lock DATSUN B110 1973 Service Owners Manual

ENGINE

Adjusting
carburetor
idle

rpm

mixture
ratio

Idle

mixture

adjustment

requires
the
use
of
a

CO

meter
When

preparing
to

adjust
idle

mixture
it
is

essential

to
have
the
meter

thoroughly
warmed

and

calibrated

Warm

up
the

engine

sufficiently

2
Continue

engine
operation
for
one

minute
under

idling
speed

3

Adjust
throttle

adjusting
screw
so

that

engine
speed

is
800

rpm
in
NO

position
for
automatic
transmission

4
Check

ignition
timing
if

necessary
adjust
it
to
the

specifications

Ignition
timing
SO

800

rpm

S

Adjust
idle

adjusting
screw
so
that

CO

percentage
is

1
5
t
O
S

6

Repeat
the

adjustments
as
described
in

steps
3

and

S

above
so
that

CO

percentage
is
I
i
t
O

S
at
800

rpm

Cautions

a
On
automatic
transmission

equipped

model
check
must
be
done
in
the

0

position
Be
sure
to

apply

parking
brake

and

to
lock
both
front

and
rear
wheels
with
wheel

chocks

b
Hold
brake

pedal
while

stepping
down
on

accelerator

pedal
Otherwise
car

will
rush
out

dangerously

7

On
automatic
transmission

equipped
model
make

sure
that
the

adjustment
has

been
made
with
the
selector

lever

in
N

position

And
then
check
the

specifications
with
the
lever

in

D

position
Insure
that
CO

percent
and
idle

speed
are

as

follows

Idle

rpm

CO

percentage

with
lever
in

D

position
6S0

I
S
t
O
S

If

necessary
adjust
by
progressively

turning
throttle

adjusting
screw
and
idle

adjusting
screw

until
correct

adjustments
are

made
Notes
a
Do
not

attempt
to

screw
down
the
idle

adjusting
screw

completely
to
avoid

damage
to

the

tip
which
will

tend
to
cause
malfunctions

b
After
idle

adjustment
has
been
made
shift

the

lever
to
N
or
p

position
for
automatic

transmission

c

Remove
wheel
chocks
before

starting
the

car

Throttle

adjusting

screw

Idle

adjust

ing
screw

3
Idle

limitter

cap

4

Stopper

Fig
ET
13
Throttle

adjusting
screw
and
idle

adjusting
screw

Idle
limiter

cap

Do
not

remove
this
idle

limiter

cap
unless

necessary

If
this
unit
is
removed
it
is

necessary
to
re

adjust
it

at

the

time
of

installation
To

adjust
proceed
as
follows

L
Make

sure
that

the

percentage
of
CO

contents

satisfies
the

specifications

2
Install

idle
limiter

cap
in

position
making
sure
that

the

adjusting
screw

can
further
turn
3
8

rotation
in
the

CO
RICH

direction

CARB
STOPPER

J

Z

3
8
ROTATION

0

IDLE
LIMITER
CAP

0
to
RICH

CO
LEAN

Fig
l
T
14

Setting
idle
limiter

cap

ET
8

EMISSION
CONTROL
AND

TUNE
UP

Checking
and

adjusting
dash

pot

automatic
transmission
model

only

Check

operation
of
dash

pot
It
should

not
be
cracked

or

bound
It

is
also
essential
to
check
to
be
certain

that
it

is
in

correct

adjustment

L
Check
to
be
sure
that
dash

pot
contacts

stopper
lever

when

engine
speed
reaches
1
900

to
2

000

rpm

2

Engine
should
be
slowed
down
from
3

000
to
1

000

rpm
within
a
few

seconds

Readjust
dash

pot
or

replace
it
with
a
new
one
if
it

fails

to
meet

the
above

conditions

Checking
carburetor
return

spring

Check
throttle
return

spring
for

sign
of

damage
wear

or

squareness
Discard

spring
if
found
with

any
of
above

excessively
beyond
use

Checking
choke
mechanism

choke
valve
and

linkage

1

Check
choke
valve
and

mechanism
for
free

operation

and
clean
or

replace
if

necessary

A

binding
condition

may
have

developed
from

petro

