engine DATSUN 610 1969 Owner's Manual

TechnIcal
Data

IGNITION
DISTRIBUTOR

Type

L16
ll8
with

single
carbl

L16
L18
with
twin
arb

L14

Firing
order

Rotation

Ignition
timing
BTDC

0411
58K

0409
54K

0411
63

Dwen

angle
Hitachi
D411
58K

Hitachi
D409
54
K

Hitachi
0411
63

I
3
4

2

anticlockwise

100
at
600
r

p
m

140
at
650
c

p
m

80
at
600
r

p
m

49
550

Contact

point

gap
setting

Contact

spring
tension
0
45
0
55
mm
O
OI77
0
0217
in

0
50
0
65

kg
l
l
0
I
43
lb

Condenser

capacity
0
22
0
44
F

IGNITION
COil

Type

Spark
plugs

With

single
carb

With
twin
carb

Plug

gap

Tightening
torque
Hitachi
6
R
200

NGK
BP
5ES

NGK
BP
6ES

0
8
0
9
mm
0
031
0
035
in

1
5
2
5

kgm
II
15Ib
ft

1300cc

engine
IGNITION
TIMING

Adjustment

100
B
T
D
C
600
r

p
m

32

Fuel

System

DESCRIPTION

FUEL
TANK

FUEL
PUMP

CARBURETTOR
IDLING
ADJUSTMENT

FAST
IDLE
OPENING
ADJUSTMENT

THROTTLE
VALVES
INTERLOCK
OPENING

DASHPOT

DESCRIPTION

The

diaphragm
type
fuel

pump
shown
in

Fig
D
1
feeds

fuel

from
the
tank
to
the
carburettor
in
a

regulated
supply

according
to
the
needs
of
the

engine
A
cartridge
type
fuel

strainer

prevents
any
dirt
from

reaching
the

pump
inlet
valve

The

carburettor
fitted
to

the

engine
is
either
a
down

draught
two
barrel

type
equipped
with
a
throttle

operated

acceleration

pump
and
power
valve
mechanism

See
Fig
D
2

or
a
twin
SU
carburettor
of
the

type
shown
in

Fig
D
3
In
the

two
barrel

type
carburettor

fuel
flows
from
the

passage
at
the

bottom
of
the
float
chamber

passes
through
the

primary
main

jet
and
mixes
with
air

introduced

through
the
main
air
bleed

screw

The

petrol
and
air
mixture
is

injected
into
the
venturi

through
the
main
nozzle

Each
time
the
accelerator

pedal
is

depressed
the
throttle

opens
and
the
accelerator

pump
forces
a

jet
of

petrol
into
the

air
stream
to
allow
the

engine
to
accelerate

smoothly
See

Fig

0
4
The

power
valve
mechanism
is

operated
automatically

according
to
the
demands
made

by
the

engine
Under
light
load

i
e

part
throttle
conditions
the
intake
manifold

depression
is

transmitted
below
the
throttle
valve
the
vacuum

pulls
a

piston

upwards
against
a

spring
and
leaves
the

power
valve
closed

allowing
additional
air
to
be

admitted
through
the
air
bleed
screw

and
thereby
weaken
the

petrol
and
air
mixture
When
the
vacuum

below
the
throttle
vaJve
is
lowered

during
full
load
conditions

the

piston
is

pushed
down
opening
the

power
valve
and
providing

additional
fuel
to
enrichen
the
mixture

The
model

HJ
L
38W6
SU
twin
carburettor
is
of

the

horizontal
variable
venturi

type
and
is
used

only
on
the
1600

and
1800
cc

engines
In
this

type
of
carburettor
a

constant

flow
of
intake
air
is

maintained

by
the

automatically
adjusted

venturi

opening
this
is
accomplished

by
the
suction

piston

sliding
in
accordance
with

changes
in
the
volume
of
intake
air

Referring
to

Fig
D
5
the
suction
chamber
is
mounted
above

the
venturi
The
suction

piston
slides
vertically
within
the

chamber

and

changes
the
venturi

opening
area
The

piston
is

operated
by
a

difference
between
the

upper
vacuum

pressure

which
is

applied
through
the
suction

poct
and
the
atmospheric

pressure
which

is
introduced

through
the
air
hole
from
the
air

cleaner

The
amount

by
which
the
throttle
is

opened
causes
the

suction

piston
to
rise
or
fall
under
the
intluence
of
the

engine

suction
The

pozzle

opening
therefore

changes
and

provides
an

optimum
air
fuel
mixture
at
all

engine
speeds

The

cartridge
type
fuel
strainer
utilizes
a
fibre
strainer

element
which
should
be

replaced
every
20
000
km
12
000

miles
Removal
of
the
fuel
strainer
is
a

simple
operation
but
as

it
cannot
be
drained
the
strainer
should
not
be
removed
when
CARBURETIOR
Removal
and
Overhaul

