check engine light DATSUN B110 1973 Service User Guide

ENGINE

Replacing
fuel
filter

Check
for
a

contamination
element
water
deposit
and

defection

Fig
ET
15
Fuel
strcrineT

All

engines
use
a

cartridge
type
strainer
If
it
is
found

to
be

defective

replace
as
an

assembly

Checking
fuel
lines

hoses

pipings
connections
etc

Check
fuel
lines
for
loose
connections
cracks
and

deterioration

Retighten
loose
connections
if

necessary

replace
any

damaged
or

defective

parts

THROTTLE
OPENER
CONTROL

SYSTEM

The
function
of
the
throttle

opener
is

to

open
the

throttle
valve
of
carburetor

slightly
in

vehicle
decelera

tion

During
deceleration
manifold
vacuum
rises

and
a

quantity
of
mixture
in
the

enigne
is

not
sufficient
so
that

a
normal
combustion
can
not
continue
and
a

great

amount
of
unburned
HC
is

emitted
The
carburetor

equipped
with
the
throttle

opener
supplies
the

engine

with
an

adequate
charge
of
combustible
mixture
to

keep
proper
combustion

during
deceleration

resulting
in
re

markable
reduction
of

He
emission

The

operation
of
the

throttle

opener
is
as
follows
A

schematic

drawing
of
the

system
is
shown
in

Figure

ET
16

At
the

moment
when
the
manifold

vacuum
increases

as

occurs

upon
deceleration
the

control
valve

opens
to

transfer
the
manifold

vacuum
to

the
servo

diaphragm

chamber
and
the
throttle
valve
of
the
carburetor

opens

slightly
As
the
vehicle

speed
decreases

above
16

km
h

10

MPH
for
manual
transmission

only
the
manifold

vacuum
lowers
to
the

predetermined
value
The
vacuum

control
valve

begins
to
close

gradually
keeping
the

manifold

vacuum
at
the

predetermined
constant
value

As
a

result
both
low
HC
emission
and
normal

engine

brake

during
deceleration
are

obtained

The

altitude
corrector
is

provided
with
a

slight
preload

to

compensate
the

variation
of
the

atmospheric
pressure

Vacuum

control
solenoid

The

purpose
of
this
control
is
to
return
the

speed
of

engine
to
the

prescribed
idling
positively
To
be

accurate
the

control

prevents
the
throttle

opener
from

taking
normal

operation
when
vehicle

speed
is
below

16

km
h

IO
MPH
for
manual
transmission

equipped

model
or
when
transmission
is

placed
in

N
or

P

position
for
automatic
transmission

equipped
model

Current
flows

through
the

solenoid
when
vehicle

speed

falls
below
16
km
h
10

MPH
on

manual
transmission

equipped
model
or
when
the
transmission
is

placed
in

N
or

P

position
on
automatic
transmission

equipped
model

As
this
takes

place
the
needle
valve
is
lifted
off
its
seat

directing
air
from
the
air
chamber
to
the
servo

diaphragm
This
releases
the

operation
of
the
throttle

opener

When

vehicle

speed
goes
over
16
km
h

IO
MPH
or

when
transmission

is

placed
in
a

position
other
than

N

or
P

position
the
solenoid
is

deenergized

allowing
the
throttle

opener
to
take
normal
action

to

reduce
He
emission
to
a
minimum

ET
10

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

EMISSION
CONTROL
AND

TUNE
UP

Trouble

shooting
procedure
on

starting
circuit

Switch

on
the

starting
motor

with

light
put
on

When

light
goes
off
or
dims

considerably

a
Check

battery

b
Check
cable
for
connection

c

Check
starter
motor

When

light
stays
bright

a
Check

wiring
connection
between

battery

and
starter
motor

b

Check
starter
switch

c
Check
starter
motor

ENGINE
WILL
CRANK
NORMALLY
BUT
WILL
NOT
START

In

this
case

following
trouble
causes

may
exist
In

the
most
causes

ignition
system
or

fuel

system
is
in
trouble

Ignition
system
in

trouble

Fuel

system
in
trouble

Valve
mechanism
does
not

work

properly

Low

compression

Check

spark
plug
first
in
accordance

with
the

following

procedure

