check engine light DATSUN 610 1969 User Guide

CAMSHAFT
AND
CAMSHAFT
BEARINGS

Check
the
camshaft

bearing
and

journals
for

signs
of
wear

Plastigage
should
be

used
to

check
the
clearance
between
bear

ing
and

journal
which
should
be
0
025
0
075
mm
O
OOl

0
0030
in

The

cylinder
head

assembly
must
be
renewed
if
the

wear

limit
of

0
mm
0
0039
in

is
exceeded

Place
the
camshaft
in
V
blocks
and

apply
a

dial

gauge

to
the
centre

journal
to
check

the
amount
of

camshaft
bend

The

run
out

of
the
camshaft
must
not
exceed
0
03
mm
0
0012

in
It
should
be
noted
that

the
actual
run
out
will
be
half
the

value
indicated
on
the
dial

gauge
when
the
camshaft

is
turned

one

full
revolution
Check
the
camshaft
end

play
which
should

be
within
0
07
0
148
mm
0
0028

0
0058

in

Check
the
earn

contacting
surfaces
of
the
valve
rocker
and

the
earn
heels
of
the
camshaft

Slight

damage
can
be
corrected

using
a
fine
oil
stone
It
is
advisable
at
this

stage
to

check
the

clearance
of

the
rocker
shaft
and
rocker
bushes
which
should
be

0
016
0
052
mm
0
0006
0
0020

in
The

parts
must

be
renewed

if

the
wear

limit
of
0
07
mm

0
0028
in
is
exceeded

CYLINDER

BLOCK

Inspection
and
Overhaul

Check
the
block
for

signs
of
cracks
or
flaws
Measure
the

joint
face
for
distortion

using
a

straight

edge
and
feeler
gauge

as

described
for

the
L14
Ll6
and
L18

engines
The
surface

must

be

reground
if
the
maximum
limit
of
0
10
mm
0
0039
in

is
exceeded

Check
the

cylinder
bores
for
wear
out

of
round
and

excessive

taper
Use
a
bore

gauge
to
take

readings
at
the

top

middle
and
bottom

positions
of
the
bore
as

previously
described

The
standard
bore
diameters
are

85
000
mm
0
035
0
mm

3
347
0
0014
0
in

with
a
wear
limit
of
0
2
mm
0
0079
in

Out
of
round
and

taper
must
not
exceed
0
02
mm
0
0008
in

If

any
of

the
bores
are

worn
or
in
excess
of
the

specified
limi
t

then
all
bores
must
be
rebored
at
the
same
time

Pistons
are

available
in
five
oversizes
and
should
be
selected

in
accordance
with
the
amount
of
wear
of
the

cylinder
Refer

to

the
instructions

given
for
the
Ll4
L16
and
L18

engines
and

select

pistons
from
the
table
below

PISTON
SIZE

Standard

250
5

500
5

750
S

1000
S

1250
S
OUTER
DIAMETER

84
958
84
990
mm
3
345
3
346

in

85
220
85
240
mm

3
355
3
356
in

85
470
85
490
mm
3
365
3
366

in

85720
85
740
mm
3
375
3
376
in

85
970
85
990

mm
3
3846
3
3854

in

86
220
86
240
mm
3
394
3
395
in

Cylinder
liners
can

be
fitted
if
the
bores
areworn

beyond

the
maximum
limit
Undersize
liners
are
available
with
outer

diam
ters
of
89
091
89
126

mm
3
507
3
509
in

and
inner

diameters
of
83

5
84
5
mm

3
287
3
327

in
The
liners
are

an

interference
fit
in
the
block
and
must
be
rebored
after

fitting

PISTONS

Checking

Oteck
the

pistons
for

signs
of
seizure
and
wear

measure

the
side
clearance
of
the

rings
in
the

ring
grooves
and
check

the

piston
ring
gaps
as

previously
described
for
the
L14
Ll6
and

Ll8

engines
Compare
the

figures
obtained
with
those

given
in

the
tables

opposite
Side
clearance
in

grooves

Top

ring

Second

ring

Oil

ring
Standard

0
04

0
08
mm

0
0016
0031
in

0
02
0
06
mm
0
0008
0

0024
in

0
02

0
06
mm
0

0008
0
0024
in

Limit

LO

mm
0
0039
in

LO
mm

0
0039
in

LO

mm
0
0039
in

Piston

ring

gap
Top
ring

Second

ring

Oil

ring

Top

ring

Second

ring

Oil

ring
Standard

0
35
0
55
mm
0
01

38
D
021
7
in

0
3
5
mm
0
0138
0
0197

in

0
35
55

mm
O
oJ38

0217

in

Limit

LO
mm

0
0394
in

LO
mm
0
0394

in

LO
mm

0
0394
in
Top

ring

Second

ring

Oil

ring

Measure
the
outer
diameter
of
the

gudgeon
pin
in
relation

to
the
hole
diameter
in

the

piston
Compare
the

figures
obtained

with
those

given
in
Technical
Data
and

replace
the

piston
and

pin
if
the
wear
limit
is
exceeded

CONNECTING
RODS

Checking

Check
the

connecting
rods
for
bends
or

twists

using
a

suit

able

connecting
rod

aligner
The
maximum
deviation
should
not

exceed
0
05
mm
0
0020
in

per
100
mm
3
94

in
of
rod

Straighten
or

replace
any
rod
which
does
not

comply
with
the

specified