FLOAT
LEVEL
Adjustment

SU
TWIN
CARBURmORS

Adjustments

SU
TWIN
CARBURmORS

Dismantling

SU
TWIN
CARBURETTORS

Inspection

STARTING
INTERLOCK
VALVE
OPENING

HYDRAULIC
DAMPER

the
tank
is

full
unless

absolutely
necessary

A

viscous

paper
type
air
cleaner
element
is
fitted
which

does
not

require
cleaning
and
should
be

repl
ced

every
40
000
km

24
000
miles
The
air

cleaner
fitted
on
the

single
carburettor

is
equipped
with
an

idling
compensator
to

prevent
the
mixture

from

becoming
too

rich
at

high
idling

temperatures
Additional

fresh
air
is
introduced
into
the
inlet
manifold

by
the
action
of

a
bimettalic

strip
located
in
the
air
cleaner
When
the

temperature

under
the
bonnet
is

high
the
bimetal
is

heated

by
the
hot
inlet

air
and
lifts
to
allow
the
valve
to

open
The

idling
compensator

valve

partially
opens
at

550
I310F
and
is

fully
open
at

650C

l490F
The
unit
cannot
be
dismantled
as

it
is

pre
sealed
and

correctly
adjusted
for
valve

timing
Fig
D
6
shows
the

layout

of

the
idling
compensator
piping

FUEL
TANK

Replacing

The
fuel
tank
can
be
removed
in
the
following
manner

Remove
the
rear
seat

and
back
rest

2
Take
out
the
board
behind
the
back
rest

3
Take
out
the

luggage
compartment
lining
board
and

disconnect
the
cable
to
the

petrol
gauge
unit

4
Disconnect
the
petrol
filler
tube
from
the
tank

5
Remove
the
tank
retaining
bolts
and
disconnect
the

rubber
fuel
outlet
and
return
hoses

Installation
is

a
reversal
of
the
removal

procedure
always

ensure
that
the
fuel
lines
arc
carefully
checked
for

signs
of

damage
before

replacing
the
tank

FUEL
PUMP

Testing

Pressure
and
capacity
tests
can
be
carried
out
with
the

pump
installed
in
the

following
manner

Static

pressure
test

Disconnect
the
fuel
line
at

the
carburettor
install
an

adaptor
tee

fitting
and
suitable

pressure
gauge
to
the
fuel
line

between
carburettor
and
fuel

pump
Start
the
engine
and
run
it

at

varying
speeds

The

reading
on

the
gauge
should
be
0
18
0
24

kg
sq

cm
2
6
34
Ib

sq
in
If
the

pressure
is
below
the

specified

figure
then
either
one

part
of
the

pump
has
worn

excessively

or

general
wear
has
occured
to

all
the

working
parts
The
faults

may
include
a

ruptured
diaphragm
worn
and

warped
valves

33

and
seats
or
a
weak

diaphragm
return

spring

A

pressure
above
the

specified
figure
may
be
due
to

an

excessively
strong
and
tight
diaphragm

Capacity
test

The

capacity
test
can
be

carried
out
when
the
static

pressure
has
been
tested
and
conforms
with
the

specified
figure

of
0
18

kg
sq
cm
2
6Ib

sq
inJ

Disconnect
the
fuel
line
at

the
carburettor

and

place
a

container
under
the
end
of
the

pipe
to
act
as
a
fuel

sump

Start
the

engine
and
run
it
at
a

speed
of
1000

Lp
m
The

amount

of
fuel
delivered
from
the

pump
in
one
minutc
should

be

1000
cc
2
1
US

pt

If

petrol
does
not
flow
from
the

opcned
end
of

the
pipe

at
the
correct
rate
then
either
the
fuel

pipe
is

clogged
or

the

pump
is
not

