wheel alignment DATSUN 510 1969 Service Repair 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

h
W

and

connecting
rod
assemblies
Use
a

piston
ring

compressor
to

install
the

pistons
through
the

top
of
the

cylbder
bore
Make

sure
that
the

pistons
and

rings
and
the
cylinder
bores
are

lubricated
with
clean

engine
oil
The

pistons
should
be

arranged

so
that
the
F

mark
faces
to

the
front
and
with
the

piston

ring

gaps
positioned
at
1800
to
each
other
Each
piston
must

be
refitted

into
its

original
bore

NOTE

Single
inlet
valve

springs
are
used
on

the
1400
cc

engine
double

valve
springs
are
used
on
the
1600cc

and
1800
cc

engines

Screw
the
valve
rocker

pivots
with
the
locknuts
into
the

pivot
bushing
Set
the
camshaft

locating
plate
and
install
the

camshaft
in
the
cylinder
head
with
the

groove
in
the

locating

plate
directed
to

the
front
of
the

engine
Install
the
camshaft

sprocket
and
tighten
it

together
with
the
fuel

pump
earn
to
a

torque
reading
of
12
16

kgm
86
116
IbJt
a
eck
that
the

camshaft
end
play
is
within

the
specified
limits
Install
the

rocker
arms

using
a
screwdriver
to

press
down
the
valve

springs

and
fit
the
valve
rocker

springs

Gean
the

joint
faces
of
the

cylinder
block
and
head

thoroughly
before

installing
the
cylinder
head
Turn
the
crank

shaft
until
the
No
1

piston
is

at
T
D
C
on
its

compression
stroke

and
make
sure
that
the
camshaft

sprocket
notch
and
the

oblong

groove
in
the
locating
plate
are

correctly
positioned
Care

should
be
taken
to
ensure
that
the
valves
are

clear
from
the

heads
of
the

pistons
The
crankshaft
and
camshaft
must
not
be

rotated

separately
or
the
valves
will
strike
the
heads
of
the

pistons
Temporarily
tighten
the
two

cylinder
head
bolts
1
and

2
in

Fig
A
37
to
a

torque
reading
of
2

kgm
14
5
lb
ft

Fit
the
crankshaft

sprocket
and
distributor
drive

gear
and

install
the
oil
thrower
Ensure
that
the

mating
marks
on
the

crankshaft

sprocket
face
towards
the
front
Install
the

timing

chain

making
sure
that
the
crankshaft
and
camshaft

keys
are

XJinting
upwards
The
marks
on
the

timing
chain
must
be

aligned
with
the
marks
on
the

right
hand
side
of
the
crankshaft

and
camshaft

sprockets
It
should
be
noted
that
three
location

holes
are

provided
in
the
camshaft

sprocket
See

Fig
A
38
The

camshaft

sprocket
being
set
to
the
No
2
location
hole

by
the

manufacturers
A
stretched
chain
will
however
affect
the

valve

timing
and
if
this
occurs
it
will
be

necessary
to
set
the
camshaft

to
the
No
3
location
hole
in
the
camshaft

sprocket
The
chain

can

be
checked

by
turning
the

engine
until
the

No
1
piston
is

at
T
D
C
on
its

compression
stroke
In
this

position
adjustment

will
be

required
if
the
location
notch
on

the
camshaft

sprocket

is
to
the
left
of
the

groove
on
the
camshaft

locating
plate
as

shown
in
the
illustration
The
correction
is
made

by
setting
the

camshaft
on

the
No
3
location
hole
in
the
camshaft

sprocket

the
No
3
notch
should
then
be
to
the

right
of
the

groove
and

the
valve

timing
will
have
to

be
set

using
the
No
3

timing
mark

Install
the
chain

guide
and
chain
tensioner
when
the
chain

is
located

correctly
There
should
be
no

protrusion
of
the
chain

tensioner

spindle
See

Fig
A
39
A
new
tensioner
must
be

fitted
if
the

spindle

protrudes

Press
a
new
oil
seal
into
the

timing
cover
and
fit
the
cover

into

position
using
a
new

gasket
Apply
sealing
compound
to

the
front
of
the

cylinder
block
and
to
the

gasket
and
to
the

top

of

the

timing
cover

Ensure
that
the
difference
in

height
between

the

top
of
the

timing
cover
and
the

upper
face
of
the

cylinder

block
does
not

exceed
0
15
mm
0
006
in
Two
sizes
of

timing

cover
bolts
are

used
the
size
M8
0
315
in
must

be
tightened

to

a

torque
reading
of
1
0
1
6

kgm
7
2
17
Ib
ft
and
the
size
M6
0
236
in
to
a

torque
reading
of
0
4
0
8

kgm

2
9
81b
ft

Install
the
crankshaft

pulley
and
water

pump
tighten
the

pulley
nut
to
a

torque
reading
of

12
16

kgm
86
8
115
7Ib
ft

then
set

the
No
1

piston
at
T
D
C
on
its

compression
stroke

Finally
tighten
the

cylinder
head
bolts
to
the

