transmission 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 23 of 171
TechnIcal
Data
L
14
16
and
18
Engine
GENERAL
SPECIFICATIONS
Cylinders
Displacement
L14
L16
L18
Bore
and
stroke
L14
L16
Ll8
Compression
ratio
L14
L16
single
carburettor
L16
SU
twin
carburettor
L18
single
carburettor
Ll8
SU
twin
carburettor
Valve
arrangement
Firing
order
e
idling
speed
Engine
idling
speed
with
automatic
transmission
Oil
pressure
Hot
at
2000
r
p
m
Valve
clearance
Hot
Intake
Exhaust
0
25
mm
0
0098
in
0
25
mm
0
0098
in
Valve
clearance
Cold
Intake
Exhaust
Va
head
diameter
L14
Intake
Exhaust
Vahoe
head
diameter
L16
Intake
Exhaust
0
20
mm
0
0079
in
0
20
mm
0
0079
in
38
mm
1
5361
in
33
mm
1
2992
in
42
mm
1
6535
in
33
rom
1
2992
in
Valve
head
diameter
L18
Intake
Exhaust
42
mm
1
6535
in
35
mm
1
3780
in
Valve
stem
diameter
Intake
7
965
7
980
mm
0
3136
0
3142
in
Exhaust
7
945
7
960
mm
0
3128
0
3134
in
Valve
length
L14
Intake
Exhaust
115
6
115
9mm
4
551
4
562in
115
7
116
0
mm
4
555
4
567
in
Valve
length
L16
LIB
Intake
114
9
115
2
mm
4
524
4
535
in
Exhaust
115
7
116
0
mm
4
555
4
567
in
22
4
in
line
1428
cc
87
1
cu
in
1595
cc
97
3
cu
in
1770
cc
108
0
cu
in
83
x
66
mm
3
27
x
2
60
in
83
x
73
7
mm
3
27
x
2
90
in
85
x
7B
mm
3
35
x
3
07
in
9
0
8
5
9
5
8
5
9
5
Overhead
valve
I
3
4
600
r
p
m
single
carburettor
650
r
p
m
twin
carburettor
650
r
p
m
single
carburettor
700
r
p
m
twin
carburettor
3
5
4
0
kg
sq
cm
50
57Ib
sq
in
VALVES
Valve
lift
Single
carburettor
Valve
lift
Twin
carburettor
10
0
mm
0
3946
in
10
5
mm
0
413
in
Valve
spring
free
length
LI4
Ll4
Intake
Ll4
Exhaust
outer
L14
Exhaust
inner
Valve
sprin8
free
length
L16
LIB
Outer
Inner
49
0
mm
1
929
in
49
98
mm
1
968
in
44
85
mm
1
766
in
49
98
mm
1
968
in
44
85
mm
1
766
in
59
0
mm
2
393
in
10
6
mm
0
417
in
Valve
guide
length
Valve
guide
height
from
head
surface
Valve
guide
diameter
inner
Intake
8
018
Exhaust
8
018
Valve
guide
diameter
outer
Intake
12
034
Exhaust
12
034
Valve
guide
to
stem
clearance
Intake
Exhaust
Valve
seat
width
L14
Intake
Exhaust
Valve
seat
width
L16
LIB
Intake
Exhaust
8
000
mm
0
3154
0
3150
in
clia
8
000
mm
0
3154
0
3150
in
clia
12
023
mm
0
4738
0
4733
in
clia
12
023
mm
0
4738
0
4733
in
clia
1
8
mm
1
1024
in
I
7
mm
1
0630
in
I
4
mm
0
0551
in
1
3
mm
0
0512
in
0
020
0
053
mm
0
0008
0
0021
in
0
040
0
073
mm
0
0016
0
0029
in
Page 28 of 171
The
thermostat
can
be
tested
by
suspending
it
with
a
thermometer
in
a
container
ftlled
with
water
Heat
the
water
gradually
and
stir
it
to
obtain
a
uniform
temperature
Maintain
a
constant
check
of
the
temperature
and
make
sure
that
neither
the
thermostat
or
thermometer
touch
the
sides
of
the
container
or
false
readings
will
be
obtained
The
thermostat
should
begin
to
open
at
a
temperature
of
820C
1
50C
179
60F
2
70Fj
and
should
be
fully
open
with
a
maximum
valve
lift
of
8
mm
0
315
in
at
a
temperature
of
950C
2030F
When
installing
the
thermostat
apply
adhesive
to
both
sides
of
the
gasket
before
refitting
the
water
outlet
elbow
RADIATOR
Removal
Drain
the
cooling
system
as
previously
described
and
remove
the
front
grille
2
Disconnect
the
radiator
upper
hose
lower
hose
and
hose
to
the
reservoir
tank
3
Remove
the
radiator
securing
bolts
and
lift
out
the
radiator
Fig
B
4
It
should
be
noted
that
cars
fitted
with
automatic
transmission
incorporate
a
transmission
oil
cooler
which
must
be
disconnected
Installation
is
a
reversal
of
the
removal
procedure
refill
the
system
as
previously
described
FLUID
COUPLING
The
water
pump
is
equipped
with
a
fluid
coupling
on
vehicles
fitted
with
an
air
conditioner
The
fluid
coupling
Limits
the
maximum