operating
correctly

If
the
latter
cause
is

suspected
the

pump
must
be
removed

and

inspected
as
described
below

FUEL
PUMP

Removing
and

Dismantling

Before

removing
the
pump
take
off
the

petrol
tank

cap

and
disconnect
the

pump
inlet
and
outlet

pipes
Blow

through

the

pipes
with

compressed
air
to

make
sure

that

they
are
not

clogged

Remove
the

pump
retaining
nuts

withdraw
the

pump
and

dismantle
it
in
the

following
order

Referring
to

Fig
D
l

Take
out
the
screws

holding
the
two

body
halves

together

and

scparate
the

upper
body
from

the
lower

body

2
Remove
the

cap
and

cap
gasket

3
Unscrew
the
eI
bow
and
connector

4
Take
off

the
valve
retainer
and
remove
the
two
valves

5
To
remove
the

diaphragm
diaphragm
spring
and
lower

body
sealing
washer

press
the

diaphragm
down

against

the
force
of
the

spring
and
tilt
the

diaphragm
at
the
same

time
so
that
the

pull
rod
can
be
unhooked
from
the
rocker

arm

link

Fig
D
7

The
rocker
arm

pin
can

be
driven
out
with
a
suitable

drift

FUEL
PUMP

Inspection
and

Assembly

Check
the

uppcr
and

lower

body
halves
for
cracks

Inspect

the
valve
and
valve

spring
assembly
for

signs
of
wear
and
make

sure
that
the

diaphragm
is
not

holed
or

cracked
also
make
sure

that
the
rocker
arm
is
not
worn
at
the

point
of
contact
with

the

camshaft

The
rocker
arm

pin
may
cause

oil

leakage
if
worn

and

should
be
renewed
Assembly
is
a
reversal
of
the
dismantling
procedure

noting
the

following
points

Fit
new

gaskets
and
lubricate
the
rocker
arm
link
and
the

rocker
arm

pin
before

installing

The

pump
can
be
tested

by
holding
it
approximately
I

metre
3

feet
above

the
level
of
fuel

and
with
a

pipe
connected

between
the
pump
and
fuel
strainer

Operate
the
rocker
ann

by
hand
the

pump
is

operating

correctly
if
fuel
is
drawn

up
soon
after

the
rocker
ann
is

released

CARBURETTOR
IDLING
ADJUSTMENT

The

idling
speed
cannot
be

adjusted
satisfactorily
if
the

ignition
timing
is
incorrect

if
the
spark
plugs
are

dirty
or
if

the
valve
clearances
are
not

correctly
adjusted

Before

adjusting
the

idling
speed
set
the
hot
valve

clearances

t
o
0
25
mm
0
0098
in
for
the
intake
valves

and

0
30
mm
0
0118
in
for
the
exhaust
valves
as
described
in

the
ENGINE

section

Idling
adjustment
is
carried
out

with
the
throttle

stop

screw
in

conjunction
with
the

idling
adjustment
screw

See

Fig
D
8

Run
the

engine
until
it
attains
its
normal

operating

temperature
and
then
switch
off

Starting
from
the
fully
closed

position
unscrew
the

idling
adjustment
screw

by
approximately
three
turns

Screw
the
throttle

stop
screw
in

by
two
or
tftr
e
turns
and

start

th
engine

Unscrew
the
throttle

stop
screw
until
the

engine
commences

to
run

unevenly
then
screw
in
the

idling
adjustment
screw
so

that
the
engine
runs

smoothly
at
the

highest
speed

Readjust
the
throttle

stop
screw
to

drop
the

engine
speed

of

approximately
600
r

p
m
is
obtained

WARNING
Do
not

