fuel pump DATSUN 610 1969 Workshop Manual
[x] Cancel search | Manufacturer: DATSUN, Model Year: 1969, Model line: 610, Model: DATSUN 610 1969Pages: 171, PDF Size: 10.63 MB
Page 6 of 171
EngIne
INTRODUCTION
ENGINE
Removal
ENGINE
DismantUng
ENGINE
Inspection
and
Overhaul
VALVES
VALVE
GUIDES
VALVE
SEAT
INSERTS
CAMSHAFT
AND
CAMSHAFT
BEARINGS
Checking
CYliNDER
BLOCK
PtSTONS
AND
CONNECTING
RODS
INTRODUCTION
The
1400
1600
cc
and
1800
cc
engines
are
four
cylinder
in
line
units
with
a
single
overhead
camshaft
and
fully
balanced
five
bearing
crankshaft
The
valves
are
operated
through
rockers
which
are
directly
activated
by
the
earn
mechanism
The
crankshaft
is
a
special
steel
forging
with
the
centre
main
bearing
equipped
with
thrust
washers
to
take
up
the
end
thrust
of
the
crankshaft
The
special
aluminium
pistons
are
of
the
strut
construction
to
control
thermal
expansion
and
have
two
compression
rings
and
one
combined
oil
ring
The
gudgeon
pins
have
special
hollow
steel
shafts
and
are
a
fully
floating
fit
in
the
pistons
and
a
press
fit
in
the
connecting
rods
The
aluminium
alloy
cylinder
head
contains
wedge
type
combustion
chambers
and
is
fitted
with
aluminium
bronze
valve
seats
for
the
intake
valves
and
heat
resistant
steel
valve
seats
for
the
exhaust
valves
The
cast
iron
camshaft
is
driven
by
a
double
row
roller
chain
from
the
crankshaft
pulley
The
engine
is
pressure
lubricated
by
a
rotor
type
oil
pump
which
draws
oil
through
an
oil
strainer
into
the
pump
housing
and
then
forces
it
through
a
full
flow
oil
filter
into
the
main
oil
gallery
ENGINE
Removal
Place
alignment
marks
on
the
bonnet
and
hinges
remove
the
bonnet
from
the
vehicle
2
Drain
the
cooling
system
and
engine
and
transmission
lubricant
Remove
the
radiator
grille
3
Discon
ect
the
battery
cables
and
lift
out
the
battery
4
Detach
the
upper
and
lower
radiator
hoses
remove
the
radiator
mounting
bolts
and
lift
the
radiator
away
from
the
vehicle
The
torque
converter
c
jng
pipes
must
be
disconnected
from
the
radiator
on
vehicles
fitted
with
automatic
transmission
S
Remove
the
COOling
fan
and
pulley
disconnect
the
fuel
pipe
from
the
fuel
pump
and
the
heater
hoses
from
the
engine
attachments
6
Disconnect
the
accelerator
control
linkage
and
the
choke
CRANKSHAFT
AND
MAIN
BEARINGS
CAMSHAFT
AND
SPROCKET
FLYWHEEL
ENGINE
Assembling
VALVE
CLEARANCES
Adjusting
ENGINE
LUBRICATION
SYSTEM
OIL
PUMP
OIL
FILTER
CHANGING
THE
ENGINE
OIL
cable
from
the
carburettor
7
Disconnect
the
wirings
from
the
starter
alternator
ignition
coil
oil
pressure
switch
and
temperature
sender
unit
8
Remove
the
clutch
slave
cylinder
Fig
A
2
and
its
return
spring
9
Disconnect
the
speedometer
cable
and
withdraw
the
plug
connector
from
the
reversing
light
switch
10
Disconnect
the
shift
rods
and
seJector
rods
and
remove
the
cross
shaft
assembly
as
described
in
the
section
Gear
box
II
Disconnect
the
front
exhaust
pipe
from
the
exhaust
manifold
disconnect
the
centre
pipe
from
the
rear
pipe
and
remove
the
front
pipe
pre
muffler
and
centre
pipe
assembly
12
Disconnect
the
propeUer
shaft
flange
from
the
companion
flange
from
the
gear
carrier
13
Jack
up
the
gearbox
slightly
and
remove
the
rear
engine
mounting
bracket
bolts
remove
the
mounting
cross
member
and
handbrake
cable
c1amp
14
Remove
the
bolts
securing
the
front
engine
mounting
brackets
to
the
crossmember
15
Attach
lifting
cable
or
chains
to
the
hooks
installed
at
the
front
and
rear
of
the
cylinder
head
Lower
the
jack
under
the
gearbox
and
carefully
lift