fan
speed
to
approximately
3000
r
p
ro
and
eliminates
noise
and
loss
of
power
at
high
engine
speeds
A
fault
in
the
coupling
may
be
caused
by
the
entry
of
foreign
matter
If
a
fault
developes
the
oupling
must
be
removed
and
dismantled
and
the
interior
cleaned
by
washing
in
solvent
The
condition
of
the
seal
and
bearing
must
be
care
fully
checked
and
the
coupling
replaced
if
the
latter
items
have
become
blackened
If
oil
leaks
occur
it
will
be
necessary
to
replace
the
water
pump
assembly
with
the
coupling
After
cleaning
the
unit
refill
with
11
5
cc
silicon
oil
using
a
suitable
syringe
TechnIcal
Data
Radiator
Radiator
cap
working
pressure
Radiator
core
heightxwidth
x
thickness
1400
and
1600
cc
engines
510
body
1600
and
1800
cc
engines
610
body
Corrugated
fin
type
0
9
kg
sq
cm
13Ib
sq
in
280x488x38mm
I
LOx
19
2x
1
49
in
360x502x32mm
l4
2x19
8x1
26
in
Thermostat
valve
opening
temperature
Standard
B20C
l
BOOF
Cold
climates
880C
1900F
Tropical
climates
76
50C
l700F
Max
valve
lift
Cooling
system
capacity
With
heater
Without
heater
Cooling
system
capacity
With
heater
Above
8
mm
0
31
in
6
8litres
1
75
US
gall
1
5
Imp
gall
6
4litres
1
75
US
gall
1
375
Imp
gall
1600
and
1800
cc
engines
610
body
6
5litres
l
7
US
gall
1
375
Imp
gall
6
0
Iitres
1
625
US
gall
1
375
Imp
gall
Without
heater
27
Page 38 of 171
Carburettor
type
Throttle
opening
angle
190
200
Dimension
A
213282
341
213282
221
l
3mm
0
051
in
I
4mm
0
056in
If
adjustment
is
required
the
choke
connecting
rod
can
be
carefully
bent
until
the
required
clearance
is
obtained
THROTTLE
VALVES
INTERLOCK
OPENING
ADJUSfMENT
Open
the
primary
throttle
valve
500
from
the
fully
closed
position
as
shown
in
Fig
D
I
O
At
this
angle
the
connecting
link
2
should
be
at
the
extreme
right
of
the
groove
in
the
primary
throttle
arm
The
linkage
between
the
primary
and
the
secondary
throttles
is
operating
correctly
if
the
clearance
C
between
the
primary
throttle
valve
and
the
wall
of
the
chamber
is
as
follows
Carburettor
type
213304
361
213304
421
213282
331
213282
341
Dimension
C
6
3
mm
0
248
in
6
3
mm
0
248
in
74
mm
0
291
in
74
mm
0
291
in
Adjustment
can
be
made
if
necessary
by
bending
the
connecting
link
until
the
required
clearance
is
obtained
DASHPOT
ADJUSfMENT
This
adjustment
is
only
required
on
carburettors
fitted
to
vehicles
with
automatic
transmission
Correct
contact
must
be
made
between
the
throttle
lever
and
the
dashpot
stem
See
Fig
D
II
Adjustment
can
be
carried
out
if
necessary
by
slackening
the
locknut
2
and
then
rotating
the
dashpot
in
either
direction
so
that
the
throttle
ann
touches
the
stem
at
a
throttle
valve
opening
angle
of
110
At
this
angle
the
clearance
B
between
the
throttle
valve
and
the
wall
of
the
chamber
should
be
as
follows
Carburettor
type
213304
421
213282
341
Dimension
B
0
780mm
90
0307
in
0
586mm
0
0231
in
Retighten
the
locknut
after
completing
the
adjustment
CARBURETTOR
Removal
and
Overhaul
The
carburettor
can
be
removed
from
the
engine
in
the
following
manner
Remove
the
air
cleaner
assembly
2
Disconnect
the
fuel
and
vacuum
pipes
and
the
choke
wire
from
the
carburettor
3
Remove
the
throttle
lever
and
take
off
the
nuts
and
washers
securing
the
carburettor
to
the
manifold
4
Lift
the
carburettor
away
from
the
manifold
and
discard
the
gasket
To
dismantle
the
carburettor
for
a
complete
overhaul
remove
the
primary
and
secondary
main
jets
and
needle
valves
these
are
accessible
from
the
exterior
of
the
carburettor
Remove
the
choke
connecting
rod
pump
lever
return
spring
and
set
screws
and
take
off
the
choke
chamber
The
primary
and
secondary
emulsion
tubes
can