specified

torque
reading
in
accordance
with
the

tightening
sequence
shown

in

Fig
A
3
The
bolts
should
be

tightened
in
three

stages
as

follows

First

stage

Second
stage

Third

stage
4

kgm
28
9
lbJt

6

kgm
43
4
IbJ
t

6
5
85

kgm
47
0
61
5lb
ft

The

cylinder
head
bolts
should
be

retightened
if

necessary

after
the

engine
has
been
run
for
several
minutes

Install
the
oil

pump
and
distributor
drive

spindle
into
the

front
cover
as
described
under

Engine
Lubrication

System

r
rf

i

Install
the
fuel

pump
water
inlet
elbow
and
front

engine

slinger
Fit
the
oil
strainer
into
position
coat
the
oil

sump

gasket
with
sealing
compound
and
fit
the

gasket
and
oil
sump

to
the

cylinder
block

Tighten
the
oil

sump
bolts
in
a

diagonal

pattern
to

a

torque
reading
of
0
6
0
9

kgm
4
3
6
5
IbJt

Adjust
the
valve
clearances
to
the

specified
cold

engine

ftgures
following
the

procedures
described
under
the

appropriate

heading
Final

adjustments
will

be
carried
out
after
the

engine

has
been
assembled

completely
and
warmed

up
to

its
nonnal

temperature

Install
the
rear

engine
slinger
exhaust
manifold
and
inlet

manifold
Refit

the
distributor
and
carburettor
assemblies
as

described
in
their
relevant
sections

Install
the
fuel

pipes
and

vacuum
hose

making
sure
that

they
are

securely
cl

ped
Refit

the
thermostat

housing
thermostat
and
water
outlet

together

with
the

gasket
Bond
the
rocker
cover

gasket
to
the
rocker

cover

using
sealant
and
fit
the
rocker
cover
to
the

cylinder

head

Install
the
spark
plugs
and
connect
the

high
tension
leads

Fit
the
left
hand

engine
mounting
bracket
and
install
the
clutch

assembly
using
the

alignment
tool
ST20600000
to
fit
the
clutch

to
the

flywheel
as
described
in
the
section
ClUfCR

Lift

the
engine
away
from
the

mounting
stand
and
into

the

engine

compartment
Install
the
alternator
bracket
adjusting

bar
alternator
fan

pulley
fan
and
fan
belt
in
the
order

given

Check
the
tension
of
the
fan
belt

by
depressing
the
belt
at
a

point
midw

y
between
the

pulleys
The

tension
is
correct
if

the
belt
is
deflected

by
8
12
mm
0
3
0
4
in
under
thumb

pressure

Fit
the

right
hand
engine
mounting
bracket
the
oil
filter

oil

pressure
switch
oil
level

gauge
and
water

drain
plug
Take

care
not
to

overtighten
the
oil
nIter
or

leakage
will
occur

Fill
the

engine
and

gearbox
to
the
correct
levels
with

recommended
lubricant

and
refill
the

cooling
system
Adjust

the

ignition
timing
and
carburettor
as
described
in
the

appro

priate
sections

17

Clutch

DESCRIPTION

CLUTCH
Removal
and

Dismantling

CLUTCH
Inspection
and

Adjustment

CLUTCH
Installation

CLUTCH
PEDAL
Removal
and
Installation

DESCRIPTION

Either
a

diaphragm
spring
or

coil

spring
type
clutch

is

fitted
to

the
vehicle
The

component
parts
of
the

diaphragm

spring
clutch
are
shown
in

Fig
E
l
and
the

component
parts

of
the
coil

spring
clutch
are
shown
in

Fig
E
2

The
clutch
is
of
the

single
dry
plate
type
consisting
of

the
drive

plate
clutch
coveT
and

pressure
plate
and
release

bearing

The
driven

plate
comprises
a

flexible
disc
and

splined
hub

which
slides
on
the

clutch
shaft
Friction
linings
are

rivetted
to

both

sides
of
the
disc

The
clutch
cover

and

pressure
plate
are
combined

by
nine

spring
setting
bolts
The

diaphragm
is
dished
to

maintain
a

constant

pressure
on
the

pressure
plate
which
in
turn
holds

the
driven

plate
in
contact
with
the

flywheel
The
release

bearing

is
a
sealed

type
ball

bearing
mounted
on
a

bearing
sleeve
Both

bearing
and
sleeve
are
operated

by
the
withdrawalleveT
when

the
clutch

pedal
is

operated

The
clutch

pedal
actuates
a
master

cylinder
which
transmits

fluid

under

pressure
to
a
slave

cylinder
The
movement
of

the

slave

cylinder
piston
operates
the
clutch
withdrawal
lever
via

a

push
rod
See

Fig
E
14

CLUTCH
Removal
and

Dismantling

The

gearbox
must

be
removed
from
the
vehicle
before

the
clutch
can

be
withdrawn
The

procedures
for

removing
the

gearbox
can
be
found
in
the
section
GEARBOX

If
a

diaphragm
clutch
is
fitted
insert
a

spare
clutch
shaft

or
a

special