and
tilt
the
engine
and
gearbox
unit
Withdraw
the
engine
and
gearbox
from
the
compartment
making
sure
that
it
is
guided
past
the
accessories
installed
on
the
body
ENGINE
Dismantling
Remove
the
engine
as
previously
described
and
carefully
clean
the
exterior
surfaces
Cbeck
for
signs
of
fuel
oil
or
water
leaks
past
the
cylinder
head
and
block
Remove
the
air
cleaner
alternator
distributor
and
starter
motor
Plug
the
carburettor
air
horn
and
distributor
hole
to
prevent
the
ingress
of
foreign
matter
Remove
the
gearbox
from
the
engine
drain
the
engine
oil
and
coolant
Mount
the
engine
in
a
suitable
stand
the
special
engine
attachment
ST05260001
and
engine
ST0501SOO0
should
be
used
if
available
Fig
A
3
5
Page 10 of 171
Remove
the
fan
and
pulley
the
right
hand
engine
mounting
and
oil
filter
Remove
the
oil
pressure
switch
Remove
the
following
items
oil
level
gauge
spark
plugs
thermostat
housing
rocker
cover
carburettor
and
inlet
and
exhaust
manifolds
Remove
the
clutch
assembly
as
described
in
the
section
CLUTCH
Remove
the
left
hand
engine
mounting
crankshaft
pulley
water
pump
fuel
pump
fuel
pump
drive
earn
and
cam
shaft
sprocket
See
Fig
A
4
Remove
the
cylinder
head
bolts
in
the
sequence
shown
in
Fig
A
5
and
lift
off
the
cylinder
head
Invert
the
engine
and
remove
the
oil
sump
and
oil
strainer
oil
pump
and
drive
spindle
assembly
front
cover
and
chain
tensioner
Remove
the
timing
chain
oil
thrower
crank
shaft
worm
gear
and
chain
drive
sprocket
See
Fig
A
6
andA
7
Remove
the
connecting
rod
caps
and
push
the
pistons
and
connecting
rods
through
the
top
of
the
bores
as
shown
in
Fig
A
B
Keep
the
connecting
rod
caps
with
their
respective
rods
to
ensure
that
they
are
assembled
in
their
original
positions
Remove
the
flywheel
retaining
bolts
and
withdraw
the
fly
wheel
Fig
A
9
Remove
the
main
bearing
caps
using
the
special
puller
ST
1651
SOOO
to
withdraw
the
centre
and
rear
main
bearing
caps
as
shown
in
Fig
A
l
O
Remove
the
rear
oil
seal
and
lift
out
the
crankshaft
remove
the
baffie
plate
and
cylinder
block
net
Fig
A
II
Remove
the
piston
rings
with
a
suitable
expander
and
press
out
the
gudgeon
pins
under
an
arbor
press
using
the
special
stand
STl300001
as
shown
in
Fig
A
12
Keep
the
dismantled
parts
in
order
so
that
they
can
be
reassembled
in
their
original
positions
Slacken
the
valve
rocker
pivot
lock
nut
and
remove
the
rocker
arms
by
pressing
down
the
valve
springs
Remove
the
camshaft
taking
care
not
to
damage
the
bearings
and
earn
lobes
Withdraw
the
valves
using
the
valve
lifter
STl2070000
as
shown
in
Fig
A
13
ENGINE
Inspection
and
Overhaul
Cylinder
Head
and
Valves
Clean
all
parts
thoroughly
and
remove
carbon
deposits
with
a
blunt
scraper
Remove
any
rust
which
has
accumulated
in
the
water
passages
and
blow
through
the
oil
holes
with
compres
sed
air
to
make
sure
that
they
are
clear
Measure
the
joint
face
of
the
cylinder
head
for
out
of
true
as
shown
in
Fig
A
14
The
surface
should
be
checked
at
various
positions
using
a
straight
edge
and
feeler
gauge
The
permissible
amount
of
distortion
is
0
05
mm
0
0020
in
or
less
If
the
surface
is
out
of
true
by
more
than
the
limit
of
0
1
mm
0
0039
in
it
will
be
necessary
to
regrind
the
head
Clean
each
valve
by
washing
in
petrol
and
carefully
examine
the
stems
and
heads
If
the
stem
is
worn
damaged
or
not
straight
the
valve
must
be
discarded
Check
the
diameter
of
the
stem
with
a
micro
meter
The
diameter
of
the
inlet
valves
should
be
7
965
7
980
mm
0
3136
0
3142
in
and
the
diameter
of
the
exhaust