limit
When

renewing
a
rod
make

sure
that
the

weight

difference

between
new
and
old
rods
in
within
6

gr
212
oz

Install
the

connecting
rods
with

bearings
to

the
correspond

ing
crank

pins
and
check

that
the
end

play
of
the

big
ends
is

between
0
10
0
246
mm
0
0043
0
0097
in

Replace
the

appropriate
rod
if

the
maximum
limit
of
0
3
mm
0
0118

in

is
exceeded

CRANKSHAFT

Inspection
and
Overhaul

Clean
the

crankshaft

thoroughly
and
check
the

journals

and
crank

pins
for

taper
and
out
of
round
Use
a

micrometer
to

measure
the

journals
and

crankpins
at
the

positions
shown
in

Fig
A

7
It
will

be

necessary
to

regrind
the
crankshaft
if
the

specified
limit
of
0
03
mm
0
0012
in
is

exceeded
and
then

fit

the

appropriate
undersize

bearings
Place
the
crankshaft
in

V

blocks
as
described
for
the
L14
L16

and
LIB

engines
and

apply
a

dial

gauge
to
the
centre

journal
to
check

that
the
bend

limit

of
0
05
mm

0
0020
in
is
not

exceeded
The
actual
bend

value
will
be
half
the

reading
obtained
on

the
gauge
Install
the

crankshaft
in
the

cylinder
block
and
check
the
crankshaft
end

float
which
should
be
0
060
0
192
mm

0
0024
0
0076
in

Replace
the
centre

shims
if
the

specified
figure
is
exceeded

Make
sure
that
the

main
drive
shaft

pilot
bearing
at

the
rear
of

the
crankshaft
is
not
worn
or

damaged
in

any
way
Remove

the

bearing
if

necessary
using
the

special
tool
ST49700000
as

shown
in

Fig
A
8
Clean

the

bearing
hole
oil
the
outer

side
of

the
new

bearing
and
use
a
drift
as
shown
in

Fig
A
9
to

drive

it
into
the
hole
Insert

2

grams
0
07
oz

of
multi

purpose
grease

into
the
hole
as
illustrated

Main

bearing
clearance

Check
the
main

bearing
clearances

as
described
for

the

Ll4
Ll6

and
Ll8

engines
The

Plastigage
should
be

placed
so

57

Renew
the
ruter
element
at

10
000
km
6000

miles
inter

vals

Dismantling
is
a

straight
forward

operation
Remove
the

plug
from
the
cover

and
withdraw
the
washer
spring
and

by
pass

valve
Check
the
free

length
and

compressed
length
of
the

by
pass

valve

spring
and
renew
if
necessary
The
free

length
of
the

spring

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

compressed

length
49
0
mm
1
93
in

EMISSION
CONTROL
SYSTEM

Crankcase
and
exhaust

gas
emissions
are
controlled

by
two

systems
The
crankcase
emissions
by
a
Positive
Crankcase
Ventila

tion
System
and
the
exhaust
emissions

by
a
Nissan
Air

Injection

System
Brief

descriptions
of
the

systems
together
with
the
test

ing
and

servicing
procedures
are

given
below

Positive
Crankcase
Ventilation

System

lbis

system
returns
the
blow

by
gases
to
the
intake
mani

fold
and
the
carburettor
air
cleaner
see

Fig
A
22
Under

part

throttle
conditions
the
intake
manifold
draws
the

gases
through

a
variable
orifice
valve
Control
valve
into
the
combustion

chambers

Ventilating
air
is
then
drawn
from
the
carburettor

air
cleaner
and

passes
throy
gh
a
tube
in
to
the
crankcase

With
the
throttle

fully
open
the
manifold
vacuum
is
insuf

ficient
to
draw
the

gases
through
the
valve
Under
these
conditions

the

gases
flow

tluough
the
tube
to
the
air
cleaner
in
the
reverse

direction
The

gases
are
therefore
retained
or
burnt
to
lessen

the
risk
of
air

pollution

Servicing
and
testing

Once
a

year
or

every
20
000
km
12
000
miles
the
Posi

tive
Crankcase
Ventilation
System
should
be
serviced
as
follows

Check
all
hoses
and
connectors
for

signs
or

leakage
Discon

nect

the
hoses
and
blow

through
them
with

compressed
air
to

make
sure

they
are
not
blocked
Fit
a
new
hose
if
air
cannot

be
forced
through

Check
the
ventilation
control
valve
for

servicability
and

renew
it
if
defective
To
test
the
valve
run

the
engine
at

idling

speed
see
under
IGNITION
TIMING
AND
IDLING
SPEED

and
disconnect
the
ventilation
hose
from
the
rocker
cover
If

the
valve
is

working
correctly
a

hissing
noise
will
be
heard
as

air

passes
through
the
valve
and
a

strong
vacuum
should
be
felt

immediately
a

fInger
is

placed
over
the
valve
inlet
The
valve

cannot
be
serviced
and
must
be
