horn DATSUN 510 1969 Service Repair Manual
[x] Cancel search | Manufacturer: DATSUN, Model Year: 1969, Model line: 510, Model: DATSUN 510 1969Pages: 171, PDF Size: 10.63 MB
Page 6 of 171
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
Page 92 of 171
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
Page 96 of 171
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
Page 110 of 171
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
Page 115 of 171
inter
ill
1
@
fl@
2mm
O
07e7
in
l
r
Fig
M
27
Measuring
the
brush
spring
pressure
oo
fI
f
Fig
M
29
R
h
the
headlamp
Ied
beam
AMM
E
iER
HO
to
SA
HO
N
SWITCH
1
VOLTMETER
115
to
2OV
I
I
Fig
M
31
Testing
and
adjusting
the
horn
114
J
GJ
Fig
M
28
Tightening
the
puUey
nut
HORN
RELAY
L
IBGIGY
tt
t
e
q
HO
N
r
FUSIBLE
LINK
IO
e5
REO
FUS
E
BOX
20A
El
Sl
I
10
STOP
LAMP
SWITCH
HORN
eu
TTON
eATT
RY
Fig
M
JO
Circuit
diagram
for
the
horn
system
Fig
M
32
Adjusting
the
horn
volume
and
tone
Page 116 of 171
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
Page 136 of 171
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
Page 152 of 171
between
primary
throttle
valve
and
the
wall
of
the
throttle
chamber
can
be
adjusted
if
necessary
by
carefully
bending
the
choke
connecting
rod
3
THROTILE
VALVE
INTERLOCK
OPENING
With
the
primary
throttle
valve
of
the
type
DAK340
carburettor
opened
to
600
as
shown
in
Fig
B
9
the
adjusting
plate
3
should
contact
the
connecting
lever
J
This
being
the
point
before
the
secondary
throttle
valve
is
brough
into
operation
The
linkage
between
primary
and
secondary
throttles
is
working
correctly
if
the
clearance
G
between
primary
throttle
valve
and
the
wall
of
the
chamber
is
738
mm
0
3937
in
Adjust
if
necessary
by
carefully
bending
the
adjusting
plate
at
point
A
until
the
correct
setting
is
obtained
With
the
primary
throttle
valve
of
the
type
D3034C
car
burettor
opened
at
an
angle
of
500
the
connecting
link
3
in
Fig
B
IO
should
ge
at
the
extreme
left
of
the
slot
in
the
throttle
ann
4
With
the
linkage
positioned
as
shown
measure
the
clearance
between
primary
throttle
valve
and
the
wall
of
the
chamber
as
described
for
the
DAK340
carburettor
Adjustment
can
be
made
if
necessary
by
bending
the
connecting
link
until
the
correct
clearance
is
obtained
CARBURElTOR
Removing
and
Dismantling
The
carburettor
can
be
removed
by
following
the
instruc
tions
previously
given
for
carburettor
removal
on
the
Ll4
L16
and
LIB
engines
Dismantle
the
type
DAK340
carburettor
as
follows
Remove
the
primary
throttle
return
spring
Take
off
the
E
ring
and
remove
the
pump
and
connecting
rod
Remove
the
split
pin
and
choke
connecting
rod
Remove
the
secondary
throttle
return
spring
Remove
the
choke
wire
arm
choke
valve
shaft
and
valve
spring
Take
off
the
clip
and
remove
the
choke
lever
and
spring
To
dismantle
the
float
chamber
take
off
the
diaphragm
cover
and
remove
the
spring
and
diaphragm
Remove
the
diaphragm
chamber
and
gasket
Take
off
the
float
chamber
cover
and
remove
the
gasket
level
gauge
rubber
seal
and
float
Remove
the
screw
from
the
filter
and
withdraw
the
nipple
and
filter
Remove
the
needle
valve
Take
off
the
cylinder
cover
and
pump
cover
and
withdraw
the
piston
piston
return
spring
and
inlet
valve
Remove
the
primary
main
air
bleed
the
secondary
main
air
bleed
and
emulsion
tube
Take
off
the
small
venturi
and
remove
the
primary
and
secondary
slow
jets
and
slow
air
bleeds
Remove
the
drain
plugs
and
take
out
the
primary
and
secondary
main
jets
To
dismantle
the
throttle
chamber
remove
the
throttle
adjusting
screw
and