valves
7
945
7
960
mm
0
3128
0
3134
in
If
the
seating
face
of
the
valve
is
excessively
burned
damaged
or
distorted
it
must
be
discarded
A
badly
pitted
seating
face
should
be
refaced
on
a
valve
grinding
machine
removing
only
the
minimum
amount
of
metal
Renew
the
valve
if
the
thickness
of
the
valve
head
has
been
reduced
by
0
5
mm
0
0197
in
see
Technical
Data
for
valve
dimensions
The
valve
stem
tip
may
be
refaced
if
necessary
the
maxi
mum
allowance
however
is
0
5
mm
0
0197
in
The
valves
can
be
ground
in
to
their
seats
when
completely
satisfactory
The
valve
seats
and
valve
guides
should
be
in
good
condition
and
must
be
checked
as
described
in
the
following
paragraphs
VALVE
GUIDES
Replacement
The
valve
stem
to
valve
guide
clearance
can
be
checked
by
inserting
a
new
valve
into
the
guide
The
stem
to
guide
clearance
should
be
0
020
0
053
mm
0
0008
0
0021
in
for
the
inlet
valves
and
0
040
0
073
mm
0
0016
0
0029
in
for
the
exhaust
valves
If
the
clearance
exceeds
0
1
mm
0
0039
in
for
the
inlet
valves
and
the
exhaust
valves
then
new
guides
should
be
fitted
The
valve
guides
are
held
in
position
with
an
interference
fit
of
0
027
0
049
mm
0
0011
0
0019
in
and
can
be
removed
by
means
of
a
press
and
drift
2
ton
pressure
This
operation
can
be
carried
out
at
room
temperature
but
will
be
more
effectively
performed
at
a
higher
temperature
Valve
guides
are
available
with
oversize
diameters
of
0
2
mm
0
0079
in
if
required
The
standard
valve
guide
requires
a
bore
in
the
cylinder
head
of
11
985
11
996
mm
dia
0
4719
0
4723
in
dia
and
the
oversize
valve
guide
a
bore
of
12
185
12
196
mm
dia
0
4797
0
4802
in
dial
The
cylinder
head
guide
bore
must
be
reamed
out
at
normal
room
temperature
Heat
the
cylinder
head
to
a
temperature
of
150
2000e
302
3920F
before
pressing
in
the
new
valve
guides
Ream
out
the
bore
of
the
guides
to
obtain
the
desired
fInish
and
clearance
Fig
A
IS
The
special
valve
guid
reamer
ST
1103
SOOO
should
be
used
if
available
Valve
guide
inner
diameters
are
specified
in
Technical
Data
at
the
end
of
this
section
The
valve
seat
surface
must
be
concentric
with
the
guide
bore
and
can
be
corrected
with
the
facing
tool
STll670000
Fig
A
16
using
the
new
valve
guide
as
the
axis
VALVE
SEAT
INSERTS
Replacing
The
valve
seat
inserts
should
be
replaced
if
they
show
signs
of
pitting
and
excessive
wear
The
inserts
can
be
removed
by
boring
out
to
a
depth
which
will
cause
them
to
collapse
although
care
must
be
taken
not
to
bore
beyond
the
bottom
face
of
the
recess
in
the
cylinder
head
Select
the
valve
seat
inserts
and
check
the
outer
diameters
Machine
the
recess
in
the
cylinder
head
to
the
following
dimensions
at
room
temperature
9
Page 18 of 171
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
Page 32 of 171
CENTRIFUGAL
ADVANCE
MECHANISM
Special
equipment
is
required
to
check
the
advance
characteristics
It
is
possible
however
to
carry
out
an
exam
ination
of
the
caffi
assembly
and
the
weights
and
springs
to
ensure
that
the
earn
is
not
seizing
Lift
off
the
distributor
cap
and
turn
the
rotor
anti
clock
wise
When
the
rotor
is
released
is
should
return
to
the
fully
retarded
position
without
sticking
If
it
does
not
return
to
the
fully
retarded
position
it
will
be
necessary
to
check
for
dirt
and
weak
springs
It
should
be
noted
that
any
wear
in
the
mechanism
or
lose
of
spring
tension
will
upset
the
advance
characteristics
and
cause
unsatisfactory
engine
running
performance
over
the
speed
range
VACUUM
ADVANCE
MECHANISM
The
diaphragm