alignment
tool
ST20600000
into
the

splines
of

the
driven

plate
So
that
the
dutch
is

supported
Slacken
the

six
bolts

securing
the
clutch
cover
to
the

flywheel
by
a
single

turn
at
a
time
and
in
a
diagonal

pattern
until
the

spring

pressure

is
relieved
Remove
the
bolts

completely
and
lift

away
the

clutch

assembly

When

removing
the
coil

spring
type
clutch
it
will

be

necessary
to
insert
suitable
hooks

under
the
release
levers
to

restrain
the
tension
of
the
clutch

spring
before

removing
the

clutch
cover
lx
llts

Ensure
that
the
friction

linings
of
the
driven

plate
do
not

become
comtaminated
with
oil
or

grease
when
removing
the

plate
from
the

splined
shaft

Diaphragm
clutch

The
clutch
cover
and

pressure
plate
assembly
should
not

be
dismantled
and
must
be

replaced
if
wear
or

damage
has

occurred
Make
sure
that
the
friction
face
of

the

pressure
plate
CLUTCH
PEDAL
Adjusting

CLUTCH
MASTER
CYLINDER

CLUTCH
SLAVE
CYLINDER

CLUTCH
WITHDRAWAL
LEVER

Adjusting

CLUTCH
SYSTEM

Bleeding

is
perfectly
flat
and
smooth

Coil

spring
clutch

A

special
tool
No
ST200S0000
is
available
to
ensure

that

the
clutch
can
be
dismantled
and

accurately
reassembled
The

tool
shown
in

Fig
E
3
consists
of
a
Base

plate
I
Centre

spigot
2
Distance

pieces
3

Height
gauge
4
Operating
lever

5

Securing
bolts
6

A
chart
is
included
to
indicate
the
various

parts
to
be
used

for
each

type
of
clutch

To
dismantle
the
clutch
place
the
distance

pieces
on

the

base
plate
as
shown
and

arrange
the
clutch
cover
on
the
base

plate
so
that
the
cover
holes
coincide
with
the
threaded
holes

in
the
base

plate
Insert

the

securing
bolts
provided
in
the
kit

and

tighten
them
gradually
and

evenly
in
a

diagonal
pattern

until
the
cover
is

firmly
attached
to
the
base

plate
Mark
the

clutch
cover

the

pressure
plate
lugs
and
the
release
levers
with

a

centre

punch
so
that

they
can

be
reassembled
in
their
original

positions

Remove
the

restraining
hooks
from
the
release
levers
and

unscrew
the
three
nuts
from
the

eye
bolts
Slowly
release
the

pressure
on
the
clutch
coil

springs
by
unscrewing
the
bolts

securing
the
cover
to
the
base

plate
and
lift
off
the
cover

springs

and

pressure
plate

CLUTCH

Inspection
and
Adjustment

Use
a
solvent
to
clean
the
dismantled

parts
with
the

exception
of
the
disc

linings
and
the
release

bearing

Check
the
clutch
cover

diaphragm
spring
and

pressure

plate
assembly
for
wear
or

damage
and
renew
the

complete

assembly
if

necessary
The

pressure
plate
on
the
coil

spring

clutch
can
be

lapped
if
necessary
as
described
below
Ensure

that
the
disc
rivets
are
not
loosened
and

inspect
the

linings
for

contamination
Grease
or
oil
should
be
removed
and
the

linings

dressed

using
a
wire

brush

Check
the
disc
for

run
ut

using
a
dial

gauge
as
shown
in

Fig
E
4
Position
the
dial

gauge
at
a

point
approximately
9Smm

3
74
in
from
the
centre
of
the
disc
and
check
that
the
run

out
does
not

exceed
the
permissible
limit
of
0
5
mm

0
02in

A
slight
deflection
can
be
corrected

by
hand

pressure
with

the
disc
mounted
on
the

gearbox
shaft

The
disc
must
be
renewed
or
relined
if
the
height
of
the

linings
above
the
rivets
is
less

than
0
3mm
0
012
in

Replace

the
bearing
sleeve
if
it
shows

signs
of
wear
at

the
point
of

contact
with
the
withdrawal
lever

Replace
the
release

bearing

if

grease
is

leaking
from
it
or
if
it
is

noisy
when
turned

43

Front

SuspensIon

DESCRIPTION

WHEEL
HUBS

WHEEL
BEARINGS

Adjusting

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY

DESCRIPTION

The
front

suspension
is
of
the
strut

type
with
the
coil

spring
and

hydraulic
damper
units
mounted
on
the

suspension

member
and
transverse
link

assembly
See

FigJ
1

Vertical
movement
of
the

suspension
is
controlled

by

the
strut

assembly
the
tension
rod
absorbs
the
forward
and

backward
movement
of
the
transverse
links
whilst
side
move

ment
of

the

body
is
controlled

by
the
stabilizer
rod
which
is

attached
to
the

body
and
transverse
links

WHEEL
HUBS
Removal

1
Jack

up
the
vehicle
remove
the
road
wheel
and
disconnect

the
brake
hose
at
the
strut
outer