be
with
drawn
after
removing
the
main
air
bleed
screws
If
the
accelerator
pump
is
to
be
checked
take
off
the
pump
cover
but
take
care
not
to
lose
the
return
spring
and
inlet
valve
ball
situated
at
the
lower
part
of
the
piston
Separate
the
throttle
chamber
from
the
float
chamber
by
removing
the
retaining
screws
leave
the
throttle
valve
intact
unless
otherwise
required
All
parts
of
the
carburettor
must
be
ctifefully
cleaned
and
sediment
gum
or
other
deposits
removed
Clean
the
jets
by
blowing
through
them
with
compressed
air
Never
push
wire
through
the
j
ts
or
passages
or
the
orifices
will
be
enlarged
and
the
calibration
affected
Check
all
parts
for
signs
of
wear
and
exchange
them
if
necessary
Examine
the
float
needle
and
seat
for
wear
and
make
sure
that
the
throttle
and
choke
bores
in
the
throttle
body
and
cover
are
not
worn
or
out
of
round
If
the
idling
adjustment
needles
have
burrs
or
ridges
they
must
be
replaced
Inspect
the
gaskets
to
make
sure
that
they
are
not
hard
and
brittle
or
distorted
Oean
the
filter
screen
if
it
is
clogged
or
change
it
if
it
is
otherwist
unsatisfactory
Check
the
operation
of
the
accelerator
pump
by
pouring
petrol
into
the
float
chamber
and
operating
the
throttle
lever
Petrol
should
spurt
from
the
pump
discharge
jet
if
the
pump
is
working
correctly
If
petrol
cannot
be
ejected
from
the
jet
when
the
lever
is
actuated
clean
the
discharge
jet
by
blowing
through
it
with
compressed
air
CARBURETTOR
Assembly
and
Installation
The
assembly
and
installation
of
the
carburettor
is
a
reversal
of
the
dismantling
and
removal
procedures
noting
the
following
points
Always
replace
the
gaskets
if
they
are
not
satisfactory
and
take
care
that
the
carburettor
linkage
operates
smoothly
and
is
not
bent
or
distorted
The
performance
of
the
carburettor
will
depend
on
the
condition
of
the
jets
and
air
bleeds
As
previously
stated
these
pacts
should
be
cleaned
using
petrol
and
compressed
air
only
Replacement
jets
or
air
bleed
screws
can
be
used
to
provide
greater
economy
or
to
increase
output
whatever
the
require
ment
When
the
carburettor
is
installed
adjust
the
idling
speed
as
previously
described
37
Page 40 of 171
FLOAT
LEVEL
Adjustment
A
constant
fuel
level
in
the
float
chamber
is
maintained
by
the
float
and
ball
valve
Fig
D
12
If
the
fuel
level
is
not
in
accordance
with
the
level
gauge
line
it
will
be
necessary
to
care
fully
bend
the
float
seat
until
the
float
upper
position
is
correctly
set
Fig
D
13
The
clearance
H
between
the
valve
stem
and
float
seat
should
be
1
0
mm
0
039
in
with
the
float
fully
lifted
as
shown
Adjustment
can
be
carried
out
by
carefully
bending
the
float
stopper
Fig
D
14
until
the
required
clearance
is
obtained
SU
TWIN
CARBURETTORS
Adjustments
It
is
essential
that
the
two
carburettors
are
correctly
adjusted
if
peak
m3l1ce
and
economical
fuel
consumption
is
to
be
realized
Incorrect
carburettor
a
ljustment
will
have
an
adverse
affect
during
idling
and
on
acceleration
etc
Carburettor
synchronization
and
idling
adjustment
Run
the
engine
until
it
reaches
its
normal
operating
temperature
remove
the
air
cleaner
and
slacken
the
front
and
rear
throttle
adjusting
screws
the
balance
screw
and
the
fast
idling
setting
screw
Make
sure
that
the
front
and
rear
throttle
shafts
are
not
connected
Fully
tighten
the
idling
adjustment
nuts
of
the
front
and
rear
carburettors
Fig
D
15
the
back
off
each
nut
by
an
equal
amount
and
by
one
and
a
half
to
two
tUrns
Screw
in
the
front
and
rear
throttle
adjusting
screws
by
a
few
turns
and
start
the
engine
Allow
the
engine
to
reach
its
normal
operating
temperature