attempt
to
screw

the

idling
adjustment

screw

down
completely
or
the

tip
of
the
screw

may
be

damaged

FAST
IDLE
OPENING
ADJUSTMENT

The
choke
valve
is

synchronized
with
the
throttle
valve

and
connected
to
it

by
levers
as
shown
in

Fig
D
9
The
fast

idle
opening
can
be
check

by
fully
closing
the
choke
valve
and

measuring
the
clearance
between
the

primary
throttle
valve
and

the
wall
of

the
throttle
chamber
This
clearance

being
shown

as
A

in
the
illustration
The
clearance
for

the
carburettor

types
is
as
follows

Carburettor

type
Throttle

opening

angle

180

180

190
Dimension
A

213304
361

13304
4
I

13282
331
1
55mm
0
06lin

1
55mm
0
06Iin

1
3
mm
0
051
in

35

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

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

Connect
the
fuel
line
from
the
float

chamber
to
the
nozzle

nipple
and

tighten
the

retaining
clip
Pull
out

the
choke
lever

and

place
the

connecting
plaie
betw
n
the
washer
and
sleeve

collar
Screw
the

plate
to
the

nozzle
head
and
check
that
the

collar
is
installed
in
the
hole
in

the

plate
by
mo

ing
the
choke

lever
as

necessary

Recheck
the

piston
to
make

sure
that
it
falls

freely
without

binding

SU
TWIN
CARBURETTOR

Centering
the

jet

Remove
the

damper
oil

cap
nut

and
gradually
raise
the

lifter

pin
4
in

Fig
D
17

Continue
to
raise
the
lifter

pin
until
the
head
of
the

pin

raises
the

piston
by
approximately
8
mm
0
31
in
When
the

lifter

pin
is
released
the

piston
should

drop
freely
and
strike

the
venturi
with
a

light
metallic
click
If

the

pi
ston
does
not

fall

freely
it
will
be

necessary
to
dismantle
the

carburettor
in

the
manner

previously
described

SU

TWIN
CARBURETTOR

FLOAT
LEVEL

Inspection
and

Adjustment

The
fuel
level
in
the
float
chamber
can

be
checked

using

the

special

gauge
ST
19200000
Remove
the
float
chamber

drain

plug
and
install
the

special

gauge
as
shown
in

Fig
D
20

Start
the

engine
and
allow
it
to
run
at

idling
speed
The

fuel
level
is
conect
if
it
is

indicated
on

the

glass
tu

be
at
a

distance
of
22
24
mm
0
866
0
945
in
below
the

top
of
the

float
chamber

The
level
of
the
fuel
can

be
corrected
if

necessary
by

adjusting
the
float
level
in
the

following
manner
Take
out
the
float
chamber
coveT

securing
screws
and

lift
off
the
cover
and
attached
float

lever
Hold
the
cover
so
that

the
float
lev
r
is

facing
upwards
Lift
the
float
lever
and
then

lower
it
until
the
float
lever
seat

just
contacts

the
valve
stem

The
dimension
uH
in

Fig
D
1
should
be
11
12
mm
0
43

0
47
in

and
can

be
corrected

by
bending
the
float
lever
at
the

point
indicated

SU
TWIN
CARBURETTOR

Starting
interlock
valve

opening
adjustment

To

adjust
the
starting
interlock

opening
the

connecting

rod
4
in

Fig
D
22
1
must
be
bent

using
a
suitable

pair
of

pliers
The
throttle

opening
can

be
increased

by
lengthening

the

connecting
rod
or
reduced

by
shortening
the
rod

The
throttle

opening
is