leum

gum
for
motion
on
choke
shaft
or

from

damage

2

Check
bimetal
cover

setting
position
The

index
mark

of
bimetal
cover
is

usually
aligned
at
the

middle

point
of

the
scale

Note
When
somewhat
over
choked
turn
bimetal

caver

clockwise

slightly

3
Prior
to

starting
check
to
be
sure
that

choke
valve

closes

automatically
when

pressing
down
on
accelerator

pedal

Should
it
fail
to
close

automatically
the
likelihood
is

that
fast
idle
cam
is
out
of

proper

adjustment
or

that

bimetal
is

not

properly
adjusted
calling
for

adjustment

Refer
to
Carburetor
in
Section
EF

Page
EF
15
Checking
anti

dieseling
solenoid

If

engine
will
not

stop
when

ignition
switch
is
turned

off

this
indicates

a

striking
closed
solenoid
valve

shutting
off

supply
of
fuel
to

engine
If
harness
is
in

good

condition

replace
solenoid
as
a
unit

To

replace
proceed
as
follows

Removal

and
installation

of
anti

dieseling
solenoid

Removal

Solenoid
is
cemented

at

factory
Use

special
tool

STl
91
50000
to
remove
a

solenoid

When

this
tool
is

not
effective
use
a

pair
of

pliers
to

loosen

body
out
of

position

lnstalltion

I
Before

installing
a
solenoid
it
is

essential
to
clean

all
threaded

parts
of
carburetor

and
solenoid

Supply

screws
in
holes
and
turn
them
in

two
or

three

pitches

2
First
without

disturbing
the
above

setting
coat
all

exposed
threads
with
adhensive
the

Stud
Lock
of

LOCTlTE
or

equivalent

Then

torque
screws
to
35
to
55

kg
cm
30

to
48
in

lb

using
a

special
tool
STl9150000

After

installing
anti

dieseling
solenoid
leave
the
carbu

retor
more
than
12

hours
without

operation

3

After

replacement
is
over
start

engine
and
check

to
be
sure
that
fuel
is
not

leaking
and
that
anti

dieseling
solenoid
is
in

good
condition

Notes
a
Do
not
allow
adhesive

getting
on
valve

Failure
to
follow
this
caution
would
result
in

improper
valve

performance
or
clogged
fuel

passage

b
I
n

installing
valve
use
caution
not
to
hold

body
directly
Instead

use

special
tool

tighten

ing
nuts
as

required

ET
9

ENGINE

Adjusting
throttle

opener
setting
engine
speed

1
Connect
servo

diaphragm
vacuum
hose

directly
to

intake
manifold

connector
without

laying
through

vacuum
control
valve

2
With

negative
pressure
vacuum
in

intake
manifold

servo
diaphragm

operates
and

thus
the

primary

throttle
valve

is

opened
When

servo

diaphragm
nor

mally
operates

engine
speed
rises

reaching
1
650

to

1

850

rpm
When

engine
speed
is

not
within
this

range

turn

adjusting
screw
as

necessary
See

Figure
ET
20

l
When

engine
speed
is
lower

than
the

prescribed

range
turn

adjusting
screw

clockwise

2
When

engine
speed
is

higher
than
the

prescribed

range
turn

adjusting
screw

counterclockwise

Upon
completion
of
the

adjustment
set

adjusting

screw
lock
nut

secwely
making
sure
that

engine
speed

is
in

the

prescribed

range

@
II
I
AdJustmg
screw

2
Lock

nut

Fig
ET
20
Servo

diaphragm
adjusting
screw

Servo

diaphragm

Servo

diaphragm
stroke

Link

EC015
3

Disconnect
servo

diaphragm
vacuum

hose
from

intake

manifold
and
connect

it
to

vacuum
control

valve

Connect

vacuum
hose
of

control

valve
to
intake

manifold
normal

piping

Racing

Place
shift

lever
in

neutral
for

MfT
or
N

or
p

for

AlT
Raise

engine
speed

up
to

approximately
3

000

rpm
under
no
load
and

close
throttle

valve

by

releasing

it

from
hand

Examine

engine