of
the
vacuum
advance
mechanism
is
mechanically
connected
to
the
contact
breaker
plate
The
rise
and
fall
of
inlet
manifold
depression
causes
the
diaphragm
to
move
the
contact
breaker
plate
to
advance
or
retard
the
ignition
If
the
vacuum
control
unit
fails
to
function
correctly
a
check
can
be
carried
out
to
ensure
that
the
contact
breaker
plate
is
moving
freely
and
that
the
three
steel
balls
at
the
top
and
oottom
of
the
plate
are
adequately
lubricated
Also
make
sure
that
the
vacuum
inlet
pipe
is
not
blocked
or
leaking
and
is
securely
tightened
Leakage
may
be
due
to
a
defective
diaphragm
which
should
be
renewed
along
with
any
other
faulty
part
of
the
mechanism
IGNITION
DlSTRffiUTOR
Removal
and
Dismantling
Disconnect
the
battery
leads
2
Disconnect
the
high
tension
lead
at
the
coil
3
Withdraw
the
high
tension
leads
from
the
distributor
cap
4
Detach
the
suction
pipe
from
the
vacuum
control
unit
5
Mark
the
position
of
the
distributor
and
rotor
remove
the
flange
mounting
bolts
and
withdraw
the
distributor
To
dismantle
the
distributor
proceed
as
follows
Take
off
the
distributor
cap
and
remove
the
rotor
Slacken
the
two
set
screws
holding
the
contact
breaker
upper
plate
Remove
the
primary
cable
terminals
and
withdraw
the
contact
set
from
the
distributor
Fig
C
S
Remove
the
vacuum
control
unit
c
Remove
the
two
screws
and
lift
out
the
contact
breaker
plate
detach
the
clamp
the
terminal
and
the
lead
To
remove
the
cam
take
out
the
centre
screw
as
shown
in
Fig
e
6
Drive
out
the
drive
pinion
retaining
pin
with
a
drift
and
hammer
Fig
e
and
remove
the
pinion
and
washer
Take
care
not
to
stretch
or
deform
the
governor
springs
when
detaching
them
from
the
weights
IGNITION
DISTRIBUTOR
Assembling
and
Installing
Assembly
is
a
reversal
of
the
dismantling
procedure
Lubricate
the
moving
contact
pivot
and
smear
the
lobes
of
the
cam
with
multi
purpose
grease
If
the
centrifugal
advance
mechanism
has
been
dismantled
the
governor
springs
and
cams
must
be
refitted
as
shown
in
Fig
e
8
The
governor
weight
pin
6
should
be
fitted
into
the
longer
of
the
two
slots
leaving
a
certain
amount
of
clearance
for
the
start
and
end
of
the
centrifugal
advance
movement
When
installing
the
distributor
take
care
to
align
the
body
and
rotor
with
the
marks
made
during
removal
The
rotor
must
be
positioned
in
its
original
location
it
will
turn
slightly
when
the
distributor
is
inserted
and
the
gear
teeth
mesh
Remove
and
replace
the
distributor
if
the
rotor
does
not
point
to
the
align
ment
mark
until
both
distributor
body
and
rotor
are
correctly
aligned
SPARKING
PLUGS
The
sparking
plugs
should
be
inspected
and
cleaned
at
regular
intervals
not
exceeding
every
10
000
km
6000
miles
New
sparking
plugs
should
be
fitted
at
approximately
20
000
km
12
000
miles
Remove
the
plugs
and
check
the
amount
of
electrode
wear
and
type
of
deposits
Brown
to
greyish
tan
deposits
with
slight
electrode
wear
indicate
that
the
plugs
are
satisfactory
and
working
in
the
correct
heat
range
Dry
fluffy
carbon
deposits
are
caused
by
too
rich
a
mixture
dirty
air
cleaner
excessive
idling
or
faulty
ignition
In
this
case
it
is
advisable
to
replace
the
plugs
with
plugs
having
a
higher
heat
range
Oily
wet
black
deposits
are
an
indication
of
oil
in
the
combustion
chambers
through
worn
pistons
and
rings
or
excessive
clearance
between
valve
guides
and
stems
The
engine
should
be
overhauled
and
hotter
plugs
installed
A
white
or
light
grey
centre
electrode
and
bluish
burned
side
electrode
indicates