correctly

adjusted
when
the

clearance
8

between
the
throttle
valve
and
throttle
chamber

is
set
to
0
6
mm
0
023
in
with
the
choke
lever
half

completely

out

HYDRAULIC
DAMPER

The

damper
oil

should
be
checked

approximately
every

5000
km
3000
miles
To
check
the
oil
level
remove
the
oil

cap
nut
as
shown

in

Fig
D
23
and
check
the
level
of
oil

against

the
two

grooves
on
the

plunger
rod

Top

up
with
SAE
20

engine
oil
if

the
oil
level
is
below
the
lower
of
the
two

grooves

Take
care

not
to
bend
the

plunger
rod
when

removing
and

replacing
the
oil

cap
nut

and
make
sure
that
the
nut
is

sufficiently

tightened
by
hand

TechnIcal
Data

Engine
Model
Ll4

I400cc

Primary
Secondary

28mm
32mm

21x7mrn
28xlOmm

96

165

60
60

I
Omm

220
100

1
6
Outlet
diameter

Venturi
diameter

Main

jet

Main
air
bleed

1
st

slow
air
bleed

2nd
slow
air
bleed

Economizer

Power

jet

Float

level

Fuel

pressure

Main
nozzle
55

22mm

0
24

kg

sq
cm
3
41b

sq
in

2
2mm

2
Smm

SU
Twin
Carburettors

Type

Bore
diameter

Piston
lift

Jet
needle

Nozzle

jet
diameter

Suction

spring
IUL
38
W6

38mm

1
4961
in

29mm

1417
in

M
76

2
34
mm

0
0921
in

No
23

Float
needle
valve

inner
diameter

Float

level
1
5mm
0

059
in

23mm
0
9055
in

42
Ll6
1600cc

Primary

Secondary

28mm
32mm

22x7mm

29xlOmm

102
165

60

60

1
0mm

180
100

1
6
Ll8

l80Occ

Primary
Secondary

30mm

34mm

23x14x7mm
30xlOmm

102
170

60
60

I
Omm

210
100

1
6

55

22mm
55

22m

2
3mm
2
5mm
2
3mm
2
8mm

Throttle

clearance
at
full

throttle

Position
at
full
throttle
0
6mm
0
0236
in

6
50

FUEL
PUMP

Type

Delivery
amount
Mechanical

1000cc
minute
at
1000

r

p
m

0
18
0
24

kg

sq
cm

2
5
3
41b

sq
in

from
eccentric
on
cam

shaft
Delivery

pressure

Drive

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

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

SteerIng

DEsn
IPTION

S
i
EERlNG
MaintenaDce

STEERING
WHEEL
AND
STEERING
GEAR

Removal
and
Installation

STEERING
GEAR

Dismantling

STEERING
GEAR

Inspection
and
Adjustment

DESCRIPTION

A
worm
and

recirculating
ball

type
steering
system
is

fitted
to

the
vehicle
the

component
parts
of
the

steering
gear

are
shown
in

Fig
K
I

The

steering
linkage
consists
of
the
centre
tie
rod

pitman

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

in

Fig
K
2

A

collapsible
steering
column
assembly
can
be
fitted
to
the

vehicle
to

protect
the
driver
from

injury
in
a
head
on

collision

Details
of
this

type
of

assembly
are

given
under
the

appropriate

heading

STEERING
Maintenance

O1eck
the
oil

level
in
the

steering
box
every
10
000
km

6
000
miles
and

top
up
with
recommended
lubricant
if

necessary

Grease
the

steering
linkage
every
50
000
km
30
OOO

miles
It
will
be

necessary
to

replace
the

plug
in
the
tie
rod
ball

joints
with
a

grease
nipple
for
this

operation
as

previously

described
in
the
section
FRONT
SUSPENSION

Use
a

grease
gun
to

completely
replace
the
old

grease
with

new

grease
making
