80F

respectively

The

temperature
referred

to
is
that
of
the

electrolyte
and

not
the
ambient

temperature
to
correct
a

reading
for
an
air

temperature
it
will
be

necessary
to

add
0
0035
to
the

reading

for

every
50C
above
200C

Conversely
0
0035
must

be
deducted

for

every
SOC
below
200C
Test
each
cell

separately
and
draw

the

liquid
into
the

hydrometer
several
times
if
a
built
in

thermometer
type
is
used

The
correct

specific
gravity
readings
should
be
as
follows
ALTERNATOR

Assembly
and
Installation

HEAD
LAMPS

Replacing

HORN

INSTRUMENT
PANEL
Removal

WINDSCREEN
WIPERS

WINDSCREEN
WASHERS

IGNITION
SWITCH
AND
STEERING
LOCK

Cold
climates

Temperature
climates

Tropical
climates
Permissible

value

Over
1
22

Over
1
20

Over
1
18
Fully
charged
at
200C

680F

1
28

1

26

1
23

The

battery
should
be

recharged
if
a
low

specific
gravity

reading
is
indicated

Always
disconnect
both
terminals
of
the

battery
when

charging
and
clean
the
terminal

posts
with
a

soda

solution
Remove
the
vent

plugs
and

keep
the
electrolyte

temperature
below
450C
l130F
during
charging

Check
the

specific
gravity
after

charging
and
if
it
is
above

1
260
at

200C
680C
add
distilled
water

STARTER
MOTOR
Removal
and
Dismantling

As
previously
stated
the
starter
motor

is
brush

type
series

wound
motor
in
which
the

positive
meshing
of
the

pinion
and

ring
gear
teeth
are
secured

by
an

overrunning
clutch
The
over

running
clutch

employs
a
shift
lever
to
slide
the

pinion
into

mesh
with
the
flywheel
ring

gear
teeth
when
the
starter
is

operated

When
the
engine
starts
the

pL
lion
is

permitted
to
overrun

the
clutch
and
armature

but
is
held
in
mesh
until
the
shift
lever

is
released
An

exploded
view
of
the
starter

is
shown
in

Fig
M
2

To
remove
the
starter

motor

proceed
as
follows

Disconnect
the

battery
earth
cable

2
Disconnect
the
black
and

yellow
wire
from
the
solenoid

terminal
and
the
black
cable
from
the

battery
terminal

3
Remove
the
two
bolts

securing
the
starter
motor
to
the

clutch

housing
Pull
the
starter
motor

assembly
forwards

and
withdraw

it
from
the
v
hicle

To
dismantle
the
starter

motor
ftrst
remove
the
brush

cover
and
lift
out

the
brushes
as
shown
in

Fig
M
3

Loosen
the
nut

securing
the

connecting
plate
to

the

solenoid
M
terminal
Remove
the
solenoid

retaining
screws

take
out

the
cotter

pin
and
withdraw

the
shift
lever

pin
Remove

the
solenoid

assembly
as
shown
in

Fig
M
4

Remove
the
two

through
bolts

and
rear
cover

assembly

then
remove

the
yoke
assembly
by
lightly
tapping
it
with
a

wooden
mallet

Fig
M
S
Withdraw
the
armature
and
shift

lever

Fig
M
6
Remove
the
pinion

stopper
from
the

armature
shaft

by
removing
the

stopper
washer
pushing
the

109

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

inter
E

Q

G2

I

o

Battery
E
A

r
0

c

3
l

I

I
o

I

Voltmeter

Fig
M
15

Testing
the
alternator

@

S

J

I

FJ8
M
lH

Separating
the
front
and
rear

covers

t

112
FJ8
M
17

Removing
the
brush
bolder

1

PuOey
assembly

2
Front

CCJVU

3
Front
bearing

4
Rotor

5
Rear

betrrint

6
Stator

7
RetlTcoPO

8
8
h

assembly

9

Diode

ph

10
Diode
COPO

1lI81
@11

Throughbolt

i

Fig
M
l6Tbe
altematorc
Is

it4

1ttDr

@

lOa

Fig
M
19

Removing
the
rotor
from
me
front

cover

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