Disconnect

high
tension

cable
from
one

spark
plug
and
hold

it

about
10
rom

0
4
in

away
from
the

engine
metal

part
and

crank
the

engine

Good

spark
occurs
a
Check

spark
plug

b
Check

ignition
timing

Check
fuel

system

d
Check

cylinder
compression

No

spark
occurs
Check

the
current
flow

in

primary
circuit

Very
high
current

Inspect
primary
circuit
for
short

Check
breaker

point
for

operation

Low

or
no
current
Check
for
loose
terminal
or
disconnection

in

primary
circuit

Check
for

burned

points

Ignition
system
in
trouble

Burned
distributor

point
Repair
or

replace

Improper
point
gap
Adjust

Defective

capacitor
Replace

Rotor

cap
and
rotor
leak

Replace

ET
27

ti

EMISSION
CONTROL
AND

TUNE
UP

Mechanical

knocking

Crankshaft

bearing

knocking

Connecting
rod

bearing

knocking

Piston
and

cylinder

noise

Piston

pin
noise

Water

pump
noise

Others
Defect
or

malfunction
of

ignition
system

spark
plug
high
tension
cable
breaker

point
ignition
coil
etc

This

strong
dull
noise
increases
when
the

engine
is
accelerated
To
locate

the

place

calise
a
misfire

on
each

cylinder
If
the
noise

stops
by
the

misfire
this

cylinder
generates

the
noise

This
is
a
little

higher
pitched
noise

than
the

crankshaft

knocking
and
also
increases

when
the

engine
is
accelerated
Cause
a

misfire
on
each

cylinder
and
if
the
noise

diminishes
almost

completely
this
crank

shaft

bearing
generates
the

noise

When

you
hear
an

overlapping
metalic
noise

which
increases
its

magnitude
with
the
revo

lution
of
the

engine
and

which
decreases
as

the

engine
is

warmed

up
this
noise
is
caused

by
the

piston
and
cylinder
To
locate
the

place
cause
a
misfire
on
each

cylinder

This
noise
is

heard
at
each

highest
and

lowest
dead

end
of
the

piston
To
locate

the

place
cause
a
misfire
on
each

cylinder

This

noise

may
be

caused

by
the
worn
or

damaged
bearings
or

by
the
uneven

surface

of

sliding
parts

An

improper
adjustment
of
the
valve
clear

ance

Noise

of
the

timing
chain

An

excessive
end

play
on
the
crankshaft

Remarks

Disengage
the
clutch

slightly
and

this

noise
will

stop

Wear
on
the
clutch

pilot
bushing

Remarks
This
noise
will
be
heard
when
the

clutch
is

disengaged

ET
31
Adjust
or

replace
ignition
syste
m

This
is

caused

by
the
wom
or

damaged

bearings
or

unevenly
worn
crankshaft

Renew
the

bearings
and

adjust
o

change
the

crankshaft

Check
the
lubrication

system

Same
as
the

case
of
crankshaft
bear

ings

This

may
cause
an
abnormal

wearing

of
the

cylinder
and
lower

compression

which
in

turn
will

cause
a

lower

output
power
and
excessive

consump

tion
of
oiL

Overhaul
the

engine

This

may
cause
a

wear
on
the

piston

pin
or

piston
pin
hole

Renew
the

piston
and

piston
pin
as

sembly

Replace
the

water

pump
with
a
new

one

Readjust

Adjust
the
tension

of
the
chain

Disassemble
the

engine
and
renew
the

main

bearing
bushing

Renew
the

bushing
and

adjust
the

drive
shaft

ENGINE
ElECTRICAL
SYSTEM

l

J
r

@

V

I

Fig
EE
14

Inspection
of
brush

spring
pressure

Armature

assembly

Check
external

appearance
of
the

armature
and
the

commutator

I
Measure
the

armature
shaft
for
bend

using
a

dial

gauge
Replace
the
armature
shaft
if

the
bend

exceeds

0

08
mm
0
0031
in

EE019

Fig
EE
15

Inspection

of
aTmatuTe

shaft
faT
bend

2

Inspect
the

commutator
If
the

surface
of
the

commutator
is

rough
smooth
it

lightly
with

a
No
500

emery
paper
Check
the
commutator
also
for

out
of

round
Ifthe
out
of
round
is
more
than
0
4

mm
0
0157

in
turn
the

commutator
armature
in

a
lathe

so
that
the

out
of
round
is

less
than
0

05

mm
0
0020
in
When

depth
of
mica
from
the
surface