speed
to
see

whether
it
falls
to

idling

speed

I
When

engine
revolution
rails
to

idling
speed

See

Figure
ET
24

The

primary
throttle

valve
is

opened
by
the
link

connected

to
it

When
the

engine
speed
is
increased

to

approximately
3

000

rpm
and

lowered

natually

from
this

speed

changes
in

servo

diaphragm
link

stroke
manifold

vacuum
and

en
ine

speed
are
as

shown
in

Figure
ET
21

o

u

u

0

2
Se
o

diaphragm
link
stroke

I
u

2

Full

0

o

Intake
manifold
vacuum

u

c

E

c

O
3000

c

e

Engine
speed

2000
g

i

c

1000

T
j

Time

second

Fig
ET
21

Changes
in
servo

diaphragm
link
stroke
intake

manifold
vacuum
and

engine
speed

ET
14

ENGINE

How
to
read

Figure
ET
22

Determining
operating

pressure
and

adjustment
of
vacuum
control
valve

1
When

atmospheric
pressure
is
known

operating

pressure
is
found

by
following
the

arrow
line
A

When
altitude
is
known

operating
pressure
is
found

by
following
the
arroW
line
B

2
Turn

the

adjusting
screw
of
the

vacuum
control

valve
See

Figure
ET
23
and

adjsut
the
vacuum

control
valve
so
that

negative
pressure
in
the
intake

manifold
is

suspended
for

a
few
seconds
at
the
value

of

operating
pressure
found

as
described
in
I
above

while
the

engine
speed
decreases
from
3

000
to

1

000

rpm

I
Vacuum

adjusting
screw

2
Vacuum
control
valve

3

Lock
screw
4
Throttle

opener

solenoid

5
Control
valve

assembly

Fig
ET
23
Vacuum
control
valve

II
When

engine
revolution
does

not
fall
to

tdling
speed

Intake
manifold

I
Throttle

opene
operating

I
vacuum
curve
when

racing

Operating

pressure

Idling

Engine
evolution

3
000
rpm
Notes
a
When

turning
the
vacuum

adjusting
scre
N
do

not

depress
the
screw

with
a
screwdriver

b
When

measuring
operating
pressure
be
sure
to

tighten
the
lock
screw
of
the
vacuum

control
valve

first

c
When

the
servo
diaphragm
does
not
draw
the

link
or

operating

pressure
is

high
vacuum
turn
the

vacuum

adjusting
screw
clockwise
When
the
servo

diaphragm
draws
the
link
at

idling
speed
or

operating
pressure
is
low
vacuum
turn
the
vacu

um

adjusting
screw
counterclockwise

Set
lock
screw

stationarily

repeat
the
above

described

adjustment
and
make

sure
that
tho

operating
pressure
is
correct
and
that
the

engine

speed
settles
down
at
the
rated

idling

speed

When

engine
revolution
does
not
CaU
to

idling

speed
See

Figure
ET
24

When
the

engine
revolution
does
not

fall
to

the

idling
speed
it
is

necessary
to
reduce

the

idling

negative
pressure
of
the
intake
manifold
lower

than

the

operating
pressure
of
the
throttle

opener
See

Figure
ET
24
case
of

Il
Il

I
When

engine
revolution
falls
to

idling
speed

Intake
manifold

I
Throttle

opene
operating

I
vacuun
curve

when

racing

No
load

No
load

Operating

pressure
I

I

I

I

I

I

I

I

I

Idling
Engine
revolution
3
000

rpm

Fig
EY
24

Characteristic
curves

of
throttle

opener

In

this
case
B
it
is

necessary
to

labour
the

engine

on
road
I
by
chassis

dynamometer
2

or
by

raising
rear
axle

by
stand
3

The
car
should
then
be
accelerated
from
64
to
80
kro
h
40
to

SO
MPH

in

top
gear
for
M
T
or

0

position
for
A

T
After

the
above

procedure
has
been

completed
the

ET
16

EMISSION

CONTROL
AND

TUNE
UP

accelerator

pedal
is

released

During
the

testing
measure
the
throttle

opener

operating
pressure
to
see
whether
it
is
in
the

predetermined
value
or
not
See

Figure
ET
25