spring
and
the
idling
adjusting
screw
and
spring
Withdraw
the
throttle
lever
spring
hanger
sleeve
connecting
lever
return
plate
and
adjusting
plate
Withdraw
the
primary
throttle
valve
and
primary
throttle
shaft
Withdraw
the
secondary
throttle
valve
and
secondary
throttle
shaft
The
type
D3034C
carburettor
can
be
dismantled
as
follows
Detach
the
starting
connecting
rod
from
the
choke
lever
and
accelerator
pump
connecting
rod
Remove
the
air
horn
pump
rod
slow
jets
the
primary
and
secondary
small
venturies
Detach
the
primary
and
secondary
linkages
Take
off
the
diaphragm
chambe
cover
and
take
out
the
spring
and
diaphragm
Remove
the
diaphragm
chamber
and
gasket
Separate
the
float
chamber
from
the
throttle
chamber
take
off
the
float
chamber
cover
and
remove
the
components
Remove
the
inlet
strainer
and
float
valve
seat
Remove
the
main
jets
and
take
off
the
fuel
cut
off
valve
CARBURETTOR
Assembly
and
Installation
The
assembly
and
installation
of
the
carburettor
is
a
reversal
of
the
dismantling
and
removal
procedures
Clean
and
inspect
all
components
as
described
for
the
carburettors
fitted
to
the
Ll4
Ll6
and
LI8
engines
TechnIcal
Data
CARBURETIOR
Small
ven
turi
First
7mm
8mm
Carburettor
Type
DAK340
Second
14mm
16mm
Main
jet
02
155
Primary
Secondary
Slow
jet
50
80
Main
air
bleed
60
80
Outlet
diameter
30mm
34mm
Emulsion
hole
0
5
mm
O
5mm
Venturi
diameter
23
mm
29
x
9
mm
Slow
air
bleed
Main
jet
119
165
First
160
Main
air
bleed
220
100
Second
150
220
Slow
jet
48
90
Slow
economizer
1
6
mm
dia
Slow
air
bleed
130
100
Power
jet
50
Slow
economizer
L4mm
Cushion
jet
120
Economizer
bleed
1
2mm
Air
jet
150
Carburettor
Type
D3034C
Power
system
Vacllum
acting
Vacuum
piston
diameter
9
0
mm
0
354
in
Primary
Secondary
Piston
spring
100
gr
0
220
Ibs
31
mm
1
22
in
Bore
30mm
34mm
Power
valve
spring
40
gr
0
0882
lbs
8
6mm
Large
venturi
23mm
28mm
0
34
in
52
Page 156 of 171
Remove
the
road
wheel
and
disconnect
the
brake
hose
at
the
connector
as
shown
in
Fig
C
4
of
this
section
Remove
the
brake
calliper
assembly
and
hub
cap
Withdraw
the
cotter
pin
and
remove
the
wheel
bearing
locknut
Remove
the
wheel
bearing
washer
and
take
off
the
hub
and
brake
disc
Fig
C
5
Remove
the
bearing
collar
take
out
the
outer
bearing
cage
and
prise
out
the
hub
grease
seal
Remove
the
inner
bearing
cage
and
drive
out
the
outer
races
of
the
inner
and
outer
bearings
using
the
special
drift
ST49120000
if
avail
able
Separate
the
brake
disc
from
the
hub
by
taking
out
the
retaining
bolts
as
shown
in
Fig
C
6
Installation
is
a
reversal
of
the
removal
procedure
Adjust
the
wheel
bearings
as
previously
described
taking
care
to
tighten
the
wheel
bearing
locknut
to
the
specified
torque
read
ing
of
3
0
to
3
5
kgm
21
7
to
25
3lb
ft
Turn
the
hub
several
times
to
settle
the
bearing
then
retighten
the
nut
to
the
same
figure
Slacken
the
locknut
by
a
quarter
turn
900
and
insert
the
cotter
pin
when
the
hole
in
the
spindle
is
aligned
with
the
hole
in
the
nut
Check
that
the
force
required
to
turn
the
hub
is
less
than
7
0
kg
cm
97
2
in
oz
STABILIZER
Removal
and
Installation
Remove
the
splash
board
and
take
off
the
bolts
I
in
Fig
C
7
which
attach
the
stabilizer
at
the
transverse
link
sides
Remove
the
bolts
attaching
the
stabilizer
bracket
2
to
the
frame
then
withdraw
the
stabilizer
Check
the
bar
and
rubber
components
for
signs
of
deforma
tion
or
damage
and
renew
as
necessary
Installation
is
a
reversal
of
the
removal
procedures
Tighten
the
fixing
bolts
to
a
torque
reading
of
1
2
to
I
7
kgm
8
7
to
12
3
lb
ft
at
the
transverse
link
side
and
1
9