casing
bracket
as

described
under
the

previous
heading
Plug
the

opened
end

of

the
hose
to

prevent
loss
of
fluid

2
Remove

the
brake

calliper
assembly
or
the
brake
drum

as
described
in

the
section
BRAKES

3
Remove
the

grease

cap
from
the
hub

by
tapping
lightly
at

the

joint
using
a
screwdriver
and
hammer

4
Withdraw
the
cotter

pin
from
the
wheel

bearing
locknut

and
remove
the
nut
Remove
the
wheel
hub

together
with

the
wheel

bearing
and
washer

Fig
J
2

On
cars
fitted
with
disc
brakes
the
hub
is
removed

complete

with
brake
disc

5
The
wheel

bearing
outer
race
can

be
removed
from

the
hub

using
a
drift
as
shown
in

Fig
I
3

WHEEL
HUBS

Inspection
and
Overhaul

Gean
the
hub

and

bearings
by
washing
in

petrol
Examine

the

grease
seal
and
make
sure
that
it
is
not
worn
or
cracked

renew
the

seal
if

necessary
Ensure
that
the
races
are
not

pitted

or
scored
rotate
them
and
check
for

signs
of
wear
and

play

A
sectional
view
of

the
wheel

bearing
assembly
is

given
in

Fig

14
to

provide
an
indication
of
the

points
to
be
checked

WHEEL
HUB
AND
BEARING
Installation

The
wheel

bearing
outer
race
can
be
refitted
with
a
suitable

drift
or

special
tool

ST
35310000

Fill
the
wheel
hub
and
the
hub

cap
to
the

positions
shown

in

Fig
J
5
with
multi

purpose
grease

Fill
the

spaces
between
the

bearing
rollers
and
the

lip
of

the

grease
seal
with
the
same

type
of

grease
Lightly
smear

the

spindle
shaft
and
threads
the

bearing
washer
and

bearing
lock
SPRING
AND
STRUT
ASSEMBLY

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT

FRONT
WHEEL
ALIGNMENT

ADJUSTING
THE
STEERING
ANGLE

nut

with

grease
and
assemble
the

parts
onto
the
wheel

spindle

Make
sure
that
dirt
and

foreign
matter
does
not
adhere
to

the

greased
surfaces

Adjust
the
wheel

bearings
as
described
under
the

following

heading

WHEEL
BEARINGS

Adjusting

The
wheel

bearings
can
be

adjusted
with
the
road
wheel

the
hub

cap
and
the

bearing
locknut
cotterpin
removed
as

previously
described

Tighten
the
wheel

bearing
locknut
to
a

torque
reading
of

3
0
3
5

kgm
21
7

25
3lb
ft
Turn
the
hub
several
times
in

each
direction
to

settle
the

bearing
and
then
retighten
the

bearing
locknut
to
the

specified

torque
reading

Slacken
the

bearing
locknut
to

an

angle
between
40
to
700

a

ay
from
the

previously
tightened
position
and

align
the
cotter

pin
hole
with

the
hole
in
the
spindle
Turn
the
wheel
hub
a
few

times
in
each
direction
and
then
measure
the

torque
required

to
cause

the
hub
to

turlI
A

spring
balance
should
be
used
as

shown
m

Rig
J

p
make
sure
that
the
brake

pads
are
not

binding

on
the
disc

type
of
brake
unit
and
check
that
the
force

required

to
turn

the
hub
is
within
the
following
fIgures

Wheel

bearing
rotation

starting
torque

1800ce
With
new

bearing
7

0

kg
cm
97
in
oz

1400
1600cc
With
new

bearing
8
0

kg
cm
111
2

in
oz

With
used

bearing
4
0

kg
cm

56
0
in
oz

Starting
torque
at

the
hub
bolt

lWth
new

bearing

ith
used

bearings
1
57

kg
3
46
lb

0
7

kg
1
541b

Adjust
the
locknut

slightly
if
the

fIgures
do
not
conform
and

replace
the

cotterpin

Refit
the
hub
cap
and
the
road
wheel

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY
Removal

Jack

up
the
front
of
the
vehicle
and

place
stands
under

the
ront
side
members

Remove
the
road
wheels
and
the

splash
board

3
Disconnect
the
front
brake
hoses
and
remove
the
brake
hose

locking

springs
Withdraw
the

plates
and
remove
the
hoses

from
the
strut

assembly
Plug
the
ends
of

the
hoses
to

prevent
the
ingress
of
dirt
and
loss
of
fluid

4
Remove

the
cotter

pin
from
the
tie
rod
ball

joint
remove

83

the
castle
nut
and
detach
the
tie
rod
from
the
knuckle
arm

5
Remove
the
tension
rod

securing
nuts

Fig
J
7
remove

the
bolts
and
withdraw
the
tension
rod
Withdraw
the
nut

shown
arrowed
in

FigJ
8
and
remove
the
stabilizer

6

Support
the

engine
with
suitable

lifting
tackle
so
that

the

engine
mounting
bolts
can

be
removed
and
the

suspension

crossmember
detached
from
the

engine
FigJ
9

7
Place

ajack
under
the
crossmember
Remove
the
bolts

indicated
in

Fig
J
IO
and

separate