of
commutator

segment
is
reduced
to
less
than
0
2

mm
0

0079
in

under
cut

the

mica
so

that

depth
is
in

range
from
0
5

to
0
8
mm
0
0197

to
0
0315
in

The

wear
limit
of
the

commutator
diameter
is
2
nun

0
0787
in
If

the
commutator
is

worn

excessively
repair

or

replace
it

Fig
EE
16

Inspection
of
commutator

f

L
I
C

9

File

4

J

Round
0
5
to
0
8
rom

Commutator

O

OI97tOO
0315m

S
t

egmen

1l1
Mica

Correct

Incorrect

EE021

Fig
EE
j
7

Undercutting
insulating
mica

3

Inspect
the
soldered
connection
of
armature
lead

and

commutator
If
loose

connection
is
found

resolder

using

rosin

flux

4

Testing
armature
for

ground

Place
one
test

probe
of
a

circuit
tester
on

to
arma

ture

shaft
and
the

other
on
to

each
commutator
bar

If
the

tester
shows

continuity
armature
is

grounded

Replace
the

armature
with
a

new

one

EE
7

ENGINE

terminal
to
IN
terminal
or
BAT
terminal
Connect
the

other
test

probe
to

ground
Make
sure
that
voltmeter

registers
battery
voltage

4
Start
the

engine
3
Turn
on

the
headlights
and
switch
to
main
beam

I

o

B

ttefY
E

A

J
0

il

I
5
Increase

engine
speed
gradually
until
it
is

approxi

mately
1

100
rpm
and
take
the
voltmeter

reading

6
If
the
measured
value
is
over
12
5

volts
the

alternator
is
in

good
condition
o

I

eE052
Voltmeter

Fig
EE
49

Testing
altematoT

Notes
8
Do
not
run

engine
at
the

speed
of

more
than

1
100

rpm
while
test
is

being
conducted
on

alternator

b
Do
not

race

engine
7
If
the

measured
value
is
below
12

5
volts
the

alternator
is
in

trouble
Remove
and
check
it

for

condition

SPECIFICATIONS
AND
SERVICE
DATA

Specifications

Make
and

type

Nominal

output

Pole

Revolution

No

load
minimum

revolution

Output
current

Wei
t

Applied
regulator

Service
data

Stator
coil

Resistance

per
phase

Rotor
coil

Resistance

Brush

Brush

length

Wear
limit

Spring
pressure

Slip
ring

Outer
diameter
V
A
HITACHI
LTl35
13B

12
35

rpm
Negative
ground

1
000
to
13

500

rpm

A
V

rpm

kg
1b
less
than
1

000

more
than
28

14
2

500

3
4
7
5

TLl
Z
57

n
0
17

at
200C
680F

n
4
4
at
200e
680
F

mm

in

mm
in

kg
lb
14
5
0

571

7
0
2756

0
25
to
0
35
0

55
to
0
77

mm
in
31
1
220

EE
22

ENGINE

at
4
to
5
V

Use

i
f
DC
voltmeter
and
set

up
a
circuit

as
shown
in

Figure
EE

56

EEQ58
L
W

R

IG

Will

r

AI
W

lli

r

N
Y

vge

I

JJ
Rtl
ublOr

I
I
Spanner

Cross
head

screwdriver

I

I
Adjusting
screw

Lock
nut

Vollm
lcl

Fig
EE
55

Adjusting
Tegulating
voltage

Charging
relay

Normal

relay

operating
voltage
is
8
to

10V
as
measured

at
alternator
A
terminal

Relay
itself
however

operates
EE059

Fig
EE
56

Testing

chaTging
Telay

Connect

positive
terminal
of

voltmeter
to

regulator
lead
connector
N

terminal
with

negative
terminal

grounded

2

Start

engine
and

keep
it

idle

3
Take
voltmeter

reading

o

Volt
Below
5
2
Volt
I

Over
5
2
Volt

I
Check
for

continuity
between

N

terminals
of

regulator

and

alternator

2
Alternator
circuit

defective
if

continuity
exists
pilot
lamp
remains

lit

I

Check
fan
belt
tension

2

If
correct

remove

regulator

and

adjust
as

necessary
Pilot
lamp
remains
lit

Pilot

lamp
relay
coil
or

contact

points
out
of
order

Replace
regulator

Over
5

2
Volt

Pilot

lamp
does
not

light

Pilot

lamp
relay
assembly
is
in

good
condi

tion

SPECIFICATIONS
AND

SERVICE
DATA

Voltage
regulator

Model
HITACHI
TLl
Z
57

Regulating
voltage
with

fully
charged

battery
and

regulator
faced

downward
V
14
3
to
15
3
at
200C
680F

EE
26

ENGINE
ElECTRICAL
SYSTEM

SPECIFICATIONS

Make
and

type

Primary
voltage
v

Spark

gap
mm
in

Primary
resistance

at
200C
680

F
n

Secondary
resistance

at
200C
680F
Kn

External
resistor

at
200C
680
F
n