before
proceding
to
the
next
stage
Adjust
the
front
and
rear
throttle
adjusting
screws
until
the
engine
speed
is
reduced
to
approximately
600
700
r
p
m
The
engine
should
turn
over
smoothly
and
consistently
Apply
a
flow
meter
to
the
front
carburettor
air
cleaner
flange
and
turn
the
adjustment
screw
on
the
flow
meter
so
that
the
upper
end
of
the
float
in
the
glass
tube
is
in
line
with
the
scale
Uft
off
the
flow
meter
and
apply
it
to
the
rear
carburettor
air
cleaner
flange
without
altering
the
setting
of
the
flow
meter
adjusting
screw
If
the
position
of
the
flow
meter
float
is
not
aligned
with
the
scale
adjust
the
rear
carburettor
throttle
adjusting
screw
to
align
the
float
with
the
mark
on
the
scale
With
the
carburettor
flow
correctly
adjusted
turn
the
idling
adjustment
nuts
of
both
carburettors
approximately
1
8
of
a
turn
either
way
to
obtain
a
fast
and
stable
engine
speed
Both
nuts
must
be
turned
by
an
equal
amount
Back
off
the
front
and
rear
throttle
adjusting
screws
and
adjust
the
engine
speed
to
the
specified
value
of
650
r
p
m
for
the
standard
engine
or
700
r
p
m
with
vehicles
fitted
with
automatic
transmission
Make
sure
that
the
air
flow
of
both
carburettors
remains
unchanged
Screw
in
the
balance
screw
until
the
screw
head
contacts
the
throttle
shafts
without
changing
the
idling
speed
setting
Move
the
throttle
connecting
shaft
and
accelerate
the
engine
a
few
times
then
check
that
the
idling
speed
is
unchanged
Turn
the
fast
idle
setting
screw
to
increase
the
engine
speed
to
approximately
1500
r
p
m
and
recheck
with
the
flow
meter
that
the
air
flow
for
both
carburettors
is
correctly
matched
If
the
air
flow
is
uneven
it
will
be
necessary
to
readjust
the
balance
screw
Finally
back
off
the
fast
idle
setting
screw
Fig
D
16
and
decrease
the
engine
speed
Apply
the
flow
meter
to
the
carburettors
to
confirm
that
the
float
positions
are
even
Re
adjust
if
necessary
by
means
of
the
throttle
adjusting
screws
Stop
the
engine
and
fit
the
air
cleaner
SU
TWIN
CARBURETTOR
Dismantling
Piston
and
suction
chamber
Dismantling
Unscrew
the
plug
and
withdraw
the
piston
damper
Fig
D
17
Remove
the
four
set
screws
and
lift
out
the
suction
chamber
withdraw
the
spring
nylon
washer
and
the
piston
Take
care
not
the
damage
the
jet
needle
and
the
interior
of
the
suction
chamber
Do
not
remove
the
jet
needle
from
the
piston
unless
absolutely
necessary
If
a
replacement
is
to
be
fitted
ensure
that
the
shoulder
of
the
needle
is
flush
with
the
lower
face
of
the
piston
This
operation
can
be
accomplished
by
holding
a
strai
edge
over
the
shoulder
of
the
needle
and
then
tightening
the
set
screw
as
shown
in
Fig
D
18
Wash
the
suction
chamber
and
piston
with
dean
solvent
and
dry
with
compressed
air
Lubricate
the
piston
rod
with
a
light
oil
Do
NOT
lubricate
the
large
end
of
the
piston
or
the
interior
of
the
suction
chamber
NOZZLE
Dismantling
The
nozzle
See
Fig
D
19
can
be
removed
quite
easily
but
should
not
be
dismantled
unless
absolutely
necessary
as
reassembly
of
the
nozzle
sleeve
washer
and
nozzle
sleeve
set
screw
is
an
extremely
intricate
operation
To
remove
the
nozzle
detach
the
connecting
plate
from
the
nozzle
head
pulling
lightly
on
the
starter
lever
to
ease
the
operation
Loosen
the
retaining
clip
take
off
the
fuel
line
and
remove
the
nozzle
Be
careful
not
to
damage
either
the
jet
needle
oc
the
nozzle
Remove
the
idle
adjusting
nut
and
spring
The
nozzle
sleeve
can
be
removed
if
necessary
by
taking
out
the
set
screw
but
as
previously
stated
should
not
be
dismantled
unless
absolutely
necessary
SU
TWIN
CARBUREfTOR
Assembly
Assemble
the