renewed
if

unsatisfactory

Exhaust
emission
control

system

The
Nissan
Air

Injection
System
comprises
an
air
cleaner

belt
driven
air
injection

pump
check
valve
anti
backfIre
valve

and
the
related

connecting
tubes
and
hoses
The
sealed

pump
is

driven

by
the

engine
and

injects
clean
mtered
air
into
the
exhaust

port
of
each

cylinder
The
clean
air
combines
with
unbumt

gases

as

they
are

expelled
into
the
exhaust
manifolds
and
reduces
the

emissions
to
below
the

permissible
level

required
by
air

pollution

laws

A
modified
carburettor
and
distributor
is
fitted
with
this

type
of

system
The
air

injection
system
is
shown
in

Fig
A
23

The
anti
backfrre

valve
is
controlled

by
intake
manifoLd

vacuum
and
is
fitted
to

prevent
the
exhaust

system
from
back

fIring
during
deceleration
When
decelerating
the
mixture
in

the
intake
manifold
is
too
rich
to
bum
and

ignites
as
it
combines

with
air

injected
by
the

pump
The
valve
shuts
off

the
air
delivered

SI2
to
the
exhaust

system
during
the

flrstpredetennined
period

of

dCl
cleration
and

prevents
back

firing
from

occuring

To

check
valve
is
located

between
the
air

pump
and
air

injection
nozzle
and
is
fitted
to

prevent
a
backflow
of
exhaust

gases
from

entering
the

system
The
valve
doses
when
the

exhaust
manifold

pressure
exceeds
air

injection

pressure
as
It

will

at
high
speed
or
if
the

pump
drive
belt
fails

A
relief
valve
is
mounted
in
the

discharge
cavity
of
the
air

pump
and
is

incorporated
to

hold
the
exhaust

gas
temperatures

to
a
minimum
to
minimize

any
loss
of

power
caused

by
the
air

injection

system
and
to

protect
the

pump
from
excessive
back

pressures

Testing

The

following
tests
should

be
carried
out
to
make
sure
that

the
exhaust
emission
control

system
is

operating
correctly
The

engine
must

be
at
normal

operating

temperature
to

perfonn
the

tests
Before
the

system
can
be
tested
the

engine
itself
must
be

checked
to

ensure
that
It
is
functioning
correctly
Disconnect

the
ant
backflTe
valve

sensing
hose
and
insert
a

plug
into
the

hose
to
close
the

passage
to
the
intake
manifold
Make
sure
that

the

engine
operates
normally
and
then

reconnect
the

parts

Testing
the
check
valve

Run
the

engine
until
it
reaches
its
nonnal

operating
tem

pemture
and
check
all
hoses
and
connectors
for

signs
of
leakage

Disconnect
the
air

supply
hose
from
the
check
valve
and

check
the
position
of
the

plate
inside
the
valve
body
The

plate

should
be

lightly
positioned
against
the
valve
seat
and
away
from

the
air
distributor
manifold
Insert
a
suitable
probe
into
the

valve
and

depress
the

plate
When
released
the

plate
should

return

freely
to
its

position
against
the
valve
seat

Leave
the
hose
disconnected
and
start

the

engine
Slowly

increase
the

engine
speed
to
1500
r

p
m
and
examine
the
valve

to

make
sure
that
the
exhaust

gases
are
not

leaking
The
valve

may
flutter
or
vibrate
at

idling
speed
but
this
is

quite
nonnal

Renew
the
valve
if

necessary

Testing
the
ant

backftre
valve

Run
the

engine
until
it
reaches
its

normal
operating
tem

perature
Check
the
hoses
and
connections
for

signs
of

leakage

Rectify
any
leakage
before

testing
the
vaNe

Accelerate
the
engine
in
neutral
and
allow
the
throttle

to
close

quickly
The
valve
is

operating
correctly
if
the
exhaust

system
does
not
backfire

Further
test
can
be
made
with
the

by

pass
hose
to
the
air

pump
suction
line
disconnected
from
the

valve

Open
and
close
the
throttle
valve
rapidly
Hold
a

fInger

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

half
and
one
second
If
air
does
not

flow
or

alternatively
if
it

flows

continuously
for
more

than
two
seconds
the
valve
is

faulty
and
must
be
renewed

Disconnect
the
vacuum

sensing
hose
from
the
valve
Insert

a

suitable

plug
securely
into
the

hose
The
valve
is
not

functioning

correctly
if
the

idling
speed
now
differs

excessively
from
the

speed
at

which
the

engine
operated
with
the
hose
connected

Testing
the
air

pump

Special
tools
are

required
to
test
the
air

pump
The