Adjustment
is

exactly
the

same
as
that
in
the
case

I
When

engine
revolution
falls
to

idling
speed

Page
ET
14

Vacuum

gauge

Intake

man
fol

p

ci

J

v

1
Road
test
r

Vacuum

gauge

7I
t

i

2
Chassis

dynamometer
Vacuum

gauge

y

3
Raise

up
rear
axle

housing
by
stand

Fig
ET
25

Testing
operating
pressure

of
the
throttle

opener

when
fhe

engine
revolufion
does
not

lall
fo
fhe

idling
speed
II

J

3
Withdraw

cotter

pin
and
remove
link

4
Loosen
lock
nut
and
remove
servo

diaphragm

from
carburetor
Removal

When

replacing
the
control
valve

assembly
and

servo

diaphragm
observe
the

following

Control
valve

assembly
Vacuum
control
valve

throttle

opener
solenoid

1

Disconnect

vacuum
hoses

and
throttle

opener

solenoid
harness

from
the
unit

2

Remove

two
installation

bolts
J

@

cY

@
1

Servo
diaphragm

2
Lock
nut

3
Link
@

CV

@

EC017

4
Bracket

5

Stopper

6
Carburetor

1
Installation

bolts

2

Vacuum
control

valve

3
Vacuum
hose
4
Throttle

opener
solenoid

5
Control
valve

assembly
Fig
ET
2
7

Removing
servo

diaphragm

TRANSMISSION
CONTROLLED

VACCUM
ADVANCE

SYSTEM

Fig
ET
26

Removing
control
valve

assembly

This

system
provides
the

vacuum
advance

only
when

the

gear
is
in

the

top
4th

position
and
retarded

spark

timing
with
no

vacuum
advance
at
other

positions
for

complete
combustion

This

system
however
allows
vacuum
advance

during

the

warming
up
in

cold
weather
and

enswes

satisfactory

driving
performance
immediately
after

starting
the

engine
Servo

diaphragm

1

Disconnect
vacuum
hose
from
servo

diaphragm

2
Remove

servo

diaphragm
together
with
carbu

retor

ET
17

ENGINE

Caution

lock
the
front

and
rear
wheels

by
fully

pulling
the

parking
brake
lever
before
con

ducting
this
test

Fig
ET
32

Checking
for
operation
of
vacuum

advance

system

If

any
objection
is

found

by
the
check

mentioned

above

either
of
the

following
defects

may
be
the

cause

Poor
connection
or

broken
harness
and
fuse

2
Air

leakage
resulting
from

poor
connection
of
vacu

um
tube

3
Incorrect

operation
of

Top
switch

4
Defective

operation
of
vacuum

cutting
valve
sole

naid

5
Incorrect

operation
of
thermo
switch

Testing
of

Top
switch

1
Make
sure
of
insulation
between
lead
wire

terminal

of
transmission
switch
and
switch

body

2

Disconnect
lead
wires
at
the
switch

and
connect

ohmmeter
to
tenninals

3
Ohmmeter

should
indicate

infmity
co
when
shift

lever

is
in

Top
gear
position
And
it
should
indicate

zero
at
other

gear
position
including
Neutral

posi

tion

4
If

it
does
not

work

properly
in

step
3

replace
the

switch
with
a
new
one

Testing
of
thermo
switch

I

MaJ
e

sure
of

insulation
between
lead
wire
terminal

of
thermo
switch
and
thetmo
switch

body

2

Disconnect
lead
wire

at
switch
and
connect
ohm

meter
to
terminals
Ohmmeter
should
indicate
zero
when

temperature

indicate
the

passenger
compartment
is
above
l30C

550F

4
If
it
does

not
work

properly
in

step
3

replace

thermo
switch
with
a
new

one

AUTOMATIC

TEMPERATURE

CONTROL
AIR
CLEANER

A
T
C
AIR

CLEANER

Replacing
carburetor
air
cleaner

filter

The

paper
element

viscous

type
has
been

specially

treated
to

eliminate
bother

of

cleaning
until

replacement

It

should
be

replaced
with
a

new
one
at

regular
intervals

or
more
often

according
to
the

operating
conditions

Checking
hot
air
control
valve

Inspection

Among
the

possible
troubles