piston
assembly
into
position
but
do
not
fill
with
damper
oil
Assemble
the
nozzle
sleeve
washec
and
set
screw
by
temporarily
tightening
the
set
screw
Set
the
piston
to
its
fully
closed
position
and
insert
the
nozzle
until
it
contacts
the
nozzle
sleeve
When
the
nozzle
jet
contacts
the
jet
needle
the
nozzle
sleeve
must
be
slightly
adjusted
so
that
it
is
at
right
angles
to
the
centre
axis
and
positioned
to
leave
the
nozzle
jet
clear
of
the
jet
needle
Raise
the
piston
without
disturbing
the
setting
and
allow
it
to
drop
The
piston
should
drop
smoothly
until
the
stop
pin
strikes
the
venturi
with
a
liaht
metallic
click
See
below
under
Centering
the
jet
Tighten
the
nozzle
sleeve
set
screw
remove
the
nozzle
install
the
idle
adjustinJ
spring
and
adjusting
nut
on
the
nozzle
sleeve
and
refit
the
nozzle
39
Page 52 of 171
Gearbox
GEARBOX
Removal
GEARBOX
Dismantling
GEARBOX
Inspection
and
Overhaul
GEARBOX
Assembling
THREE
SPEED
GEARBOX
GEARCHANGE
CONTROL
Removal
and
Adjusting
AUTOMATIC
TRANSMISSION
Gearchange
control
linkage
DESCRIPTION
Three
types
of
transmission
are
available
for
the
Datsun
models
covered
by
this
manual
Either
a
three
speed
gearbox
a
four
speed
gearbox
or
three
speed
automatic
transmission
can
be
fitted
The
three
and
four
speed
gearboxes
are
equipped
with
nchromesh
on
all
forward
gears
with
the
three
speed
gearbox
operated
by
a
steering
column
gearchange
system
and
the
four
speed
gearbox
by
a
floor
mounted
gear
lever
Two
types
of
synchromesh
are
used
in
the
four
speed
gearboxes
Either
Borg
Warner
or
Servo
types
may
be
fitted
The
gearboxes
differ
only
in
the
synchromesh
devices
whereby
the
baulk
rings
synchronize
the
coupling
sleeve
with
the
main
shaft
gear
on
the
Warner
gearbox
This
action
is
accomplished
by
a
synchrcrring
on
the
servo
gearbox
THREE
SPEED
GEARBOX
Removal
I
Jack
up
the
vehicle
and
support
it
on
stands
2
Disconnect
the
hand
brake
cable
at
the
equalizer
bracket
Slacken
the
two
exhaust
pipe
centre
clamps
and
turn
the
centre
section
of
the
exhaust
assembly
to
the
left
as
shown
in
Fig
F
2
3
Disconnect
the
propeller
shaft
from
the
rear
axle
drive
flange
by
removing
the
four
securing
bolts
Seal
off
the
gearbox
extension
housing
to
prevent
the
loss
of
oil
and
withdraw
the
shaft
to
the
rear
4
Disconnect
the
speedometer
drive
cable
from
the
adaptor
in
the
gearbox
extension
housing
Fig
F3
S
Disconnect
the
lower
shift
rods
from
the
shift
levers
Fig
F
4
and
remove
the
cross
shaft
assembly
from
the
gearbox
casing
Remove
the
clutch
slave
cylinder
from
the
clutch
housing
Fig
F
5
6
Support
the
engine
with
ajack
positioned
underneath
the
oil
sump
making
sure
that
the
jack
does
not
foul
the
drain
plug
A
block
of
wood
should
be
placed
between
the
sump
and
jack
to
avoid
damaging
the
sump
7
Remove
the
bolts
securing
the
rear
engine
mounting
to
the
crossmember
Position
ajack
under
the
gearbox
and
remove
the
bolts
attaching
the
crossmember
to
the
body
Lower
the
jack
under
the
engine
so
that
the
engine
is
tilted
to
the
rear
Remove
the
starter
motor
and
the
bolts
securing
the
clutch
housing
to
the
engine
Lower
the
jack
slowly
and
withdraw
the
gearbox
towards
the
rear
of
the
vehicle
THREE
SPEED
GEARBOX
Dismantling
Drain
the
gearbox
oil
Remove
the
dust
cover
release
the
retainer
spring
and
remove
the
withdrawal
lever
complete
with
release
bearing
from
the
clutch
housing
See
section
CLUTCH
Remove
the
gearbox
bottom
cover
the
speedometer
drive
pinion
assembly
and
the
rear
extension
housing
Take
out
the
cross
shaft
retaining
rings
and
unscrew
the
nuts
securing
the
operating
lever
lock
pins
Use
a
hammer
and