vehicle

should
therefore
be
taken
to
an

Approved
Agent
capable
of

carrying
out

extensive
tests

with
the

necessary
equipment
The

hoses
and
connectors
can
of
course
be
checked
for

signs
of

leakage
and
corrected
as

necessary
Also
the
tension
of
the
air

pump
belt

IGNITION
TIMING
AND
IDLING
SPEED

Emission
control

system

The

ignition
timing
should

be
set
and
the

idling
speed

mixture

adjusted
in
the

folloWing
manner

Run
the

engine
until
it
reaches
its
normal

operating
tem

perature
Connect
an

ignition
tachometer
and

timing
light
observ

ing
the
manufacturers
instructions

NOTE
If
the
vehicle
is

equipped
with
automatic
transmission

make
sure
that
the

dashpot
does
not

prevent
the
throttle
from

closing
Turn

the
throttle
shaft
arm

adjusting
screw
anti
clock

wise
so
that
the

tip
of
the
screw

is
clear
of
the
throttle
shaft

arm
see

Fig
A

26

Turn
the
throttle

adjusting
screw
to
set
the

idling
speed
to

700
r

p
m
650

rpm
for

automatic
transmission

Adjust
the

ignition
timing
to
5
A

T
D
C
Refererence
should
be
made
to

the
instructions

given
in
the
section
IGNITION
SYSTEM
for

the
L14
L16
and
LI8

engines
for

ignition
timing
details

Turn
the

idling
adjustment
screw
and

throttle
adjusting
screw

until
the

engine
runs

smoothly
a
t
the
correct

idling
speed
Turn

the

idling
adjustment
screw
clockwise
until
the

engine
speed

starts
to

drop
as
a
weaker
mix
ture
is

obtained
Now
turn

the

idling
adjustment
screw
anti
clockwise

by
one
turn
one
and
a

half
turns
for
automatic

transmission
to
obtain
a
richer
mix

ture

Adjust
the

idling
speed
to
700

rpm
650

rpm
for

automatic

transmission

by
turning
the
throttle

adjusting
screw
Make
sure

that
the
ignition
timing
remains
at
50
A
T
D

C

Turn
the
throttle
shaft
ann

adjusting
screw
clockwise
until

the

tip
of
the
screw

just
contacts

the
throttle
shaft
ann
The

screw
must
not
exert

pressure
on
the
throttle
shaft
arm

EMISSION
CONTROL
SYSTEM
Maintenance

The

system
should
be

inspected
and
serviced

every
I
2

months
or
20
000
km

12
000
miles
whichever
comes
fIrst
to

make
sure
that
the
exhaust
emissions
are
maintained
at
the

minimum
level

Check
the
carburettor
choke

setting
and

adjust
as
described

in
the
section
FUEL

SYSTEM

Check
the
carburettor

idling
speed
mixture

and

adjust
if
necessary
as
described
under
the

heading
IGNITION

TIMING
AND
IDLING
SPEED

in
this
section

2
Check

the
distributor
earn

dwell

angle
and
also
the
condi

tion
of
the
contact
breaker

points
Check
the

ignition

timing
and

adjust
if

necessary
The

distributor
dwell

angle

should
be

adjusted
to
49
55

degrees
and
the

points
gap
to

0
45

0
55
mm
0
0177
0
0217
in

3
Remove

and
clean
the

sparking
plugs
Renew

any
plug
with

badly
worn
electrodes
Set
the

plug

gaps
to
0

80
0
90
mm

0
0315
0
0355
in

by
adjusting
the
earth
electrode

IGNITION
SYSTEM

The

maintenance
and

servicing
procedures
for

the

compo

nents
of
the

ignition
system
on

vehicles
fitted

with
the
GIS

engine
are

basically
similar
to

the
instructions

previously
given

for
the
Ll4
LI6
and
LIS

engines
The
distributor
is
however

of

a
different

type
Either
an
Hitachi
0416
57
distributor

being

fitted
or
an

Hitachi
0423
53
if

the
vehicle
is

equipped
with
an

emission

control

system
The
distributors
have
different

advance

curve
characteristics
as
shown

in
Technical
Data

IGNITION
TIMING

Check
the

ignition

timing
with
a

timing
light
as

previously

described

for
the
LI4
L16
and
L

8

engines
Disconnect

the

distributor
vacuum
line

and
run

engine
at

idling
speed
or

slightly
below
The

timing
should

be
set
at
8

BTDCj600

rpm

for
the
D416

57
distributor
or
at
5

ATDCj600

rpm
for

the

D423
53
distributor
fItted
to

engines
with
emission
control

systems

IGNITION
DISTRIBUTOR

Maintenance

Maintenance
instructions
are

similar
to
those

given
for

the
L14
LI6
and
L18

engines
Set
the
contact
breaker

points

gap
to
0
45
0
55
mm
0
0177

0
0217
in
as

previously

described

SPARKING
PLUGS

The

sparking
plugs
should
be

inspected
and
cleaned
at

