gas type 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 20 of 171

VALVE
CLEARANCES
Adjusting
Incorrect
valve
clearance
will
affect
the
performance
of
the
engine
and
may
damage
the
valves
and
valve
seats
Insuf
ficient
valve
clearance
will
result
in
loss
of
power
and
may
prevent
the
valve
from
seating
properly
Excessive
clearance
causes
the
valve
to
seat
and
reduces
the
amount
of
valve
lift
This
will
result
in
noisy
operation
with
damage
to
the
valves
and
seats
Adjustment
is
made
with
the
engine
switched
off
and
should
be
carried
out
initially
with
the
engine
cold
to
allow
the
engine
to
run
Final
adjustments
are
made
after
wanning
up
the
engine
to
its
Donnal
operating
temperature
The
engine
can
be
rotated
by
removing
the
sparking
plugs
to
release
the
cylinder
compressions
then
selecting
top
gear
and
pushing
the
vehicle
backwards
and
forwards
The
cold
valve
clearances
should
be
set
to
0
20
mm
0
0079
in
for
the
inlet
valves
and
0
25
mm
0
0098
in
for
the
exhaust
valves
Check
the
clearance
between
the
valve
and
rocker
using
a
feeler
gauge
as
shown
in
Fig
A
40
Slacken
the
locknut
and
turn
the
adjusting
screw
until
the
specified
clearance
is
obtained
then
tighten
the
locknut
and
recheck
the
clearance
The
feeler
gauge
should
just
be
free
to
move
between
the
rocker
and
valve
When
the
cold
valve
clearances
have
been
set
run
the
engine
until
it
reaches
its
normal
operating
temperature
then
switch
off
and
adjust
the
valve
clearances
with
the
engine
warm
to
0
25
mm
0
0098
in
for
the
inlet
valves
and
0
30
mm
0
0118
in
for
the
exhaust
valves
ENGINE
LUBRICATION
SYSTEM
Fig
A
41
OIL
PUMP
Removal
and
Dismantling
The
rotor
type
oil
pump
is
mounted
at
the
bottom
of
the
front
timing
cover
and
driven
by
the
distributor
drive
shaft
assembly
Overhaul
of
the
pump
will
require
careful
measurement
of
the
various
clearances
to
determine
the
amount
of
wear
which
has
taken
place
If
any
part
is
found
to
be
worn
it
may
be
neces
sary
to
replace
the
entire
oil
pump
assembly
To
remove
the
oil
pump
from
the
engine
proceed
as
follows
1
Remove
the
distributor
assembly
as
described
in
the
section
IGNITION
SYSTEM
Remove
the
oil
sump
drain
plug
and
drain
off
the
engine
oil
See
under
the
heading
CHANGING
THE
ENGINE
OIL
2
Remove
the
front
stabiliser
and
the
splash
shield
board
3
Withdraw
the
securing
bolts
and
detach
the
oil
pump
body
together
with
the
drive
gear
spindle
Take
out
the
bolts
securing
the
pump
cover
to
the
pump
body
and
withdraw
the
rotors
and
drive
shaft
See
Fig
A
42
The
pin
securing
the
driven
shaft
and
inner
rotor
must
not
00
taken
out
as
the
shaft
is
press
fitted
to
the
rotor
and
the
pin
is
caulked
Unscrew
the
threaded
plug
and
withdraw
the
regulator
valve
and
spring
Oean
each
part
thoroughly
and
examine
for
signs
of
damage
or
wear
Use
a
feeler
gauge
to
check
the
side
clearances
between
the
outer
and
inner
rotors
the
clearances
at
the
tips
of
the
rotors
and
the
clearance
between
the
outer
rotor
and
the
pump
body
See
Technical
Data
for
the
relevant
clearances
The
clearances
can
be
checked
using
a
straight
edge
as
shown
in
Fig
A
43
OIL
PUMP
Assembly
and
Installation
Assembly
is
a
reversal
of
the
dismantling
procedure
Before
installing
the
oil
pump
in
the
engine
it
will
be
necessary