punch
to
drive
out
the
pins
and
withdraw
both
cross
shafts
Fig
F
6
Remove
the
fr
mt
cover
and
withdraw
the
counter
shaft
Lift
out
the
countersbaft
gear
cluster
together
with
the
needle
roller
bearings
and
spacers
Fig
F
7
Remove
the
reverse
idler
gear
shaft
lock
bolt
and
remove
the
shaft
and
the
idler
gear
Fig
F
B
Drive
out
the
pins
securing
the
selector
forks
to
the
selector
rods
Unscrew
the
interlock
plug
and
remove
the
detent
ball
and
spring
Fig
F
9
Remove
the
first
reverse
speed
and
second
third
speed
selector
rods
and
lift
out
the
selector
forks
Withdraw
the
main
shaft
assembly
and
the
drive
shaft
assembly
from
the
gearbox
See
Fig
F
1O
and
F
11
To
dismantle
the
mainshaft
release
the
circlip
from
the
front
of
the
mainshaft
as
shown
in
Fig
F
12
and
remove
the
second
and
third
speed
synchronizer
hub
and
second
speed
gearwheel
Fig
F
13
Remove
the
circlip
securing
the
speedo
meter
drive
gear
and
withdraw
the
gear
together
with
the
ball
and
spacer
Fig
F
14
Remove
the
mainshaft
bearing
using
a
press
Hold
the
rnainshaft
reverse
gear
and
tap
the
shaft
on
a
piece
of
wood
to
release
the
reverse
gear
assembly
together
with
the
first
speed
gearwheel
GEARBOX
Inspection
and
Overhaul
Oean
all
parts
thoroughly
and
examine
the
gearbox
case
and
extension
housing
for
cracks
If
the
joint
faces
are
burred
or
pitted
it
may
be
necessary
to
replace
the
units
if
repair
cannot
be
carried
out
satisfactorily
Remove
any
adhesive
which
remains
on
the
faces
The
rear
extension
housing
bush
should
be
renewed
if
worn
unevenly
Clean
the
bearings
and
dry
with
compressed
air
taking
care
that
the
bearings
do
not
spin
Turn
the
ball
bearings
to
make
sure
that
they
run
smoothly
and
without
play
Replace
the
needle
bearings
if
worn
or
damaged
in
any
way
It
is
advisable
to
renew
the
needle
roller
bearings
after
they
have
been
installed
for
a
considerable
period
as
it
is
difficult
51
Page 60 of 171
THREE
SPEED
GEARBOX
GEARCHANGE
CONTROL
LINKAGE
Fig
F
35
As
previously
described
the
three
speed
gearbox
is
equipped
with
a
steering
column
gearchange
linkage
system
which
incorporates
a
collapsible
control
rod
when
combined
with
the
collapsible
type
of
steering
column
assembly
The
gearchange
linkage
can
be
removed
and
inspected
in
the
following
manner
Remove
the
steering
wheel
Fig
F
36
and
take
off
the
steering
column
shell
cover
Remove
the
turn
signal
and
lighting
switch
Fig
F
37
These
removal
details
can
also
be
found
in
the
section
STEERING
Remove
the
C
washer
I
in
Fig
F
38
and
the
washer
then
remove
the
upper
support
bracket
by
releasing
the
locating
bolt
and
screw
The
control
rod
insert
with
bush
and
return
spring
can
now
be
removed
Remove
the
snap
and
gear
lever
pivot
pin
and
withdraw
the
gearlever
Remove
the
cotter
pin
plain
washer
and
spring
washer
and
disconnect
the
shift
rods
from
the
gear
selector
levers
Fig
F
39
Unscrew
the
bolts
securing
the
lower
support
bracket
and
the
clamp
Remove
the
clamp
and
gear
change
lever
retainer
Remove
the
second
third
speed
selector
lever
the
lower
support
bracket
and
the
first
reverse
selector
lever
from
the
control
rod
Withdraw
the
control
rod
Disconnect
the
gear
change
rods
by
removing
the
cotter
pins
and
remove
the
cross
shaft
bracket
from
the
side
member
Withdraw
the
cross
shaft
assembly
Fig
F
40
Examine
the
components
for
signs
of
wear
and
damage
and
replace
if
necessary
Installation
is
a
reversal
of
the
removal
procedure
noting
the
following
points
Take
care
not
to
strike
or
apply
a
load
to
the
collapsible
type
of
control
rod
or
the
rod
may
be
damaged
The
rod
should
not
be
slack
in
the
axial
direction