engine
overheating
incorrect
ignition
timing
loose
plugs
low
fuel
pump
pressure
or
incorrect
grade
of
fuel
Colder
sparking
plugs
should
be
fitted
The
plugs
should
be
cleaned
on
a
blasting
machine
and
tested
Dress
the
electrodes
with
a
small
file
so
that
the
surfaces
of
both
electrodes
are
flat
and
parallel
Adjust
the
spark
plug
gap
to
0
8
0
9
mm
0
031
0
035
in
by
bending
the
earth
electrode
Refit
the
plugs
and
tighten
them
to
a
torque
reading
of
1
5
2
5
kgm
II
15Ib
ft
31
Page 34 of 171
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
Page 35 of 171
inter
1
j
Q
I
JJtE
1
Float
valve
2
Float
3
C1roke
aU
l
4
SmaU
venturi
primary
5
PritniJry
main
nozzle
6
Primary
main
ai
blud
7
Primmy
slow
air
bleed
8
Slow
running
jet
9
Slow
economizer
jet
10
condory
slow
ai
bleed
11
Primlry
emulsion
tube
12
Primary
main
jet
13
Idling
nozzle
14
By
pass
hole
15
Primary
throttle
vah
l
16
Secondary
smo
lllenturi
1
Z
Secondary
main
nozzle
18
Secondary
1ni1
n
air
bleed
19
Slow
running
jet
20
Slow
running
air
bhYd
34
1
G
o
1
u
40
j
t
1
fE
SV
11
t
9
Fig
D
l
The
fuel
pump
I
Cop
2
Gasket
3
Packing
4
Valve
ouembly
5
YaM
tain
6
Diaphragm
assembly
7
DiaphTagm
spring
8
Prdl
rod
9
Seal
washer
10
Seal
11
nletconnector
12
Outln
connector
J
J
Rocker
arm
sprint
J
4
Rocker
ann
15
Rocker
ann
pin
J
6
Packing
7
Spacer
If
C1l
T
l
I
I
@
51
lID
ID
I
9J
lJi
22
ill
21
23
3
f
II
I
21
Secondary
emulsio
tube
22
Secondary
main
jet
23
Bv
pass
hole
24
Secondary
thro
e
valve
25
Air
Tf
pi
I
or
LIt
Fig
D
l
Section
through
the
twin
choke
carburettor
For
LIb
ml
Page 36 of 171
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
Page 37 of 171
inter
ill
j
@
pl
T
i
5
12
Fig
D
3
View
of
the
SU
twin
type
carburettors
1
Throttle
r
2
JaJana
crew
Front
throttle
adjusting
screw
4
AuxiliDry
shoft
5
Ftnt
idle
selling
lCn
W
6
Throttle
shaft
7
Rear
throttle
adjusrint
screw
8
Idling
adjustment
nuts
m
11
j
G
36
B
l
D
i
I
lli
9
3
J6
6
Fig
D
4
Accelerator
pump
mechanism
J
Pump
injuror
2
Weight
2
Outklvolve
4
Piston
5
Damper
spring
6
Piston
return
spring
7
Clip
8
Strainu
9
Inlet
lmlJe
I
Fig
D
6
Idling
compensator
1
lit
21
Fig
D
5
Section
through
the
SU
twin
carbureUor
J
Suction
chamber
Suctiull
spring
3
Hoat
chamber
corer
4
Guide
5
Nipple
6
Throttle
chamber
7
Piston
rod
8
Needle
valve
9
T7trollle
l
ob
e
J
O
Float
chtzmber
J
1
Float
Iel
cr
J
2
Float
13
Sleel
e
4
aip
5
Fuel
hose
6
Oil
cap
nut
1
7
Plunger
rod
18
Transvtne
hole
J
9
Oil
domJX
20
Suction
piston
21
Nozzle
Idling
adjustment
nut
Page 38 of 171
Carburettor
type
Throttle
opening
angle
190
200
Dimension
A
213282
341
213282
221
l
3mm
0
051
in
I
4mm
0
056in
If
adjustment
is
required
the
choke
connecting
rod
can
be
carefully
bent
until
the
required
clearance
is
obtained
THROTTLE
VALVES
INTERLOCK
OPENING
ADJUSfMENT
Open
the
primary
throttle
valve
500
from
the
fully
closed
position
as
shown
in
Fig
D
I
O
At
this
angle
the
connecting
link
2
should
be
at
the
extreme
right
of
the
groove
in
the
primary
throttle
arm
The
linkage
between
the
primary
and
the
secondary
throttles
is
operating
correctly
if
the
clearance
C
between
the
primary
throttle
valve
and
the
wall
of
the
chamber
is
as
follows
Carburettor
type
213304
361
213304
421
213282
331
213282
341
Dimension
C
6
3
mm
0
248
in
6
3
mm
0
248
in
74
mm
0
291
in
74
mm
0
291
in
Adjustment
can
be
made
if
necessary
by
bending
the
connecting
link
until
the
required
clearance
is
obtained
DASHPOT
ADJUSfMENT
This
adjustment
is
only
required
on
carburettors
fitted
to
vehicles
with
automatic