SUfe
that
the

grease
is
not
forced
from
under

the
cover

clamp
if
a

high

pressure
gun
is
used

STEERING
WHEEL
AND
STEERING
GEAR
Removal

1
Take
out
the

retaining
bolts
and
remove
the
horn
ring

remove
the

steering
wheel
nut

Fig
K
3
and

pull
off

the

steering
wheel
The
special
tool
ST
27180000
should
be

used
if
available

2
Disconnect
the

battery
leads
remove

the
steering
column

shell
covers

and
the
turn

signal
and

lighting
switch
assembly

3
On
vehicles
fitted
with

steering
column

gear
change

assemblies
the

gear
lever
must
be
removed
from
the

control
rod

assembly
Unscrew
the
retaining
boltg
and

disconnect
the

gear
lever

4
Remove
the
bolts
from
the

steering
column

upper
clamp

Fig
K
4
and
the
bolts

holding
the
lower

plate
Fig
K
5

5
If
the
vehicle
is
fitted
with

steering
column
gear
change

remove
the

cotterpin
from
the
trunnion
and
detach
the

gearchange
rod
and
selector
rod
from
the

change
lever
and

selector
lever
STEERING
GEAR

Assembly
and

Adjustment

COLLAPSIBLE
STEERING

COLLAPSIBLE
STEERING
Removal
and

Inspection

COLLAPSIBLE
STEERING
Installation

STEERING
LINKAGE

6
Remove
the
bolts

securing
the

steering
gear
housing
to

the
car

body
Fig
K
6
and

pull
the
steering

gear
towards

the

engine
compartment

Remove
the
gearchange
control
from
the

steering
gear

assembly
as
described
in
the
section
GEARBOX

STEERING
WHEEL
AND
STEERING
GEAR
Installation

Installation
is
a
reversal
of
the
removal

procedure
When

the
installation
has
been
completed
make
sure
that
the

steering

wheel
can

be
turned

smoothly
and
is
correctly
aligned
The

free
travel
of
the

steering
wheel
should
be
between
2S
30mm

0
9B
1
18
in
Tighten
the

steering
wheel
locknut
to
a

torque

reading
of
4
0
5
0

kgm
29
36Ib
ft
and
the

steering
column

upper
clamp
and
plate
bolts
to
a

torque
reading
of
1
3
1
8

kgm

94
1
3
Ib
ft

Ensure
that
the

steering
box
is
topped
up
to
the
correct

level
with
recommended
lubricant

STEERING
GEAR

Dismantling

Remove
the

pitman
arm

retaining
nut

and
pull
out
the
arm

The

special
puller
ST
27140000
should
be

used
if
available

Remove
the
drain

plug
from
the

steering
gear
housing
and

drain
the
oil

Slacken
the

adjusting
screw
nut
and
turn
the
sector
shaft

adjusting
screw
a
few
turns
in
the
anti
clockwise
direction

Remove
the
sector

shaft
cover

retaining
bolts
and

pull
the

sector
shaft
cover
and
sector
shaft
from
the
gear
housing
Fig

K
7

Remove
the
bolts

securing
the
column

jacket
to
the

gear

housing
and

carefully
withdraw
the
main
column
jacket
assembly

from
the
gear
housing
Fig
K
B

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

the
worm
or
the
ends
of
the
ball

guides
will
be

damaged

Pull
the
column
assembly
from
the
column
jacket
Remove

the
sector
shaft
oil
seal
and
take
out
the
rear

bearing
outer

race

from
the
column

jacket
with
a
suitable

puller

Withdraw
the

bearing
inner
races
from

the
front
and
fear

worm

bearings

Remove
the
column
shaft

bearing

91