the
crossmember
from

the

body

8
Remove
the
strut

assembly

upper
attachment
self

locking

nuts
at
both
sides
Fig
J
ll

and
lower

the
front

suspension

assembly
to
remove
it
from
the
vehicle

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY
Installation

Installation
is
a
reversal
of

the
removal

procedure
noting

the

following
points

Make
sure
that
all
rubber

parts
are
free
from
wear
and

deterioration

Any
part
of

the
suspension
assembly
which
has

been

damaged
or
distorted
must
be

replaced
The
front
wheel

alignment
should
be
checked
after

completing
the
installation

a
brief

description
is

given
at
the
end
of
this
section
Camber

and
castor

angles
are

preset
and
cannot
be

adjusted

SPRING
AND
STRUf
ASSEMBLY
Removal
and
Installation

The
strut

assembly
consists
of
the
outer

casing
piston
rod

piston
rod

guide
and
cylinder
etc
An

exploded
view
of
the

components
is

given
in

Fig
J
12

The
inner

components
must

be
replaced
as
a

complete

assembly
Replacement
and
overhaul

procedures
for

the
inner

components
together
with
the
removal
of
the
front

springs

should

only
be
carried
out

by
a
specialist
Datsun

workshop

The
strut

assembly
can
be
removed

prior
to

dismantling
by

following
the

procedures
outlined
below

Jack

up
the
front
of
the
vehicle
and

support
it
on
stands

2
Disconnect
the
brake
hose
from
the
strut

assembly
bracket

as

previously
described
under
the

heading
FRONT
AXLE

and
SUSPENSION
ASSEMBLY
Removal

3
Remove
the
stabilizer
bar
and
tension
rod
from
the
trans

verse
links
Loosen
and
remove

the
knuckle
arm

fixing

bolts

Fig
J
9
And

separate
the

strut
assembly
from
the

ball

joints

4
Remove
the
strut

assembly

upper
attachment
self

locking

nuts

Fig
J
11
and
withdraw
the
strut

assembly
from

the

body
Fig
J
13

Installation
is
a
reversal
of
the
removal

procedure
Ensure

that
the
bolts
are

tightened
to

the
specified
torque
readings

given
under
TIGHTENING

TORQUES
SPRING
AND
STRUT
ASSEMBLY

Dismantling
and

Assembly

Care
must
be
taken
when

dismantling
the
assembly
to

ensure

that
aU

parts
are
maintained
in
a
clean
condition

Clamp
the

suspension
strut

assembly
in
a
vice
and
fit
the

special
attachment
ST
2770000
I
to
the
lower
end
of
the
strut

Prise
off
the
dust
cover

snap
ring
Use
the
coil

spring
compressor

ST
35650001
to

slightly

compress
the

spring
Remove
the
self

locking
nut
and
take
off
the
mounting
insulator
thrust
bearing

spring
seat
and

bump
rubber
Slacken
the

spring
compressor
and

remove

the

spring
Push
down
the
shock
absorber

piston
until
it

bottoms
and
remove

the

gland
packing
with
the

special
tool

ST
35500001

Fig
J
14
Remove
the
O

ring
from
the

piston

rod

guide
and
lift
out

the
piston
rod
and

cy
linder

assembly

00
NOT

separate
the

piston
and

cylinder
which
are
serviced

as
a

complete
assembly
Drain
all
fluid
from
the

suspension
unit

and
shock
absorber

assembly
Wash
all

parts
thoroughly
not

rubber

parts
in

petrol
or
a
suitable
solvent

The

gland
packing
and
0

ring
must
be
renewed
at

each

overhaul

Always
refill
with
the
correct

grade
of
fresh
oil
in

accordance
with
the
information
in
the
table
below

ATSUGI
KAYABA

Part
No

54302
UO
100

UOl10
325
cc
332
cc

54302
3
U0500
1

54302
N
1200
325
cc
300
cc

The
oil

quantity
is
extremely
critical
as
it
will
affect

the

damping

power
of
the
shock
absorber

To
assemble
fit
the
rubber
O

ring
on
the

top
of
the

piston

rod
and
refit
the

gland
packing
Take
care
that
the
oil
seal
does

not
become

damaged
during
the
latter

operation
Lift
the

piston

rod

up
by

approximately
90
mm
3
5
in
before

tightening
the

gland
packing
to
facilitate

bleeding
then

tighten
the
packing

to
a

torque
reading
of
7
13

kgm
51
94Jb
ft
Bleed
the

shock
absorber
by
pumping
the

piston
rod

up
and
down
until

the

pressure
is
the
same

in
both
directions

Position
the
coil

spring
bump
rubber

spring
seat
and
dust

cover
on
the

top
of
the

piston
rod
The

piston
rod
must
be
in

the

fully
extended

position
Compress
the

spring
fit
the
strut

mounting
insulator
and

bearing
assembly
Tighten
the
self

locking
nut
to
a

torque
reading