regular
intervals
and
renewed
at

approximately
20
000
kIn

12
000
miles
Clean
the

plugs
thoroughly
and
make
sure

they

are
of

the
same

type
and
heat

range
File

the
centre

electrode

nat
before

adjusting
the

gap
Set
the

gap
to

0
8
0
9mm
0
031

0
035
in
if
the

engine
is
fItted
with
emission
control

system

or
to

0
7
0
8
mm
0
028

0
031
in
if
emission
control
is
not

fitted

Adjustment
must

always
be
made

by
bending
the
earth

electrode

TechnIcal

Data

GENERAL
SPECIFICATION
GI8

Engine

Cylinders

Bore
and
stroke

Displacemen
t

Valve

arrangemen
t

Firing
order

Engine
idler

speed

Compression
ratio

Oil

pressure
at

3000
r

p
m
4
in
line

85x80
mm

3
346x3
150

in

1
815
cc

110
8
cu
in

OHC

134
2

600

r

p
m
STD

8
3
I

4
7
to
5
5

kgjsq
cm
66
8

to
78
2

Ibjsq
in
LIQUID
PACKING

APPLICATION

Cylinder
block

2

Cylinder
head

Oil

gallery
blind

plug

Expansion

plug

Gas
breather

guide

Rear

bearing

cap
fitting

surface

Rear

bearing

cap
side
seal

both
ends
Expansion
plug

Rubber

plug
Rea

Manifold
heat

pipe

3
Chain
cover

gasket
both
sides

S13

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

Gean
all

parts
thoroughly
and
renew
if

damaged
If
the

column
shaft
or

jacket
is

excessively
damaged
the

steering
gear

housing
must

be
checked
A

damaged
bearing
must

be

replaced

together
with
the
column

jacket
assembly

Assembly
is
a

reversal
of
the

dismantling
procedures
The

column
shaft

journal
should
be
lubricated
with

multipurpose

grease
which
can
also
be
used
to
fill

up
the
dust
cover
Grease

the
needle

bearing
when

assembling
the
universal

joint
Use

the

tightest
snap

ring
available
when

fitting
the
needle

bearing
Snap

rings
are

supplied
in
oversizes
of
0
95
mm
05
mm
and
1

5

mm

0
0374
0
0413
and
0
0453

in

Installation
of
the
column

assembly
is
a
reversal
of
the

removal

procedures
Tighten
the
rubber

coupling
bolts
to
a

torque
reading
of
I
S
to
1
8

kgm
I
0
8
to

13
0
Ib
ft
Refit
the

steering
wheel
and

tighten
the
nut
to
a

reading
of
4
0
to
5
0

kgm
28
9
to
36
2Ib
ft

RACK
AND
PINION
AND
TIE
ROD

Removing
and

Dismantling

1

Jack

up
the
vehicle
and

support
it
on
stands
Remove
the

road
wheels

2
Slacken
the
bolts

connecting
the

pinion
to
the

steering

lower

joint
See
Figs
C

16

3
Remove
the
bolts
from
the
steering
column
rubber
coupl

ing
See

Fig
C
15
and
remove
the

splash
board

Fig
C
17

4

Remove
the
tie
rod
ball
stud
nut
and
disconnect
the
tie

rod
from
the
knuckle
arm

Fig
C
I8

5
Lift
the

engine
slightly
with
suitable
tackle
but
take
care

not
to

damage
the
accelerator
or
remote
control

linkage

Remove
the
bolts

securing
the
steering
gear
housing
to
the

suspension
member
Withdraw
the
rack
and

pinion

assem

bly

Dismantle
as
follows

Detach
the

steering
lower

joint
from
the
rack
and

pinion

assembly
Clamp
the
unit
in
a
vice

taking
care
not
to

damage

the

steering
gear
housing

Refer
to

Fig
C
16
and
take
off
the
dust
cover
and
boot

clamps
at

both
sides
Slacken
the
stopper
nut

remove
the
tie

rod
inner
socket
and
disconnect
the
tie
rods
from
the
rack

Withdraw
the

spring
seat
and
tie

rod

spring
Take
off
the

steering

gear
boots
at
both
sides
Slacken
the
locknut
and

disconnect
the
tie
rod
outer
socket
from
the
ball

Slacken
the
locknut
remove
the
retainer

adjusting
screw

and
withdraw
the
steering

gear
retainer
See

Fig
C
19

Take
off
the
oil
seal
remove
the
snap
ring
and
withdraw

the

pinion
Remove
the

snap
ring
and
withdraw
the

bearing
from

the

pinion
Remove
the
filler

plug
and
take
out
the
rack
Remove

the

grease
reservoir

Clcan
all

parts
thoroughly
and

replace
any
which
show

signs
of
wear
or

damage
Check
the
axial
play
of
the
inner

and

outer
ball

joints
The

play
should
be
0
06
mm
0
0024
in
for

the
inner
ball
joint
and
from
0
1
to
0
5
mm
0
0039
to
0
0197

in
for
the
outer

joints
Use
a

spring
balance
to
check
the
force

required
to

swing
the
ball

joints
this
should
be
between
0
8
to

LS

kgm
5
8
to
10
8Ib
ft
Renew
the
oil
seal
Examine
the
retainer
and

tie
rod

springs

and

compare
them
with