of
this
device
the

most

liable
is
the

permanent
opening
of
valve

This
trouble
is
not

noticed
in
warm
weather
but
in

cold
weather

appears
as

poor

performance
of

engine

such

as

tardy
acceleration
hesitation
or

engine
stall
In

such

case
first

inspect
this

device
before

checking
the

carburetor

Another
trouble
which

might
be

expected
is
that
the

underhood
air
is

kept
closed

by
the
valve

regardless
of

the

temperature
of
suction
air
around
the

sensor
while

the

engine
is

running
This
ttOuble

appears
in
the

form

of

extremely
excessive
fuel

consumption
or
decrease
in

power

The

inspection
of
this
device

should
be

proceeded
as

follows

Fig
ET

33
Correct

position
of
hoses

ET
20

ENGINE

3
Connect
a
3

way
connector
a

manometer
and
a

cock
or
an

equivalent
3

way
change
cock
to
the

end

of
the

vent
line

4

Supply
fresh
air
into
the

vapor
vent
line

through
the

cock
little

by
little

until
the

pressure
becomes
368

mm

Aq
14
5
in

Aq

5
Shut
the
cock

completely
and

leave
it
that

way

6
After
2
5
minutes
measure
the

height
of
the

liquid

in
the
manometer

7
Variation
of

height
should
remain
within
254

mmAq
1
0
in

Aq

8
When
the
filler

cap
does
not
close

completely
the

height
should

drop
to
zero
in
a

short
time

9

If
the

height
does
not

drop
to
zero
in
a

short
time

when
the

filler

cap
is
removed
it
is
the
cause
of
the

stuffy
hose

Note
In

case
the
vent
line
is

stuffy
the

breathing
in

fuel

tank
is
not

thoroughly
made
thus

causing

insufficient

delivery
of
fuel
to

engine
or

vapor

lock

It
must
therefore
be

repaired
or

replaced

3

way

connector

Cock

Air

Manometer
Vapor
liquid

seearator

Flow

guide
valve

E

CQ29

Fig
ET
40

Checking
evaporative
emission
control

system

Checking
flow

guide
valve

I
Disconnect
all
hoses
connected
to
the

flow

guide

valve

2
While
lower

pressure
air
is

pressed
into

the
flow

guide
valve
from
the
ends
of
vent
line
of

fuel
tank
side

the
air
should

go
through
the
valve
and
flow
to

crankcase

side
If
the
air
does
not
flow
the

valve
should

be

replaced
But
when
the
air
is
blown
from

crankcase

side
it
should
never
flow

to
the
other

two
vent
lines

3
While

the
air
is

pressed
into

the
flow

guide
valve
from
the
carburetor
air

cleaner
side

it
flows
to
the

fuel

tank
side
and
or

crankcase
side

4

This
valve

opens
when
the

inner

pressure
is
10

mmHg
0
4
in

Hg
In

case
of

improper

operations
or

breakage
replace
it

From

carburetor

air
cleaner

From
fuel
tank

i

I
I

ti

i

i

1
1

i
To
ran
kcase

E
C030

Fig
ET
41
Flow

guide
valve

Checking
fuel
tank

vaCCUID
relief

valve

operation

Remove
fuel
filler

cap
and
see
if
it
functions

properly

as

follows

Wipe
clean
valve

housing
and
have
it
in

your
mouth

2

Inhale
air
A

slight
resistance

accompanied
by
valve

indicates
that
valve
is
in

good
mechanical
condition
Note

also
that

by
further

inhaling
air
the
resistance
should
be

disappeared
with
valve
clicks

3

If
valve
seems
to
be

clogged
or
if
no
resistance
is
felt

replace
cap
as
an

assembled
unit

T

1i
v

rUr1f
AlI
j

r
I
r
tLMJJl

rr
L

cc

11

J
v

II

4J
L

Valve
I

valve
seat

Spring
Valve

housing

Fig
ET

42
Fuel

filler
cap

ET
24

ABNORMAL

COMBUSTION

backfire
afterflfe

run
on
etc

Improper
ignition
timing

Fuel

system
in
trouble

Defective

cylinder
head

etc

EXCESSIVE
OIL

CONSUMPTION

Oil

leakage

Excessive
oil

consumption
ENGINE