to
rotate
the
engine
until
the
No
1
piston
is
at
T
D
C
on
its
compression
stroke
Fill
the
pump
housing
with
engine
oil
and
align
the
punch
mark
on
the
spindle
with
the
hole
in
the
oil
pump
as
shown
in
Fig
A
44
Install
the
pump
with
a
new
gasket
and
tighten
the
securing
bolts
to
a
torque
reading
of
1
1
1
5
kgm
8
1
Ilb
ft
Replace
the
splash
shield
board
and
the
front
stabiliser
refill
the
engine
with
the
specified
amount
of
engine
oil
OIL
FILTER
The
cartridge
type
oil
filter
can
be
removed
with
the
special
tool
ST
19320000
or
a
suitable
filter
remover
Interior
cleaning
is
not
necessary
but
the
ftIter
body
and
element
must
be
repiaced
every
10
000
km
6000
miles
Be
care
ul
not
to
overtighten
the
filter
when
replacing
or
oil
leakage
may
occur
CHANGING
THE
ENGINE
OIL
After
the
fIrst
oil
change
which
should
take
place
at
1000
km
600
miles
the
oil
should
be
changed
regularly
at
5000
km
3000
miles
intervals
Draining
is
more
easily
accomplished
after
a
lengthy
run
when
the
oil
being
thoroughly
warm
will
flow
quite
freely
Stand
the
vehicle
on
level
ground
and
place
a
suitable
container
under
the
drain
plug
Remove
the
drain
plug
carefully
as
the
hot
oil
may
spurt
out
with
considerable
force
When
refIlling
the
engine
make
sure
that
the
oil
is
to
the
H
mark
on
the
dipstick
19
Page 28 of 171

The
thermostat
can
be
tested
by
suspending
it
with
a
thermometer
in
a
container
ftlled
with
water
Heat
the
water
gradually
and
stir
it
to
obtain
a
uniform
temperature
Maintain
a
constant
check
of
the
temperature
and
make
sure
that
neither
the
thermostat
or
thermometer
touch
the
sides
of
the
container
or
false
readings
will
be
obtained
The
thermostat
should
begin
to
open
at
a
temperature
of
820C
1
50C
179
60F
2
70Fj
and
should
be
fully
open
with
a
maximum
valve
lift
of
8
mm
0
315
in
at
a
temperature
of
950C
2030F
When
installing
the
thermostat
apply
adhesive
to
both
sides
of
the
gasket
before
refitting
the
water
outlet
elbow
RADIATOR
Removal
Drain
the
cooling
system
as
previously
described
and
remove
the
front
grille
2
Disconnect
the
radiator
upper
hose
lower
hose
and
hose
to
the
reservoir
tank
3
Remove
the
radiator
securing
bolts
and
lift
out
the
radiator
Fig
B
4
It
should
be
noted
that
cars
fitted
with
automatic
transmission
incorporate
a
transmission
oil
cooler
which
must
be
disconnected
Installation
is
a
reversal
of
the
removal
procedure
refill
the
system
as
previously
described
FLUID
COUPLING
The
water
pump
is
equipped
with
a
fluid
coupling
on
vehicles
fitted
with
an
air
conditioner
The
fluid
coupling
Limits
the
maximum
fan
speed
to
approximately
3000
r
p
ro
and
eliminates
noise
and
loss
of
power
at
high
engine
speeds
A
fault
in
the
coupling
may
be
caused
by
the
entry
of
foreign
matter
If
a
fault
developes
the
oupling
must
be
removed
and
dismantled
and
the
interior
cleaned
by
washing
in
solvent
The
condition
of
the
seal
and
bearing
must
be
care
fully
checked
and
the
coupling
replaced
if
the
latter
items
have
become
blackened
If
oil
leaks
occur
it
will
be
necessary
to
replace
the
water
pump
assembly
with
the
coupling
After
cleaning
the
unit
refill
with
11
5
cc
silicon
oil
using
a
suitable
syringe
TechnIcal
Data
Radiator
Radiator
cap
working
pressure
Radiator
core
heightxwidth
x
thickness