of

6
7
5

kgm
43
541b
ft

SPRING
AND
STRUT
ASSEMBLY
Installation

Installation
is
a
reversal
of

the
removal

procedure

Thoroughly
grease
the

parts
marked
in

Fig
J
15
Tighten
the

fixing
bolts
to
the

torque
readings
given
in
TIGHfENING

TORQUES

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT
Removal

The
transverse
link
with
rubber

bushing
is
connected
to

the

suspension
crosSlTIember

by
a

mounting
bolt
as
shown
in

Fig
J
11
and
to

the
strut

assembly
via
the
lower
ball

joint

87

Removal
from
the
vehicle
can
be
carried
out
in
the

following

manner

Jack

up
the
front
of
the

vehicle
and
support
it
on
stands

2
Remove
the
stabilizer
bar
and
tension
rod
from

the

transverse
link
as

previously
described
Remove
the
knuckle

arm

fixing
bolts
and

separate
the
ball

joint
from

the
strut

asse
m

bly

3
Remove
the
transverse
link

mounting
bolt

Fig
J
16
and

detach
the
transverse

link
from

the
suspension
member

Remove
the
cotter

pin
from
the
knuckle
arm
castle
nut

and
remove
the
knuckle
arm
from
the
ban

joint
Unfasten
the

ball

joint
securing
nut
and
withdraw
the
ball

joint
from
the

transverse
link

r
The

bushing
can

be
withdrawn
from
the
transverse
link

using
a

press
and
the

special
tools
shown
in

Fig
J
17

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT

Inspection

The
transverse
link

bushing
is
shown
in
Fig
J
18
If
the

rubber
and
inner
tube

joints
are
melted
or
cracked
the

complete

transverse
link

assembly
must
be

replaced

The
ban

joint
cannot
be
dismantled
and
should
be

replaced

if
the
dust
cover

is

split
or
if
the
axial

play
of
the

joint
exceeds

1
0
mm
0
039
in
Oleck
the
axial

play
with
a

spring
balance

The
force

required
at

the

cotterpin
hole
pOsition
is
between

6
6
1
I
3

kg
15
25
lb

Lubricate
the
ball

joint
with
multi

purpose
grease
every

50
000
km
30
000
miles
or
two

year
whichever
comes
first

A
grease

nipple
must

be
installed
in

place
of
the

plug
See

Fig
J
19
and
the
old

grease
completely
replaced
If
a

high

pressure
grease
gun
j
used
make
sure
that
the

grease
is

injected

slowly
and
is
not
forced
out

through
the

joint
clamp

Remove
the
grease

nipple
and

replace
the

plug

TRANSVERSE
LINK
AND
BALL
JOINT
Installation

Installation
is
a
reversal
of

the
removal

procedure
noting

the
following
points

Remove
all
rust
from
the
transverse
link

bushing
interior

with
a

piece
of

emery
cloth
The

bushing
and
transverse
link

bore
should
be
wetted
with

soapy
water
so
that
the

bushing

can
be
more

easily
inserted

Fit
the

bushing
into
the
transverse

link

using
the

special

tool
ST
36700000

Adjust
the

bushing
inner
tubes
so
that
the

distances
from
the
transverse
link
collar
ends
are

equal
at
both

sides

88
Install
the
lower

ball

joint
on
the
transverse
link
and

tighten
the
installation
bolt
to
a

torque
reading
of
1
9

5kgm

14
18Ib
ft

Oean
the
knuckle
arm
and
the
ball

joint
stud
install
the

knuckle
arm
on
the
ball

joint
and

tighten
the
castle
nut
to
a

torque
reading
of
5
5
74

kgm
4o
53Ib
ft
fit
the

cotterpin

and
bend
it
over

Apply
sealing
agent
over
the
ball

joint
castle

nut
to

prevent
the
formation
of
rust

Locate
the
knuckle
arm
beneath
the
strut

assembly
and

tighten
the

mounting
bolts
to
a

torque
reading
of
4
9

63kgm

35
46Ib
ft
Make
sure
that
the
shorter
of
the
bolts
is
fitted

at
the
front

Install
the
transverse
link
on
the

suspension
crossrnember

and

temporarily
tighten
the
mounting
bolts
Make
sure
that
the

nut

faces
the
front
of

the
car
and
not

the
bolt
head
Fit
the

tension
rod
and
stabilizer
bar

Lower
the
vehicle
and
remove
the

jack
Tighten
the
trans

verse

link

mounting
bolts
to
a

torque
reading
of
9
0
10
0

kgm

65
72
Ib
ft
with
the
vehicle
unladen

FRONT
WHEEL
ALIGNMENT

The
castor

and
camber

angles
are

preset
and
cannot

be

adjusted
If
the

angles
do
not

conform
with
the

fIgures
in

Techni
al
Data
then
a
check
must
be
made
for

damage
to
the

uspenSlon
system
Wheel

alignment
is
carried
out
with
the

tyres

mflated
to
the
correct

pressures
and
with
the
vehicle
on
a
level

surface
The
toe

in
should
be
checked
and

adjusted
if

necessary