when
installed
and
must
be
removed
if
slackness
is
detected
Coat
the
sliding
surfaces
with
grease
before
assembling
them
Acijusting
Set
the
gear
lever
to
the
neutral
position
and
temporarily
connect
the
trunnion
on
the
lower
support
bracket
to
each
rod
Fig
F41
Set
the
rod
on
the
lever
so
that
the
neutral
adjustment
grooves
on
the
upper
surface
of
the
lower
support
bracket
are
aligned
with
the
grooves
on
each
lever
When
the
adjustment
is
completed
operate
the
gear
lever
to
select
each
gear
and
make
sure
that
the
lever
can
be
moved
smoothly
and
positively
AUTOMATIC
TRANSMISSION
Gearchange
control
linkage
The
automatic
transmission
gear
change
control
linkage
can
be
removed
in
a
similar
manner
to
the
three
speed
gearbox
linkage
Carry
out
the
operations
previously
described
under
the
relevant
heading
as
far
as
the
removal
of
the
gear
lever
and
proceed
as
follows
Disconnect
the
upper
selector
rod
from
the
selector
lever
by
removing
the
cotter
pin
plain
washer
and
lock
washer
See
Fig
F
42
Remove
the
speed
range
position
plate
the
snap
ring
at
the
lower
end
of
the
control
rod
and
unscrew
and
remove
the
lower
support
bracket
Release
the
locking
screw
and
with
draw
the
selector
lever
assembly
Withdraw
the
control
rod
disconnect
the
selector
rods
and
remove
the
cross
shaft
bracket
and
cross
shaft
assembly
Clean
all
parts
and
repair
or
renew
any
part
which
is
worn
or
damaged
Installation
is
a
reversal
of
the
removal
procedure
noting
the
following
points
Coat
all
the
sliding
surfaces
with
chassis
grease
prior
to
assembling
Set
the
converter
side
lever
and
the
gear
lever
in
the
neutral
position
Install
the
upper
selector
rod
to
the
selector
lever
and
adjust
the
gear
position
plate
to
give
a
clearance
of
0
5
I
Omm
0
02
0
04
in
between
the
selector
lever
stop
pin
and
the
position
plate
The
adjustment
can
be
obtained
by
turning
the
selector
rod
adjusting
nuts
Finally
tighten
the
nuts
on
each
side
of
the
trunnion
S9
Page 64 of 171
Propeller
Shaft
and
DIfferentIaJ
DESCRIPTION
PROPELLER
SHAFT
DIFFERENTIAL
Removal
and
Dismantling
DIFFERENTIAL
Assembly
and
Adj
Jstment
DIFFERENTIAL
Installation
DIFFERENTIAL
Estate
car
and
van
TOOTH
CONTACT
PATTERN
Checking
DESCRIPTION
The
tubular
steel
propeller
shafts
are
shown
in
Fig
G
1
The
shaft
is
connected
to
the
drive
pinion
flange
by
a
yoke
flange
at
the
rear
and
to
the
transmission
output
shaft
by
a
splined
yoke
sleeve
at
the
front
The
Datsum
I800ce
station
wagon
and
van
has
a
three
section
shaft
in
contrast
to
the
two
piece
shaft
used
on
the
other
models
covered
by
this
manual
The
differential
carrier
houses
a
hypoid
bevel
gear
assembly
Although
this
manual
contains
dismantling
and
adjustment
procedures
for
the
differential
assembly
it
must
be
pointed
out
that
only
workshops
with
specialized
tools
and
equipment
will
be
able
to
carry
out
the
work
involved
PROPELLER
SHAFT
Removal
1
Release
the
hand
brake
jack
up
the
vehicle
at
the
fear
and
support
it
on
stands
2
Loosen
the
clamps
and
turn
the
pre
silencer
to
the
left
saloon
only
3
Remove
the
adjuster
nut
from
the
handbrake
cable
rear
adjuster
and
disconnect
the
left
hand
cable
Saloon
only
Remove
the
bolts
securing
the
centre
bearing
bracket
1800
cc
stati
n
wagon
4
Disconnect
the
fear
flange
from
the
rear
axle
flange
With
draw
the
propeller
shaft
to
the
rear
away
from
the
gear
box
mainshaft
Take
care
that
the
shaft
is
not
dropped
during
removal
or
the
balance
of
the
shaft
may
be
altered
5
Plug
the
gearbox
rear
extension
to
prevent
the
loss
of
oil
PROPELLER
SHAFT
Dismantling
and
Inspection
Oean
all
components
and
mark
them