1400
and
1600
cc
engines
510
body
1600
and
1800
cc
engines
610
body
Corrugated
fin
type
0
9
kg
sq
cm
13Ib
sq
in
280x488x38mm
I
LOx
19
2x
1
49
in
360x502x32mm
l4
2x19
8x1
26
in
Thermostat
valve
opening
temperature
Standard
B20C
l
BOOF
Cold
climates
880C
1900F
Tropical
climates
76
50C
l700F
Max
valve
lift
Cooling
system
capacity
With
heater
Without
heater
Cooling
system
capacity
With
heater
Above
8
mm
0
31
in
6
8litres
1
75
US
gall
1
5
Imp
gall
6
4litres
1
75
US
gall
1
375
Imp
gall
1600
and
1800
cc
engines
610
body
6
5litres
l
7
US
gall
1
375
Imp
gall
6
0
Iitres
1
625
US
gall
1
375
Imp
gall
Without
heater
27
Page 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 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 142 of 171

pulley
should
be
aligned
with
the
T
mark
on
the
chain
cover
Install
the
cylinder
head
assembly
Coat
the
cylinder
block
side
of
the
head
gasket
with
sealing
agent
Three
Bond
No
4
or
equivalent
but
take
care
that
the
scaling
agent
does
not
enter
the
cylinders
Tighten
the
head
bolts
in
several
stages
to
a
torque
reading
of
8
0
to
9
0
kgrn
58
to
65
lb
ft
Tighten
the
bolts
to
the
sequence
shown
in
Fig
A
IB
Pull
the
timing
chain
out
of
the
chain
cover
and
set
it
on
the
camshaft
sprocket
so
that
the
timing
marks
are
aligned
then
place
the
sprocket
and
chain
on
the
camshaft
Install
the
distributor
drive
gear
on
the
camshaft
and
tighten
the
bolt
to
a
torque
reading
of
4
5
to
5
5
kgrn
32
6
to
39
8
lb
ft
Note
that
the
camshaft
bolt
has
a
left
hand
thread
Adjust
the
valve
clearances
as
described
under
the
appro
priate
heading
Fit
the
rubber
plugs
at
the
front
and
rear
of
the
cylinder
head
taking
care
to
apply
sealing
agent
to
the
rear
plug
Install
the
chain
adjusting
screw
and
adjust
the
tension
of
the
chain
in
the
following
manner
Rotate
the
crankshaft
clockwise
to
establish
the
correct
chain
tension
screw
the
adjusting
screw
fully
home
then
back
it
off
by
half
a
turn
and
secure
with
the
locknut
Install
the
valve
rocker
cover
and
fit
the
water
pump
Note
that
one
of
the
water
pump
mounting
bolts
also
secures
the
generator
adjusting
arm
Install
the
bracket
and
alternator
water
pump
pulley
fan
blades
and
fan
belt
Tighten
the
fan
bolts
and
lock
each
pair
of
bolts
together
using
wire
inserted
through
the
holes
provided
in
the
bolts
Install
the
oil
filter
and
fit
the
rocker
cover
hose
Install
the
distributor
so
that
the
vacuum
control
unit
and
rotor
arc
positioned
as
shown
in
Fig
A
19
Oil
the
distributor
driven
gear
Fit
the
breather
assembly
the
clamp
of
the
pipe
is
tightened
together
with
the
exhaust
manifold
Install
the
spark
plugs
and
connect
the
high
tension
leads
Install
the
exhaust
manifold
Fit
the
head
shield
plate
and
engine
slinger
and
tighten
them
together
Note
that
the
exhaust
manifold
gasket
must
be
fitted
with
the
steel
plate
facing
the
manifold
Install
the
clutch
as
described
in
the
section
CLUTCH
Remove
the
engine
from
the
mounting
stand
and
install
the
gearbox
intake
manifold
and
carburettor
stater
motor
engine
mounting
oil
pressure
warning
switch
etc
Fill
the
engine
and
gearbox
to
the
correct
levels
with
recommended
oils
and
refill
the
cooling
system
Adjust
the
ignition
timing
and
carburettor
as
described
in
the
appropriate
sections
VALVE