by
slackening
the
locknuts

FigJ
20

and

turning
the

track
rods

by
an

equal
amount

until
the
correct
toe
in
is
achieved
The

standard

length
between
the
ball

joints
is
309
5
mm

12
19
in

for
the
1400
and
1600
cc
models
and
105
5
mm
4
14
in
for

the
1800
cc

models

ADJ
USTING
THE
STEERING
ANGLE

The

steering
angle
at
the
full
lock

positions
must
be

checked
with
the
front
wheels

placed
on
a
turntable

Adjust

ment
can
be
made

changing
the

length
of

the
stopper
bolt

shown
arrowed
in

FigJ
21
The
clearance
between
the

tyre

and
tension
rod
should
be
30
mm

1
181
in
or
more
and
can

be
increased
if

necessary
by
extending
the
length
of
the

stopper

bolt
The
bolt

length
should
not
exceed
27
5
mm
1
083
in

when
the
adjustment
is

completed

Steering
angle
figures
are

given
in
Technical
Data

at
the

end
of
this
section

TechnICal
Data

FRONT
WHEEL
ALIGNMENT

1400
and
1600
cc
models

Sedan
Toe
in
mm
in
Camber
Castor

R
H
Drive
3
to
6
0
118
to
0
236
35
1035

LH
Drive
3
to
6
0
118
to
0
236
25
1035

Hard

suspension
3
to
6
0
118
to
0
236
25
1025

R
H
Drive
3
to

6
0
118
to

0
236
30
1020

L
R
Drive
exc

4
to

7
0
158
to

0
276
35
1040

U
S
A
and

Canada

U
S
A
and
Canada
2
to

5
0
079
to

0
197
10
1005

Hard

suspension
3
to
6
0
118
to
0
236
20
1005
Steering
angle

In
Out

380
31040

Wagon

1800cc
Models
610

Body

Wheel

alignment
Vehicle

unladen

Applied
model
Camber
Castor

Kingpin
inclination
Toe
in
Side

slip

Standard
1005
to
2035
50
to
2020
6015
to

7045
7
to
10
o
to

3

R
H
drive

Suspension
0
276
to

0
394
0
to

0
118

Sedan

Hard
2
1000
to
2030
55
to
2025
6020
to
7050
6
to
9
o
to
3

Hardtop

0
236
to
0
354
0
to
0
118

Standard
1005
to
2035
40
to
2010
6015
to
7045
7
to

10
o
to
3

L
H
Drive

Suspension
0
276
to
0
394
0
to
0
118

Sedan

Hardtop

Hard
2
1000
to
2030
45
to
2015
6020
to
7050
6
to
9
o
to
3

Suspension
0
236
to

0
354
0
to
0
118

Standard
1000
to
2030
40
to
2010
6020
to
7050
6
to
9
o
to
3

Suspension
0
236
to

0
354
0
to
0
118

LH
Drive

Sedan

Hardtop

Hard
2
55
to
1025
45
to
2015
6025
to

7055
5
to
8
I
to
2

Suspension
0
197
to

0
315
0
004
to
0
079

Standard
1000
to

2030
45
to
2015
6020
to
7050
6
to

9
o
to
3

R
H
Drive

Suspension
0
236
to
0
354
0
to

0
118

R
H
Drive

Station

Wagon

Hard
2
1005
to

2035
45
to
2015
6015
to
7045
7
to
10
o
to
3

Suspension
0
276
to
0
394
0
to

0
118

Standard
1010
to
2040
55
to
2025
6010
to
7040
8
to

11
I
t04

L
H
Drive
Suspension
0
315
to
0
433
0
004
to
0
158

Station
Wagon

Hard
2
1005
to
2035
45
to

2015
6015
to
7045
7
to
10
o
t04

Suspension
0
276
to
0
394
0
to
0
158

Standard
1005
to
2035
50
to
2020
6015
to
7045
8
to
11
I
t04

R
H
drive

Suspension
0
315
to
0
433
0
004
to
0
158

Van

Standard
1015
to
2045
100
to
2015
6005
to
7035
10
to
I3
2
to
5

L
H
drive

Suspension
0
394
to
0

512XO
079
to
0
197

Van

I
for

U
S
A
Canada

2
Optional

parts

89

STEERING
GEAR

Inspection
and

Adjustment

Thoroughly
clean
all

parts
and
examine
them
for

signs

of
wear
or

damage
Replace
any
comIK
nent
found
to
be
un

satisfactory

It
is
advisable
to
renew
the
assemblies
if
the

steering
column

or
ball
nut

assembly
is
defective
as

the

adjustment
procedures

required
to
overhaul
the
units
are
rather
involved

The

dismantling
and

adjustment
procedures
for
the
ball

nut

assembly
can
be
carried
out
in

the
following
manner
if
it

is

decided
that
overhaul
procedures
are
to

be
carried
out

Ball
nut

Remove
the
ball

guide
tube

clamp
withdraw
the

guide

tubes
from
the
ball
nut
and
collect
the
steel
balls

Turn
the
nut

upside
down
and
rotate

the
steering
column

backwards
and
forwards
until
all

36
steel
balls
have

dropped

out
of
the
ball
nut
Pull
the
ball

nut
from
the
column

Inspect
the
ball

guide
tubes

and
make
sure

that

they
are

not

damaged
Pay
particular
attention

to
the
ends
of
the
tubes

that

pick
up
the

balls
from
the
helical

path
Renew
the
tubes
if

they
are

unsatisfactory
Check
the
steel
balls
and

the
ball
nut

for
wear
and

replace
the

complete
unit
if

necessary

Assemble
the
ball
nut
on

the
worm
with
the
ball

guide

holes

upwards
Drop
18
balls
into
each
of

the
two
holes
on
the

same
side
of