Improper
ignition
timing

Improper
heat

range
of

the

spark
plugs

Damaged
carburetor
or
manifold

gasket

backfire
afterflre

Defective
carburetor

jet

Improper
function
of
the
float

Uneven

idling

Improperly
adjusted
valve
clearance

Excess
carbon
in
the
combustion
chamber

Damaged
valve

spring
backfire
afterure

Loose
oil
drain

plug

Loose

or

damaged
oil

pan
gasket

Loose
or

damaged
chain
cover

gasket

Defective
oil
seals
in
front
and

rear
of
the

crankshaft

Loose
or

damaged
locker

cover
gasket

Improper
tightening
of
oil
filter

Loose
or

damaged
oil

pressure
switch

Worn

cylinder
and

piston

Improper
location
of
the

ring
split
or
reo

versed

assembly

ET
32
Adjust
the

ignition
timing

Use

specified
spark
plugs

Replace
them
with
new
ones

Disassemble
the
carburetor
and

check

it

Adjust
the
level
and

check
the
needle

valve

Adjust

Readjust

Remove
the

cylinder
head
and

remove

carbon

Replace
it
with

a
new
one

Tighten
it

Renew
the

gasket
or

tighten
it

Renew
the

gasket
or

tighten
it

Renew
the
oil

seals

Renew
the

gasket
or

tighten
it

Do
not

tighten
excessively

Renew
the

gasket
and

tighten
it
cor

rectly

Retighten
or
renew

the
oil

pressure

switch

Overhaul
the

cylinder
and
renew
the

piston

Reassemble
the

piston
rings
correctly

EMISSION
CONTROL
AND

TUNE
UP

Othm

POOR
FUEL

CONSUMPTION

See
the

explanation
of

the

power
decrease

Othe

TROUBLE
IN

OTHER

FUNCfIONS

Decreased
oil

pressure

Excessive
wear

on
the

sliding

parts
Damaged
or
seized

piston
rings

Worn

piston
ring
groove
and

rings

Fatigue
ofvalve
oil
seal

lip

Worn
valve
stem

Inadequate
quality
of

engine
oiL

Engine
overheat

Exceeding
idling
revolution

Defective
acceleration

recovery

Fuel

leakage

Inadequa
Ie
oil

quality

Overheat

Defective
function
of
oil

pump
regulator

valve

Functional
deterioration
of
oil

pump

Blocked
oil
ftIter

nerased
clearance
in
various

sliding
parts

Blocked
oil
strainer

Troubles
in
the
oil

gauge
pressure
switch

Oil

pressure
decrease

Defective

quality
or
contamination
of
oil

Defective
air

cleaner

Overheat
or
overcoal

ET
33
Renew
the

rings

Repair
or
renew
the

piston
and

cyl

inder

Renew
the

piston
and

piston
ring

Replace
the

seal

lip
with
a
new
one

Renew

the
valve
or
the

guide

Use
the

designated
oiL

Previously
mentioned

Adjust
it
to
the

designated
rpm

Adjust
it

Repair
or

tighten
the
connection

of

fuel

pipes

Use

the

designated
oil

Previously
mentioned

Disassemble
the

oil

pump
and

repair
or

renew
it

Repair
or

replace
it
with

a
new
one

Renew

it

Disassemble
and

replace
the
worn

parts
with

new
ones

Clean
it

Replace
it

with
a

new
one

Previously
mentioned

Replace
the
oil
with

proper
one
and

change
the

ftIter
elemerit

Replace
the
air

cleaner
element

Previously
mentioned

ENGINE
MECHANICAL

GENERAL
DESCRIPTION

CONTENTS

ENGINE

CYLINDER
BLOCK

CRAN
KSHAFT

PISTON
AND
CONNECTING
ROD

CYLINDER
HEAD
EM

EM
2

EM
2

EM
2

EM
2
CAMSHAFT

VALVE
MECHANISM

CAMSHAFT
DRIVE

MANIFOLD
EM

3

EM
3

EM
3

EM
3

ENGINE

The
AI2

engine
is
a
1
171
cc
71
5
cu

in
in
line
over

head
valve

four

cylinder
engine
with
73
mm

2
874
in

bore
and
70
mm
2
756
in
stroke
It
feature

full

opened
wedge
shaped
combustion

chamber
aluminum

heads
and

fully
balanced
5

bearing
crankshaft

to
turn
out

smooth

dependable
power

c

Ii

I
l

1

nun

y
r

r

Fig
EM
t

Sectional
view

of
At2

Engine

EM
1