CLEARANCES
Adjusting
The
valves
clearances
can
be
adjusted
in
a
similar
manner
to
the
instructions
given
for
the
L14
LI6
L18
engines
Initially
adjust
the
clearances
with
the
engine
switched
off
and
cold
to
0
2
mm
0
0079
in
for
both
intake
and
exhaust
valves
Set
the
final
clearances
to
0
28
mm
0
011
in
for
both
intake
and
exhaust
valves
with
the
engine
warmed
up
to
its
normal
operating
temperature
OIL
PUMP
The
gear
type
oil
pump
is
chain
driven
from
a
sprocket
on
the
crankshaft
The
pump
can
be
removed
in
the
following
manner
1
Remove
the
sump
plug
and
drain
the
engine
oil
Remove
the
distributor
as
described
in
the
section
IGNITION
2
Remove
the
cylinder
head
assembly
fan
belt
crankshaft
pulley
and
oil
sump
3
Take
off
the
chain
cover
with
oil
fl
inger
4
Remove
the
oil
pump
and
crankshaft
sprockets
with
the
drive
chain
then
withdraw
the
pump
after
removing
the
four
mounting
bolts
Separate
the
cover
from
the
body
by
unscrewing
the
four
securing
bolts
and
withdraw
the
drive
and
idler
gear
assemblies
Unscrew
the
threaded
plug
and
take
out
the
relief
valve
and
spring
Clean
the
parts
thoroughly
and
inspect
them
four
signs
of
wear
or
damage
Check
the
following
clearances
Gear
backlash
0
1
to
0
5
mm
0
0039
to
0
0195
in
Side
clearance
between
gear
and
body
0
016
to
0
15
mm
0
0006
to
0
0059
in
Clearance
between
drive
shaft
and
body
0
016
to
0
1
mm
0
0006
to
0
0039
in
Clearance
between
drive
shaft
and
cover
0
02
to
0
1
mm
0
00078
to
0
0039
in
Clearance
between
idler
gear
and
idler
shaft
0
016
to
0
1
mm
0
0006
to
0
0039
in
Assembly
is
a
reversal
of
the
dismantling
procedures
taking
care
to
position
the
gears
so
that
the
dotted
mark
is
towards
the
cover
Install
the
pump
and
adjust
the
tension
of
the
drive
chain
by
ph
otting
the
pump
body
as
shown
in
Fig
A
20
When
the
chain
is
correctly
tensioned
it
should
be
capable
of
a
deflection
of
2
0
to
3
0
mm
0
079
to
0
118
in
as
indicated
OIL
PRESSURE
RELIEF
VALVE
The
pressure
relief
valve
shown
in
Fig
A
21
is
not
adjustable
This
valve
regulates
the
oil
pressure
to
4
55
4
85
kg
sq
cm
64
7
69
0
lb
sq
in
and
when
opened
allows
the
oil
to
by
pass
through
a
passage
in
the
pump
body
and
return
to
the
sump
Check
the
free
length
of
the
spring
which
should
be
64
0
to
66
0
mm
2
51
to
2
60
in
The
compressed
length
should
be
50
mm
at
7
8
to
9
7
kg
1
96
in
at
17
2
to
21
4Ibs
Renew
the
spring
if
necessary
OIL
FILTER
The
oil
filter
is
of
the
full
flow
type
with
a
replaceable
element
and
incorporates
a
by
pass
valve
in
the
cover
Oil
leaks
can
be
corrected
by
replacing
the
body
centre
shaft
or
cover
gaskets
The
body
and
centre
shaft
gaskets
should
always
be
renewed
after
dismantling
the
filter
S
1
Page 143 of 171

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
Page 144 of 171

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
Page 150 of 171

The
type
D3034C
carburettor
has
certain
additional
features
These
include
a
power
valve
mechanism
to
improve
the
performance
at
high
speed
a
fuel
cut
off
valve
which
cuts
the
fuel
supply
when
the
ignition
key
is
turned
to
the
off
position
and
an
idling
limiter
to
maintain
the
emissions
below
a
certain
level
Sectional
views
of
the
two
types
of
pumps
are
shown
in
Figs
8
1
and
B
2
An
EP
3
electrical
fuel
pump