to
2
5
kgm
13
7
to
18
llb
ft
at
the
frame
bracket
SPRING
AND
STRUT
ASSEMBLY
The
spring
and
strut
assembly
can
be
serviced
by
following
the
instructions
previously
given
for
the
assemblies
on
vehicles
fitted
with
the
L14
L16
and
Ll8engines
When
reassembling
make
sure
that
the
parts
shown
in
Fig
C
8
are
thomughly
greased
Installation
of
the
assembly
will
be
accomplished
more
easily
if
the
dust
cover
on
the
bonnet
ledge
is
removed
Tighten
the
nuts
and
bolts
to
a
torque
figures
given
in
TIGHTENING
TORQUES
TRANSVERSE
LINK
AND
LOWER
BALL
JOINT
The
transverse
link
and
lower
ball
joint
can
be
removed
in
a
similar
manner
to
the
parts
on
vehicles
fitted
with
L
14
L
16
and
L
18
engines
Renew
the
link
if
cracked
or
damaged
in
any
way
Check
the
measurement
A
in
Fig
C
9
The
measurement
between
front
and
rear
transverse
link
bushes
should
be
less
than
1
0
mm
0
039
in
Replace
the
bushes
if
necessary
The
lower
ball
joint
should
be
replaced
if
the
axial
play
of
the
joint
exceeds
0
03
to
0
6
mm
0
0012
to
0
0136
in
A
grease
nipple
must
be
installed
in
place
of
the
ball
joint
plug
so
that
the
joint
can
be
lubricated
with
multi
purpose
grease
as
previously
described
SUSPENSION
MEMBER
Removing
and
Installing
Jack
up
the
vehicle
and
support
it
on
stands
2
Remove
the
splash
board
Refer
to
Fig
C
I
0
and
detach
the
compression
rod
I
the
stabilizer
2
from
the
trans
verse
link
3
Detach
the
steering
linkage
from
the
suspen
sion
crossmember
4
3
Take
out
the
nuts
attaching
the
transverse
links
and
remove
the
links
at
both
sides
of
the
vehicle
4
Support
the
engine
with
a
hoist
as
shown
in
Fig
C
II
taking
care
not
to
damage
the
throttle
and
remote
control
linkages
and
then
remove
the
engine
mounting
bolts
at
both
sides
5
Remove
the
bolts
shown
arrowed
in
Fig
C
12
and
lift
the
suspension
member
away
Renew
the
suspension
member
if
it
is
cracked
or
deformed
in
any
way
Installation
is
a
reversal
of
the
removal
procedure
FRONT
WHEEL
ALIGNMENT
As
previously
stated
the
castor
and
camber
angles
are
preset
and
cannot
be
adjusted
A
thorough
check
should
be
made
of
the
steering
and
suspension
system
and
all
defective
parts
renewed
if
the
angles
are
incorrect
See
Technical
Data
The
front
wheels
should
toe
in
12
to
15
mm
0
4
7
to
0
59
in
Adjustment
can
be
carried
out
by
slackening
the
locknuts
1
in
Fig
C
13
and
then
turning
the
tie
rods
by
an
equal
amount
until
the
correct
toe
in
is
achieved
A
toe
in
gauge
will
of
course
be
required
for
this
operation
STEERING
WHEEL
AND
COLUMN
Removal
Disconnect
the
horn
wire
and
remove
the
horn
bar
Remove
the
steering
wheel
nut
and
pull
off
the
steering
wheel
2
Remove
the
turn
signal
and
lighting
switch
assembly
followed
by
the
steering
column
shell
covers
3
Remove
the
bolts
from
the
rubber
coupling
to
disconnect
the
lower
joint
See
Figs
C
14
and
C
I
5
if
the
car
is
fitted
with
right
hand
drive
The
lower
joint
upper
bolt
should
be
removed
to
disconnect
the
joint
if
the
car
is
fitted
with
left
hand
drive
4
Remove
the
cotter
pin
from
the
trunnion
and
disconnect
the
gearchange
rod
and
selector
rod
5
Remove
the
steering
column
upper
clamp
and
take
out
the
bolts
securing
the
lower
plate
STEERING
COLUMN
Dismantling
and
Assembling
Remove
the
C
washer
socket
screw
and
upper
bracket
bolt
Remove
the
lower
bracket
bolts
and
detach
the
remote
control
linkage
from
the
column
assembly
Remove
the
snap
ring
at
the
top
of
the
column
and
extract
the
column
shaft
from
the
jacket
Disconnect
the
rubber
coupling
from
the
lower
joint
then
remove
the
snap
ring
and
dismantle
the
lower
joint
S25