the
ball
nut

until
all
36
balls
are
installed
The

column
should
be

gradually
turned

away
from
the
hole

being

filled
and
if
the
balls
are

stopped
by
the
end
of
the
column
hold

down
those

already
installed
with
a

clean
rod
or

punch
while

turning
the
column
several
times
in
the
reverse
direction
The

filling
of
the
circuit
can
then
be
continued
but
it

may
be

necessary
to
turn
the
column
backwards
and
forwards

holding

the
balls
down
first
in
one

hole
and
then
the
other
to
close
the

spaces
and

completely
fill
the
circuit

Place
the

remaining
22
balls
in
the
ball

guide
halves
11

balls
for
each
half
Fit
the
other
half
of

the

guide
tube
to
each

f11led
half

hold
the
two
halves

together
a
ld

plug
each

open
end

with
vaseline
to

prevent
the
balls

falling
out

Push
the

guide
tubes
into
the

ball
nut

guide
holes
and

assemble
the

guide
tube

clamp

Inspection

Oteck
the
axial

clearance
between
the
ball
nut
and
the

balls
If
the
clearance
exceeds
0
08
mrn
0
003
in
the

complete

unit
must
be
replaced
Inspect
the

gear
teeth
of
the

sector

shaft
for
wear
or

damage
Replace
any
worn
or

imperfect

bearings
Examine
the

steering
column
shaft
for

straightness

and
check
that
the
maximum
deflection
does
not
exceed
0
2mm

0
008
in
at

point
C
in

Fig
K
9
when
the
shaft

is

supported

at

points
A
and
B
Check
the
sector
shaft
and

steering

column
shaft
serrations
for
wear
Renew
the

parts
as

necessary
STEERING
GEAR

Assembly
and

Adjustment

Grease
the

lip
of
the
oil
seal
and

press
it
into
the

housing

Insert
the
column

assembly
into

the
column

jacket
and
fit

the
worm

bearing
shims
to
the

gear
housing
Install
the

flange

securing
bolts
and

tighten
them
to
a

torque
reading
of

1
8

2
5

kgm
13
18lb
ft
If
a

new
column

bearing
assembly
is

fitted
it
must
be
filled
with

bearing
grease
and
cemented
to
the

column

The

preload
of
the
worm

bearing
can
be

adjusted
by

altering
the
thickness
of
the
worm
bearing
shim
Four
shim

thicknesses
are
available
in
sizes
of
0
76
0
254
0
127
0
050mm

0
0300
0
100
0
005
in
0
002
in

This

adjustment
check
is
carried
out
without

the
sector

shaft
fitted
and
with
the
worm

bearings
oiled

Install
the

steering
wheel
as
shown
in

Fig
K
9
use
a

spring

balance
as
indicated
to
check
that
the
force
required
to
turn

the
wheel
is
between
4
0
8
0

kg
cm
56
l120z

inch

Select
a
suitable
shim
from
the
sizes

given

Assemble
the
selector
shaft

adjuster
with
a
shim
into
the

sector
shaft
Measure
the
end
clearance
of
the

adjuster
with
a

feeler

gauge
as

shown
in
Fig
K
1
O

The
correct
clearance
is
0
01
0
03mm
0
0004
O
0012in

and
can
be

adjusted
by
varying
the
thickness
of
shim
Four

thicknesses
of
shim
are
available
as

follows

1
57
mm
0
0618
in

1
55
mm
0
0610
in

1
52
mm
0
0598

in

1
50
mm
0
0591
in

To
assemble
the
sector
shaft
into
the
gear
housing
rotate

the
column

by
hand
until
the
ball
nut
is
at
the
central

position

of
its
travel
so
that
the
centre
tooth
of
the
sector
shaft
enters

the
centre
tooth

space
of

the
ball
nut
Fit
a
new

gasket
and

push

the

sector
shaft
cover

and
sector
shaft
into

place

Ensure
that
a
certain
amount
of

play
is

present
between

the
rack
and
sector
teeth
before

tightening
the
cover

bolts
to

a

torque
reading
of
1
5
2
5

kgm
10
9
18
llb
ft

Temporarily
lock
the

adjusting
screw
with

the
locknut

Move
the
sector
shaft
several
times
from

the

pitman
arm
side

to
make
sure
that
it
turns

smoothly

Connect
the

pitman
arm
to
the
sector
shaft

taking
care

that
the

alignment
marks
on

the
arm
and
shaft
coincide

Adjust
the
backlash
with

the
steering
in

the
central

position
using
a
dial

gauge
as
shown
in

Fig
K
II
Turn
the

adjusting
screw
with
a
screwdriver
until
the
amount
of
free

movement
at
the

top
of
the

pitman
arm
is

within
O
lmm

0
0039
in
at
a

radius
of

127
mm
5
0
in
Lock
the

adjusting

screw
with
the
locknut
Fig
K
12
and
recheck
the
free
move

ment

Fill
the

steering
gear
housing
with
the
correct
amount
of

recommended
lubricant

Refit

the

steering
gear
to
the
vehicle
as

previously
described

Make
sure

that
the
steering
wheel
is

correctly
aligned
and
that

93