is
located
in
the
centre
of
the
spare
wheel
housing
in
the
boot
Fig
B
3
shows
a
sectional
view
of
the
pump
with
its
contact
the
pump
mechanisms
solenoid
relay
and
built
in
filter
The
air
cleaner
uses
a
viscous
paper
type
element
which
should
be
replaced
every
40
000
km
24
000
miles
Cleaning
is
not
required
and
should
not
be
attempted
The
cartridge
type
fuel
strainer
incorporates
a
fibre
clement
which
should
be
renewed
at
inervals
not
exceeding
40
000
km
24
000
miles
Fit
B
4
shows
a
sectional
view
of
the
assembly
The
fuel
lines
should
not
be
disconnected
from
the
strainer
when
the
fuel
tank
is
full
unless
absolutely
necessary
as
the
strainer
is
below
the
fuel
level
FUEL
PUMP
Testing
Disconnect
the
fuel
hose
from
the
pump
outlet
Connect
a
hose
with
an
inner
diameter
of
approximately
6
mm
0
024
in
to
the
pump
outlet
and
place
a
container
under
the
end
of
the
pipe
Note
that
the
inner
diameter
of
the
pipe
must
not
be
too
small
or
the
pipe
will
be
incapable
of
delivering
the
correct
quantity
of
fuel
when
testing
Hold
the
end
of
the
hose
above
the
level
of
the
pump
and
operate
the
pump
for
more
than
IS
seconds
to
check
the
delivery
capacity
The
capacity
should
be
I
400
cc
3
24
U
S
pts
in
one
minute
or
less
The
pump
must
be
removed
from
the
vehicle
if
it
does
not
operate
or
if
a
reduced
quantity
of
fuel
flows
from
the
end
of
the
hose
Remove
the
pump
from
the
vehicle
and
test
as
follows
Connect
the
pump
to
a
fully
charged
battery
If
the
pump
now
operates
and
discharges
fuel
correctly
the
fault
does
not
lie
in
the
pump
but
may
be
attributed
to
any
of
the
following
causes
Battery
voltage
drop
poor
battery
earth
loose
wiring
loose
connections
blocked
hoses
or
a
faulty
carburettor
If
the
pump
does
not
operate
and
discharge
fuel
when
connected
to
the
battery
then
the
pump
itself
is
faulty
and
must
be
checked
as
follows
First
make
sure
that
current
is
flowing
This
will
be
indica
ted
by
sparking
at
the
tenninals
If
current
flows
the
trouble
is
caused
by
a
sticking
pump
plunger
or
piston
The
pump
must
be
dismantled
in
this
case
and
the
parts
thoroughly
cleaned
in
petrol
If
the
current
does
not
flow
a
coil
or
lead
wire
is
broken
and
the
pump
must
be
renewed
A
reduced
fuel
flow
is
caused
by
a
faulty
pump
inlet
or
discharged
valve
or
blocked
filter
mesh
The
pump
must
of
course
be
dismantled
and
serviced
as
necessary
FUEL
PUMP
Removing
and
Dismantling
Remove
the
bolts
attaching
the
fuel
pump
cover
to
the
floor
panel
see
Fig
B
S
Remove
the
bolts
attaching
the
pump
to
the
cover
2
Disconnect
the
cable
and
fuel
hoses
Withdraw
the
pump
Dismantle
as
follows
Slacken
the
locking
band
screws
and
remove
the
strainer
strainer
spring
filter
strainer
seal
and
locking
band
Remove
the
snap
ring
Withdraw
the
four
screws
from
the
yoke
and
remove
the
electromagnetic
ulJ
it
Press
the
plunger
down
and
withdraw
the
inlet
vaive
the
packing
and
the
cylinder
and
plunger
assembly
A
defective
eledrical
unit
cannot
be
dismantled
as
it
is
sealed
and
must
be
renewed
as
a
complete
unit
FUEL
PUMP
Inspection
and
Assembly
Wash
the
strainer
filter
and
gasket
in
petrol
and
dry
using
compressed
air
Renew
the
filter
and
gasket
if
necessary
Note
that
the
filter
should
be
cleaned
every
40
000
km
24
000
miles
Wash
the