transmission
Correct
contact
must
be
made
between
the
throttle
lever
and
the
dashpot
stem
See
Fig
D
II
Adjustment
can
be
carried
out
if
necessary
by
slackening
the
locknut
2
and
then
rotating
the
dashpot
in
either
direction
so
that
the
throttle
ann
touches
the
stem
at
a
throttle
valve
opening
angle
of
110
At
this
angle
the
clearance
B
between
the
throttle
valve
and
the
wall
of
the
chamber
should
be
as
follows
Carburettor
type
213304
421
213282
341
Dimension
B
0
780mm
90
0307
in
0
586mm
0
0231
in
Retighten
the
locknut
after
completing
the
adjustment
CARBURETTOR
Removal
and
Overhaul
The
carburettor
can
be
removed
from
the
engine
in
the
following
manner
Remove
the
air
cleaner
assembly
2
Disconnect
the
fuel
and
vacuum
pipes
and
the
choke
wire
from
the
carburettor
3
Remove
the
throttle
lever
and
take
off
the
nuts
and
washers
securing
the
carburettor
to
the
manifold
4
Lift
the
carburettor
away
from
the
manifold
and
discard
the
gasket
To
dismantle
the
carburettor
for
a
complete
overhaul
remove
the
primary
and
secondary
main
jets
and
needle
valves
these
are
accessible
from
the
exterior
of
the
carburettor
Remove
the
choke
connecting
rod
pump
lever
return
spring
and
set
screws
and
take
off
the
choke
chamber
The
primary
and
secondary
emulsion
tubes
can
be
with
drawn
after
removing
the
main
air
bleed
screws
If
the
accelerator
pump
is
to
be
checked
take
off
the
pump
cover
but
take
care
not
to
lose
the
return
spring
and
inlet
valve
ball
situated
at
the
lower
part
of
the
piston
Separate
the
throttle
chamber
from
the
float
chamber
by
removing
the
retaining
screws
leave
the
throttle
valve
intact
unless
otherwise
required
All
parts
of
the
carburettor
must
be
ctifefully
cleaned
and
sediment
gum
or
other
deposits
removed
Clean
the
jets
by
blowing
through
them
with
compressed
air
Never
push
wire
through
the
j
ts
or
passages
or
the
orifices
will
be
enlarged
and
the
calibration
affected
Check
all
parts
for
signs
of
wear
and
exchange
them
if
necessary
Examine
the
float
needle
and
seat
for
wear
and
make
sure
that
the
throttle
and
choke
bores
in
the
throttle
body
and
cover
are
not
worn
or
out
of
round
If
the
idling
adjustment
needles
have
burrs
or
ridges
they
must
be
replaced
Inspect
the
gaskets
to
make
sure
that
they
are
not
hard
and
brittle
or
distorted
Oean
the
filter
screen
if
it
is
clogged
or
change
it
if
it
is
otherwist
unsatisfactory
Check
the
operation
of
the
accelerator
pump
by
pouring
petrol
into
the
float
chamber
and
operating
the
throttle
lever
Petrol
should
spurt
from
the
pump
discharge
jet
if
the
pump
is
working
correctly
If
petrol
cannot
be
ejected
from
the
jet
when
the
lever
is
actuated
clean
the
discharge
jet
by
blowing
through
it
with
compressed
air
CARBURETTOR
Assembly
and
Installation
The
assembly
and
installation
of
the
carburettor
is
a
reversal
of
the
dismantling
and
removal
procedures
noting
the
following
points
Always
replace
the
gaskets
if
they
are
not
satisfactory
and
take
care
that
the
carburettor
linkage
operates
smoothly
and
is
not
bent
or
distorted
The
performance
of
the
carburettor
will
depend
on
the
condition
of
the
jets
and
air
bleeds
As
previously
stated
these
pacts
should
be
cleaned
using
petrol
and
compressed
air
only
Replacement
jets
or
air
bleed
screws
can
be
used
to
provide
greater
economy
or
to
increase
output
whatever
the
require
ment
When
the
carburettor
is
installed
adjust
the
idling
speed
as
previously
described
37
Page 43 of 171
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