the
values

given
in

Figs
C
20
and
c
n

RACK
AND
PINION
AND
TIE
ROD

Assembling
and
Adjusting

Press
the

bearing
on
to

the
pinion
gear
and
fi
t

the
tigh
test

snap
ring
available

Snap
rings
are

supplied
in
the

following
over

sizes

Snap

Ring
Thicknesses

1
04
to
1
09
mm
0
0409
to
0
0429
in

1
09
to
I
14
mm

0
0429
to
0
0449
in

1

14toI19mm
0
0449toO
0469in

Ll9
to
1
24
mm

0
0469
to
0
0488
in

1

24
to
1
29
mm
0
0488
to
0
0502
in

Clamp
the

steering
gear
housing
in
a

vice
Grease

the
teeth

and
friction
surfaces
of
the
rack
with

multipurpose
grease

Lubricate
the

gear
housing
from
the

pinion
housing
side

Ensure
that
the
rack

projects
by
an

equal
amount

of

96
mm

3
8
in
in
both
ends
of
the

housing
with
the
rack

teeth

directed
towards
the

pinion
shaft

Grease
the
pinion
teeth
end

bushing
and

pinion
bearing

Engage
the
tccth
of
the

pinion
with
the
rack
and
insert
the

pinion
Make
sure
that
the

bushing
does
not
become
damaged

The
rack
must

project
from
the

housing
by
an

equal
amount

at
each
side
with
the

groove
on
the

pinion
serration

facing

upwards

Fit
the

snap
ring
into
the
housing
groove
to
hold
the

bearing
outer
race

in

position
The

snap
ring
must

fit

tightly

and
can
be
selected
from
the

following
oversizes

Snap
Ring
Thicknesses

LS5
to

1
60
mm
0
0610
to
0
0630
in

1
60
to
1
65
mm
0
0630
to
0
0650

in

1
65
to
I
70
mm
0
0650
to
0
0669
in

1
70
to
I
75
mm
0
0669
to
0
0689

in

Fit
the
oil
seal
Use
a
dial

gauge
as

shown
in

Fig
C
22
to

check
the
thrust

play
of
the
pinion
The

play
should
be
less

than
0
09mm
0
0035
in

Grease
the
retainer
and
insert
it

with
the
spring
Tighten

the
retainer
adjusting
screw

fully
then
back
it
off

by
20
to

25

degrees
Tighten
the
locknut
to
a

torque
reading
of
4
0
to

6
0

kgm
28
9
to
43
4lb
ft
Coat
the
locknut
with

liquid
pack

ing
Three
Bond

When
the
rack
and

pinion
is
assembled
measure
the
force

required
to
rotate

the
pinion
and
also
the

preload
of
the
rack

Use
a

spring
balance
as
shown
in
Figs
C
23
and
C
24
and
check

that
the

pinion
torque
is
8
to
20

kg
cm
7
to
17
Ib
in
and
the

rack

preload
is
from
8
to
18

kg
17
6
to
39
7Ibs
Take
care

to
slide
the

assembly
over
the

complete
range
of
the
stroke

Fit
a
dust
cover

clamp
at

each
end
of
the
housing
Install

the

stop
nut
on
the
threads
of
the
rack

Liberally

grease
the
ball
joint
friction
area
of
the
tie
rod

assembly
Assemble
the
spring
and
ball
seat
and
fit
the
inner

socket

part
of
the
tie
rod

assembly
to
the
rack
Make
sure
the

boot
is

positioned
at
the
ball
stud
end
Note
that
the
left
hand

tie
rod
is
marked
with
an

L
the

right
hand
rod
is
not
marked

527

BrakIng
System

Description

Front

disc
brake
Friction

pads

Front

disc
brake
Removal
and
Installation

Rear
drum

brake
Removal
and
Installation

Master
Vac
Servo
Unit

Handbrake

cables
Removing

Handbrake

Adjusting

Brake

pedal

Adjusting

Rear
drum

brake

Adjusting

Bleeding
the

hydraulic
system

DESCRIPTION

The
vehicle
is
fitted
with
disc
brakes
for
the
front
wheels

and
leading
trailing
shoe

type
drum
brakes

for
the
rear
wheels

A
conventional

single
master

cylinder
is
fitted
to

the

Standard
and
DeLuxe
models
See

Fig
D
I
for
details
The

DeLuxe
models
are
however
additio

ally
equipped
with
a

Master
Vae
servo

unit
which

provides
a

much
higher
braking

performance
with
minimum
force

required
on
the
brake

pedal

A
tandem
master

cylinder
and
Master
Vac
servo
unit
are

fitted
as
standard

equipment
to
the
Datsun
CL30UA
and
CL3

OUT
models
Fig
D
2

gives
an

exploded
view
of
this

type
of

master

cylinder

The
handbrake
is
of
the
mechanical
type
with
the
handle

linked
to
the
rear
shoe

operating

lever
through
a
system
of

rods
and
wires
See

Fig
D
3

As
on

previous
models
a

brake

pressure
differential
warn

ing
light
switch
is

incorporated
with
dual
brake
circuits
The

front
and
rear
brake

systems
are
connected
to
the
switch
which

provides
a

warning
via
a

warning
light
on
the
instnllnent
panel

when
a

pressure
difference
of
13
to
17

kg
sq
cm
IB5
to
242

lb
sq
in
occurs