plunger
piston
and
inlet
valve
in
petrol
and
make
sure
the
piston
moves
smoothly
in
the
cylinder
Replace
the
parts
if
found
to
be
defective
Insert
the
plunger
assembly
into
the
cylinder
of
the
electri
cal
unit
and
move
the
assembly
up
and
down
to
make
sure
tha
t
the
contacts
are
operated
If
the
contacts
do
not
operate
the
electrical
unit
is
faulty
and
must
be
renewed
Assembly
is
a
reversal
of
the
dismantling
procedures
tak
ing
care
to
renew
the
gaskets
as
necessary
CARBURETIOR
Idling
Adjustment
The
D3034C
carburettor
fitted
to
engines
equipped
with
an
emission
control
system
must
be
adjusted
as
described
under
the
heading
IGNITION
TIMING
AND
IDLING
SPEED
in
the
section
EMISSION
CONTROL
SYSTEM
Reference
should
be
made
to
carburettor
idling
adjustment
procedures
for
the
L14
L16
and
LI8
engines
when
adjusting
the
type
DAK
340
carburettor
fitted
to
the
G
18
engine
A
smooth
engine
speed
of
approximately
550
rpm
should
be
attained
in
this
case
FUEL
lEVEL
Adjustment
DAK
340earburettor
A
constant
fuellevcl
in
the
float
chamber
is
maintained
by
the
float
and
needle
valve
See
Fig
8
6
If
the
fuel
level
does
not
correspond
with
the
level
gauge
line
it
will
be
necessary
to
care
fully
bend
the
float
seat
until
the
float
upper
position
is
correctly
set
The
clearance
H
between
valve
stem
and
float
seat
should
be
I
5
mm
0
0059
in
with
the
float
fully
lifted
Adjustment
can
be
carried
out
by
carefully
bending
the
float
stopper
3
FUEL
lEVEL
Adjustment
D3034Ccarburettnr
The
fuel
level
should
correspond
with
the
level
gauge
line
Adjustment
can
be
carried
out
if
necessary
by
changing
the
gaskets
between
the
float
chamber
body
and
needle
valve
seat
The
gaskets
are
shown
as
item
4
in
Fig
B
7
When
correctly
adjusted
there
should
be
a
clearance
of
approximately
7
mm
0
027
in
between
float
and
chamber
as
indicated
STARTING
INTERLOCK
VALVE
OPENING
The
choke
valve
at
its
fully
closed
position
automatically
opens
the
throttle
valve
to
an
optimum
angle
of
14
degrees
on
the
type
DAK
340
carburettor
and
13
5
degrees
on
the
D3034C
carburettor
With
the
choke
valve
fully
closed
the
clearance
G
I
in
Fig
8
should
be
1
I
mm
0
0433
in
This
clearance
S19
Page 152 of 171

between
primary
throttle
valve
and
the
wall
of
the
throttle
chamber
can
be
adjusted
if
necessary
by
carefully
bending
the
choke
connecting
rod
3
THROTILE
VALVE
INTERLOCK
OPENING
With
the
primary
throttle
valve
of
the
type
DAK340
carburettor
opened
to
600
as
shown
in
Fig
B
9
the
adjusting
plate
3
should
contact
the
connecting
lever
J
This
being
the
point
before
the
secondary
throttle
valve
is
brough
into
operation
The
linkage
between
primary
and
secondary
throttles
is
working
correctly
if
the
clearance
G
between
primary
throttle
valve
and
the
wall
of
the
chamber
is
738
mm
0
3937
in
Adjust
if
necessary
by
carefully
bending
the
adjusting
plate
at
point
A
until
the
correct
setting
is
obtained
With
the
primary
throttle
valve
of
the
type
D3034C
car
burettor
opened
at
an
angle
of
500
the
connecting
link
3
in
Fig
B
IO
should
ge
at
the
extreme
left
of
the
slot
in
the
throttle
ann
4
With
the
linkage
positioned
as
shown
measure
the
clearance
between
primary
throttle
valve
and
the
wall
of
the
chamber
as
described
for
the
DAK340
carburettor
Adjustment