Applied
resistor
HANSHIN
HITACHI

H5
15
2
C6R
601

12
12

more
than
7

more
than
7

0
28
0
28

1
17
to
I
43
l
l
7

to
I
43

11
2
to
16
8
11
2

to
16
8

l
3tol7
l
3tol7

RC
15
5560R
151O

SPARK
PLUG

CONTENTS

DESCRIPTION

INSPECTION

CLEANING
AND

REGAP
EE
37

EE
37

EE
38

DESCRIPTION

The

spark
plugs
are
of
the
resister

type
having
14
mm

0
551
in
threads
and
0
8
to
0
9
mm
0
031
to
0
Q35
in

gap

Note
All

spark
plugs
installed
on
an

engine
must

be
of

the

same
brand
and
number
of
heat

range

INSPECTION

1
Remove

spark
plug
wire

by
pulling
on
boot
not
on

wire
itself

2
Remove

spark
plugs

3

Check
electrodes
and
inner
and
outer

porcelains
of

plugs
noting
the

type
of

deposits
and
the

degree
of

electrode
erosion

Refer
to

Figure
EE
74

Normal
Brown

to

grayish
tan

deposits
and

slight
elec

trode
wear
indicate
correct

spark

plug
heat

range
SPECIFICATIONS
AND

SERVICE
DATA

TROUBLE

DIAGNOSES
AND

CORRECTIONS
EE
38

EE
39

Carbon
fouled

Dry
fluffy
carbon

deposits
on
the

insula

tor
and

electrode
were

mostly
caused

by
slow

speed

driving
in

city
weak

ignition
too
rich
fuel
mixture

dirty
air

cleaner
etc

H
is

advisable
to

replace
with

plugs
having
hotter
heat

range

Oil
fouled
Wet

black

deposits
show

excessive
oil

en

trance
into
combustion

chamber

through
worn

rings

and

pistons
or
excessive

clearance
between

valve

guides

and

stems
If
the
same

condition
remains

after

repair

use
a

hotter

plug

Overheating
White
or

light
gray
insulator
with
black

or

gray
brown

spots
and

bluish
burnt
electrodes
indicate

engine

overheating
Moreover
the

appearance
results

from
incorrect

ignition
timing
loose

spark
plugs
low

fuel

pump
pressure
wrong
selection

of
fuel
a

hotter

plug
etc

H
is
advisable
to

replace
with

plugs
having
colder

heat

range

EE
37

CLUTCH

Operating
cylinder
clutch

Operating
cylinder
diameter

T
Ilhtening
torque
19
05
mm
0
750
in

Clutch

assembly
securing
bolt
1
5
to
2
2

kg
m

10
8
to
15
9

ft
Ib

TROUBLE
DIAGNOSES
AND

CORRECTIONS

Condition

Noises
audible

on

pedal

depression

Noises
audible

on

pedal
release
Probable
cause

Excessively
worn

damaged
or

poorly
lubri

cated
release

bearing

Seized
release

bearing
and

diaphragm

spring

fingers

Insufficient

pedal
free
travel

Weakened

unhooked
or
broken
clutch

pedal

return
and
control

springs

Weakened
clutch
withdrawal
lever
return

spring
broken
or
unhooked

Excessive

play
between
clutch
disc
hub
and

drive
shaft

spline

Misalignment
of
clutch
disc
to

flywheel

causes

slight
movement
of

disc
hub
in

respect
of

facings

This
noise
is

especially
audible
with

engine

idling
or

at
low

speed

Broken
or
weakened
clutch
disc
cushion

springs

Insufficient

pedal
free
travel

Weakened
unhooked
or
broken
clutch
con

trol
and

pedal
return

prings

CL
13
Corrective
action

Replace
the

bearing
which

being
cased

cannot
be

greased
inside

Replace
the
release

bearing
Clean

diaphragm

spring
fingers
with
metal
brush
and
smooth

out

bearing
contact
faces
with
felt

polishers

Readjust
pedal
free
travel

correctly

Set

springs
in

position
or

replace
them
if

weakened
or

snapped

Replace
the

spring
or
hook
it

up
as

required

Replace
the
clutch
disc
and

ensure
that

clearance
between

hub
of
new

clutch
and

drive
shaft
is

within
0
50
mm
0

0197
in

endwise
and
0

20
mm
0

0079
in
crosswise

When
clearances
exceed
above
limits

replace

the
drive
shaft
also

Set
level
of
clutch
disc
with
clutch
disc
in

place
on

drive
shaft
set
it
under

slight

rotation
and
check
for
no
run

out

using
a

scriber

Replace
the
clutch
disc

Set

pedal
free
travel

correctly

Check
the

springs
for
correct

position
and

replace
them
if

necessary