between
the
front
and
rear

systems

Brake

piping
layouts
of
the
single
and
tandem
master

cylinder
systems
are
shown
in

Figs
D
4
and
0
5

FRONT
DISC
BRAKE
Friction

pads

The
disc
brakes
are
self

adjusting
but
the
friction

pads

should
be
checked
for
wear
after
the
fIrst
6
000
un
4
000
miles

and
then

every
5
000
km
3
000
miles
The

pads
must
be

replaced
if
the
friction

lining
on

any
pad
has
worn
to
less
than

1
0
mm
0
04
in

The
thickness
of
the

pads
can

easily
be
checked
after
remov

ing
the
anti
rattle

clip
from
the
calliper
plate

Full

servicing
procedures
are

given
in
the
section
BRAKING

SYSTEM
for
vehicles
fitted
with
Ll4
Ll6
and
Ll8

engines

FRONT
DISC
BRAKE
Removal
and
Installation

Refer
to

the
section
BRAKING
SYSTEM
for
the
Ll4
L16

and
LIB

engines
for
full
details
of
the
removal

and
installation

procedures

Check
the
thickness
of
the
friction

pads
as

previously

described

and

replace
them
if

necessary
Check

the
brake
disc
for

scoring
and
out
of

round
The

standard
diSc
thickness
is
10
0
mm
0
394

in
and
must
not

be

reground
below
8
40
mm
0
331
in
The
run
out

of
the

disc
should
be
less
than
0
06
mm

0
0024
in
and
can
be

checked

with
a
dial

gauge
positioned
near

the
outer

diameter

of
the
disc
as

previously
described

REAR
DRUM
BRAKE
Removal
and
Installation

The
rear
drum
brakes
See

Fig
D
6
can
be
removed
and

inspected
as
described
in
the

section
BRAKING
SYSTEM
for

vehicles
fItted

with
L14
L16
LIB

engines

Examine
the
brake
drums
for

scoring
and
out
of

round

The

maximum
inner
diameter
of
the

drum
must
not

exceed

229
6
mm
9
040

in
after

reconditioning
Out
of
round
should

be
below
0
05
mm
0
002
in

Renew

the
brake
shoe

linings
if

they
are
contaminated
or

incorrectly
seated
or
if
the

thickness
of
the

lining
has
been

reduced
to

1
5
mm

0
06
in
or
less
Oil
or

grease
can
be
re

moved
from
the

linings
by
cleaning

thoroughly
with
carbon

tetrachloride
or

petrol

Check
the
shoe

return

springs
and

replace
them
if

they

have
become
weakened
Check
the

bores
of
the
wheel

cylinders

for

signs
of
wear

damage
or
corrosion
Renew
the

cylinders

and

pistons
if
the
clearance

between
the
two

parts
exceeds
to

0

15
mm

0
006
in
Renew
the
c

ps
when

overhauling
the

wheel

cylinders

MASTER
V
AC
SERVO
UNIT

Removing
and

Dismantling

The
servo

unit
should
be
removed
and
overhauled
at

yearly

intervals
A
Master
Vac

repair
kit

is
available
and
all

parts

marked
in

Fig
D
7
should
be
renewed
after

dismantling
the

unit
These
items
are
all

supplied
as

part
of
the
repair
kit

The
unit
can
be

removed
as

follows

Remove
the
clevis

pin
from
the

push
rod
and
detach
the

Master
V
ac

unit
from
the
brake

pedal

2
Disconnect

the
brake
tube
from
the
master

cylinder
and

the
vacuum
hooe
from
the
Master
Vac

3
Take

off
the

retaining
nuts

and
remove
the
Master
Vac
and

spacer
then

separate
the
master

cylinder
from
the
Master

Vac

Mark

the
front

cylinder
shell

and
the
rear
shell

and
stud

assembly
before

dismantling
the
unit
then

proceed
as

follows

S31

Clamp
the

flange
and
bolt

assembly
in
a
vice
Push
the

rear

shell
and
stud
assembly
down
and
turn
it
anti
clockwise

to
release
Take
care
not
to

drop
the

valve
body
and

di

phrd

gm
plate
which
will
be
detached
at
the
same

time

Remove
the
retainer
and
detach
the

bearing
and
seal
from

the
rear
shelL
A

needle
can
be
used
to
remove

the
retainer

Pull
the
diaphragm
from
the

groove
in
the

diaphragm
plate

Remove
the
valve

body
guard
and
the
air
silencer
See

Fig

0
8
Remove

the
valve

plunger
stop
key

Fig
D
9
detach

the
valve
rod
and

plunger
assembly
and
the
air
silencer

fllter
from
the
valve

body
and

diaphragm
plate
Pull
out
the

reaction
di
c

To
dismantle
the
front
shell
and
stud

assembly
first
pull

out

the

push
rod
then
remove
the

plate
and
seal
and
the

check
valve

MASfER
V

AC
SERVO
UNIT

Assembling

inspect
the

components
and

replace
any
which
show
signs

of
wear
or

damage
As

previously
stated
the

repair
kit
contains

a
number
of
items
which
must

be
used
to