can
be
made
if
necessary
by
bending
the
connecting
link
until
the
correct
clearance
is
obtained
CARBURElTOR
Removing
and
Dismantling
The
carburettor
can
be
removed
by
following
the
instruc
tions
previously
given
for
carburettor
removal
on
the
Ll4
L16
and
LIB
engines
Dismantle
the
type
DAK340
carburettor
as
follows
Remove
the
primary
throttle
return
spring
Take
off
the
E
ring
and
remove
the
pump
and
connecting
rod
Remove
the
split
pin
and
choke
connecting
rod
Remove
the
secondary
throttle
return
spring
Remove
the
choke
wire
arm
choke
valve
shaft
and
valve
spring
Take
off
the
clip
and
remove
the
choke
lever
and
spring
To
dismantle
the
float
chamber
take
off
the
diaphragm
cover
and
remove
the
spring
and
diaphragm
Remove
the
diaphragm
chamber
and
gasket
Take
off
the
float
chamber
cover
and
remove
the
gasket
level
gauge
rubber
seal
and
float
Remove
the
screw
from
the
filter
and
withdraw
the
nipple
and
filter
Remove
the
needle
valve
Take
off
the
cylinder
cover
and
pump
cover
and
withdraw
the
piston
piston
return
spring
and
inlet
valve
Remove
the
primary
main
air
bleed
the
secondary
main
air
bleed
and
emulsion
tube
Take
off
the
small
venturi
and
remove
the
primary
and
secondary
slow
jets
and
slow
air
bleeds
Remove
the
drain
plugs
and
take
out
the
primary
and
secondary
main
jets
To
dismantle
the
throttle
chamber
remove
the
throttle
adjusting
screw
and
spring
and
the
idling
adjusting
screw
and
spring
Withdraw
the
throttle
lever
spring
hanger
sleeve
connecting
lever
return
plate
and
adjusting
plate
Withdraw
the
primary
throttle
valve
and
primary
throttle
shaft
Withdraw
the
secondary
throttle
valve
and
secondary
throttle
shaft
The
type
D3034C
carburettor
can
be
dismantled
as
follows
Detach
the
starting
connecting
rod
from
the
choke
lever
and
accelerator
pump
connecting
rod
Remove
the
air
horn
pump
rod
slow
jets
the
primary
and
secondary
small
venturies
Detach
the
primary
and
secondary
linkages
Take
off
the
diaphragm
chambe
cover
and
take
out
the
spring
and
diaphragm
Remove
the
diaphragm
chamber
and
gasket
Separate
the
float
chamber
from
the
throttle
chamber
take
off
the
float
chamber
cover
and
remove
the
components
Remove
the
inlet
strainer
and
float
valve
seat
Remove
the
main
jets
and
take
off
the
fuel
cut
off
valve
CARBURETTOR
Assembly
and
Installation
The
assembly
and
installation
of
the
carburettor
is
a
reversal
of
the
dismantling
and
removal
procedures
Clean
and
inspect
all
components
as
described
for
the
carburettors
fitted
to
the
Ll4
Ll6
and
LI8
engines
TechnIcal
Data
CARBURETIOR
Small
ven
turi
First
7mm
8mm
Carburettor
Type
DAK340
Second
14mm
16mm
Main
jet
02
155
Primary
Secondary
Slow
jet
50
80
Main
air
bleed
60
80
Outlet
diameter
30mm
34mm
Emulsion
hole
0
5
mm
O
5mm
Venturi
diameter
23
mm
29
x
9
mm
Slow
air
bleed
Main
jet
119
165
First
160
Main
air
bleed
220
100
Second
150
220
Slow
jet
48
90
Slow
economizer
1
6
mm
dia
Slow
air
bleed
130
100
Power
jet
50
Slow
economizer
L4mm
Cushion
jet
120
Economizer
bleed
1
2mm
Air
jet
150
Carburettor
Type
D3034C
Power
system
Vacllum
acting
Vacuum
piston
diameter
9
0
mm
0
354
in
Primary
Secondary
Piston
spring
100
gr
0
220
Ibs
31
mm
1
22
in
Bore
30mm
34mm
Power
valve
spring
40
gr
0
0882
lbs
8
6mm
Large
venturi
23mm
28mm
0
34
in
52