before
dismantling
so
that
they
can
be
reassembled
in
their
original
positions
Correct
reassembly
is
most
important
otherwise
the
balance
of
the
shaft
may
be
affected
Remove
the
four
snap
rings
from
the
journal
assembly
and
withdraw
the
needle
bearing
cap
by
tapping
the
yoke
with
a
wooden
mallet
The
wear
on
the
spider
journal
diameter
must
not
exceed
0
15mm
0
006
in
the
standard
size
of
a
new
journal
is
14
7mm
0
579
in
Check
the
spider
seal
rings
and
replace
them
if
necessary
The
radial
backlash
of
the
sleeve
yoke
splines
to
gearbox
splines
should
not
exceed
0
5mm
0
002
in
Renew
the
sleeve
yoke
if
the
figures
are
in
excess
of
the
specified
value
E
Mount
the
shaft
between
the
centres
of
a
suitable
fixture
and
use
a
dial
gauge
to
check
that
the
run
out
of
the
shaft
does
not
exceed
0
6mm
0
024
in
at
the
centre
of
the
tubular
portion
The
shaft
can
only
be
straightened
with
a
hydraulic
press
it
is
advisable
however
to
renew
the
shaft
if
the
run
out
is
excessive
Check
that
the
dynamic
balance
of
the
shaft
does
not
exceed
15
grm
cm
0
208
oz
in
at
4000
r
p
m
PROPELLER
SHAFT
Assembly
and
11Istallation
r
Assembly
and
installation
is
a
reversal
of
the
removal
and
dismantling
procedures
not
the
following
points
Grease
the
needle
rollers
with
wheel
bearing
grease
before
placing
them
into
the
bearing
race
Lubricate
all
splines
with
gear
oil
Adjust
the
journal
radial
end
float
to
within
0
02mm
0
0008
in
using
a
suitable
snap
ring
Snap
rings
are
available
in
eight
thicknesses
from
2
00mm
0
079
in
to
2
14mm
0
084
in
and
are
colour
coded
as
detailed
in
Technical
Data
at
the
end
of
this
section
DIFFERENTIAL
Removal
Saloons
with
independent
rear
suspension
Remove
the
hand
brake
rear
cable
remove
the
propeller
shaft
and
drive
shafts
as
described
in
their
relevant
sections
2
Support
the
differential
with
ajack
and
remove
the
nuts
securing
the
differential
mounting
crossmemb
er
Fig
G
3
3
Remove
the
bolts
holding
the
differential
to
the
suspension
member
Withdraw
the
differential
and
jack
to
the
rear
4
Support
the
suspension
member
with
a
stand
to
prevent
the
mountings
from
becoming
twisted
or
damaged
DIFFERENTIAL
Dismantling
Before
dismantling
place
the
carrier
assembly
in
a
suitable
mounting
stand
or
special
stand
ST
06270001
and
carry
out
preliminary
checks
as
follows
Check
the
tooth
contact
pattern
of
the
crownwheel
and
pinion
by
applying
lead
oxide
to
three
or
four
teeth
of
the
crownwheel
Turn
the
crownwheel
several
times
to
obtain
an
impression
of
the
tooth
contact
pattern
Check
the
backlash
between
the
teeth
of
the
crownwheel
and
pinion
using
a
dial
gauge
The
backlash
should
be
within
0
10
0
20mm
0
004
0
008
in
63
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 107 of 171
inter
jjiC@
V
6iIiIIlli
I
Ii
r
f
r
7
r
Y
t
I
10
1
L
u
N
c
I
F
ll
L
2S
The
handbrake
mbly
Fig
L
27
Front
handbrake
cable
attachment
nuts
e7
rl
A
I
r
I
r
J
i
I
f
I
I
I
of
II
J
F
F
ll
L29
Balance
lever
Estate
ClU1l
and
Vans
F
ll
L
30
AdjWltins
the
handbrake
cable
Estate
ClU1l
106
J
ei
Fig
L
26
Removing
the
lock
plates
see
text
I
7
I
i
1
@
i
1
0
1
e
V
O
V
I
r
r
if1
1i
cl
t
Ji
Y
a
t
3
F
ll
L
28
Rear
cable
layout
1800
C
c
SatOOWl
ok
pedat
height
H
87
mm
7
362
in
202
mm
7
953
ill
Jltznual
transmission
AutomItic
transmission
y
Brake
pedal
full
stroke
L
141
0149
mm
5
55
to
5
86
in
Brake
pedal
p
tJv
P
5
to
15
mm
0
2
to
0
6
ilL
Fig
L
31
Brake
pedal
adjWltment
1400
and
1600
c
c
models
l
car
Ll
1
f
1
J
111
I
l
j
u
n
l
71
t
i1
Unit
mfll
in
1
Push
rod
adjusting
scrt
W
2
Ptdlz
stop
3
Brake
Iilmp
switch
4
Clevis
pin
Fig
L
32
Brake
pedaladjWltment
800
c
c
models