replace
the
original

parts
Assembly
is
a

reversal
of
the

dismantling
procedure
but

the
following

components
should
be
lubricated
with
silicon

grease

Grease
the

lip
and
face
of
the
seal
the
lip
of
the

poppet

both
faces
of
the
reaction
disc
Grease
the
diaphragm
edge
in

contact
with
the
front
and
rear
shell

Grease
the
face
of
the

plate
and
seal

assembly
which
con

tacts
the
front
shell
and
push
rod
the
face
of
the
check
valve

in
contact

with
the

packing
and
also
the
push
rod
at
the

point

of
contact
with
the

diaphragm
plate

Check
the
clearance
between
the
master

cylinder
and
push

rod
after
assembling
The
clearance
should
be
4
0
0
5
0
mm

ot
575
0
0197
0
in
and
can
be

adjusted
if
necessary
by

altering
the
length
of
the

push
rod
Installation
of
the
Master

Vac
unit
is
a
reversal
of
the
removal

procedure

HANDBRAKE
CABLES

Removing

The
cables
of
the
mechanical
handbrake
See

Fig
D
3
can

be
removed
in
the
following
manner

Front
cable

1
Release
the
hand
brake
and
disconnect
the
front
cable

by

removing
the
clevis

pin
1
in

Fig
D
I
0
at

the
handbrake

equalizer
Screw
out
the

adjusting
nut
2
to
disconnect

the
cable
from
the
handbrake
lever

2

Straighten
the
cable

clamp
I
in

Fig
D
II
and

pullout
the

the
lock

plate
2
to
extract
the
cable
from
the
retainer

3
Detach
the
cable
outer

casing
from
the
handbrake
control

bracket
then

pull
out
the
front

cable

Control
Stem

Removal
of
the
control
stem
is
a

straight
forward

opera

tion
Refer
to

Fig
D
12

and
take
out

the
clevis

pin
I
connect

ing
the

yoke
2
to
the
lever

3
Remove
the
clevis

pin
4
secur

ing
the

guide
5
to
the
bracket
6
then
withdraw
the
control

stem

S34
Re
lf
rnble

Remove
the
nut
from
the

adjuster
and
disconnect
the

left
hand
rear
cable

Disconnect
the
rear

cables
from
the
wheel

cylinders
Refer

to

Fig
D
13

pull
out
the
lock

plates
1
and
2
andremove

the
clevis

pin

HANDBRAKE
CABLES

Inspection
and
Installation

lnspect
the
cables
and

replace
them
if

any
of
the
wires

have
broken
Cables
which
have
stretched
must

be
renewed
as

it
will
no

longer
be

possible
to

adjust
the
handbrake

correctly

Check
the

springs
and
renew
them
if

they
have
weakened
or

broken

Oteck
the
centre
lever
trunnion

pin
and

equalizer
and

replace
as

necessary

Installation
is
a
reversal
of
the
removal

procedure
Grease

all

sliding

parts
and

adjust
the
handbrake
as
described
below

HANDBRAKE

Adjusting

Release
the
handbrake
and

adjust
the
rear
brake
shoes
as

described
under
the

appropriate
heading

Adjust
the
front
and
rear
cables
to

give
a
handbrake
lever

stroke
of
85
to

95
mm
0
35
to
3
74
in

by
setting
the

adjust

ing
nuts
shown
arrowed
in

Fig
D
14

BRAKE
PEDAL

Adjusting

Adjust
the

length
of

the
master
cylinder
push
rod
until

the
brake
pedal

pad
is
set
to
a

height
of
187
0
mm
7
36
in

with
the
brake

light
switch
free
from
the

pedal
stopper
Lock

the

push
rod

by
tightening
the
locknut

l
in

Fig
D
15
Screw

in
the
brake

light
switch
until
the
screwed
shaft
of

the
switch

makes
contact

with
the

stopper
brJ
cket
bolt
then

retighten
the

locknut

Adjust
the

stopper
bolt
2
until
the
brake

pedal
pad
is
set

to
a

height
of
183
0
mm

7
2
in
then

retighten
the
locknut

The

full
stroke
of
the
brake

pedal
should
now
be
set
to
150
0

mm
5
9
in

The
brake

lamps
should

light
up
when
the

pedal
is

depressed

15
0
mm
0
6
in
see

Fig
D
16

Lubricate
all
sliding

parts
with

bearing
grease

REAR
DRUM
BRAKE

Adjusting

Jack

up
the
vehicle
at

the
rear

and
release
the
handbrake

Depress
the
brake
pedal
several

times
and
turn
the

adjuster

clockwise
until
the
drum
is
locked
See

Fig
D
I
Turn

the

adjuster
in

the

opposite
direction
until
the
shoes
arc

just
dear

of
the
drum
and
the
wheel
can
be

turned

freely
by
hand

Repeat
the

operation
on
the
other

adjuster
and
then

depress

the
brake

pedal
to
make
sure
the
brakes
are

working
correctly

BLEEDING
THE
HYDRAULIC
SYSTEM

Refer
to
the
section
BRAKING
SYSTEM
for
L14
Ll6

and
LIS

engines
and
follow
the
instructions

given
under
the

appropriate
heading