stop start DATSUN PICK-UP 1977 User Guide

No
load
test

Connect

starting
motor
in

series

with

specified
12
volts

battery
and

an
ammeter

capable
of

indicating

1

000

amperes

Starter
motor

Diagnoses
of
test

1
Low

speed
with

no
load
and

high

current
draw

may
result
from
the

following

1

Tight
dirty
or
worn

bearings

2

Bent
armature
shaft
or
loosened

field

probe

3
Shorted
armature

Check
armature
further

4

A

grounded
armature
or
field

a
Remove

input
tenninal

b

Raise
two

negative
side
brushes

from
commutator

c

Using
a
circuit
tester

place
one

probe
onto

input
tenninal
and
the

other
onto

yoke

d
I

f
tester
indicates

continuity

raise
the

other
two
brushes
and
check

field
and
armature

separately
to

determine
whether
field
or
armature
is

grounded

2
F

allure
to

operate
with

high

current
draw

may
be

caused

by
the
Engine
Electrical

System

Specified
current

draw
and

revolu

tion
in

these
test
are

shown
in

Specifications

Switch

6
Battery

Et

Voltmeter
Ammeter

Ee026

Fig
EE
20
No
load

l
ting

following

I
A

grounded
or

open
field
coil

Inspect
the
connection
and
trace

circuit
with

a
circuit
tester

2
Armature
coil
does
not

operate

Inspect
commutator
for
excessive

burning
In
this
case
arc

may
occur
on

damaged
commutator
when
motor
is

operated
with
no
load

3
Burned
out
commutator
bar

Weak
brush

spring
tension
broken

brush

spring
rubber
bush
thrust
out

of
mica
in

commu
tat
or
or
a
loose

contact
between
biush
and
com

mutator
would

cause
commutator
bar

to
burn

3
Low

current
draw
and
low

no
load

speed
would

cause

high

internal
resistance

due
to
loose
con

nections

damaged
leads

dirty
corn

mutator
and
causes
listed
on
item

2

3

EE10
MAGNETIC
SWITCH

ASSEMBLY
TEST

Switch

o

Fv
IB
I

I

D

Battery
Starter
motor

EE351

FiN
EE

21
Circuit

ofmagndic
awitch

assembly
ted

If
the

starting
motor
check
is

OK
check

magnetic
switch
as

sembly
Connect
cables

between

negative
battery
tenninal

and
start

ing
motor
M
terminal

positive

battery
terminal
and

starting
motor

S
terminal

connecting
a
switch
in

series
as

shown
in

Figure
EE

21

With
the
switch
on

push

pinion

back
to

remove
all
slack
and

measure

the
clearance
l
between

pinion

front

edge
and

pinion
stopper
The

clearance
should
be

held
within
0
3
to

1
5
mm

0
012
to
0

059
in

If
neces

sary
adjust
it

by
changing
or

adding

adjusting

washer
s

Adjusting
washers

are
available
in

to
two

different
sizes

0
5
mm
0

020
in

and
O
S

mm
0
031

in

0
3
to
I
S
rom

0
012
to
0
059
in

l

EE029

Fig
EE
22
MeO

uring
clearance

t

Engine
Electrical

System

SERVICE
DATA
AND
SPECIFICATIONS

Type

System
voltage

No
load

Terminal

voltage

Current

Revolution
v

V

A

rpm

Brush

length
Outer
diameter
of
commutator
mm
in

mm
in

Brush

spring
tension

kg
Ib

Clearance
between

bearing
metal
and

armature
shaft
mm
in

Clearance
L
between

pinion
front

edge
and

pinion
stopper
mm
in

TROUBLE
DIAGNOSES
AND
CORRECTIONS

Condition

Starting
motor
will

not

operate

Noisy
starting
motor

Starting
motor

cranks

slowly
Probable
cause

Discharged
battery

Damaged
solenoid
switch

Loose
connections
of
terminal

Damaged
brushes

Starti

g
motor

inoperative

Loose

securing
bolt

Worn

pinion

gear

Poor

lubrication

Worn
commutator

Worn
brushes

Discharged
battery

Loose
connection
of
terminal

Worn
brushes

Locked
brushes

EE
ll
Manual

transmission
Automatic

transmission

Optional

for

manual

transmission

SII4
ISOB

S114
170B

12

12

Less
than

60

More

than
7

000
More
than
6
000

More
than
39

1
54

More
than
12
0
47

1
4

to
I
S
3
1
to
4
0

Less
than

0
2
O
OOS

0
3
to
1
5
0
012
to
0

059

Corrective
action

Charge
or

replace
battery

Repair
or

replace
solenoid
switch

Clean
and

tighten
terminal

Replace
brushes

Remove

starting
motor
and
make
test

Tighten

Replace

Add
oil

Replace

Replace

Charge

Clean
and
tighten

Replace

Inspect
brush

spring
tension

or

repair
brush

holder

CLUTCH

TROUBLE
DIAGNOSES
AND
CORRECTIONS

Condition

Probable
cause
and

testing

Clutch

slips
Corrective
action

Slipping
of
the

clutch

may
be

noticeable
when

any
of
the

following
symptoms
is

encountered

during
operation

I
Vehicle
will

not

respond
to

engine

speed
during
acceleration

2
Insufficient
vehicle

speed

3
Lack
of

power
during
uphill
driving

Some
of
the

above
conditions
are
also

experienced
when

engine

problem
is

oc

urring
First

de
tennine
whether

engine
or
clutch
is

causing
the

problem

If

slipping
clutch
is

left
unheeded
wear
and
or

overheating
will
occur
on
clutch

facing
until
it
is

no

longer
serviceable

TO
TEST
FOR
SLIPPING
CLlJfCH

proceed
as
follows

During
upgrade
travelling
run

engine
at

about
40
to
50
km

h
25
to
31

MPH
with

gear
shift

lever
in

3rd

speed
position
shift
into

highest
gear
and
at
the
same
time

rev

up
engine
If
clutch

is

slipping
vehicle
will
not

readily

respond
to

depression
of
accelerator

pedal

Clutch

facing
worn

excessively

Oil
or

grease
on
clutch

facing

W

r
d
clut
h
cov
r

pressure
plat
Replace

Replace

tpa
o
e
lace

Dragging
clutch
is

particularly
noticeable
when

shifting
gears
especially
into

low

gear

TO
TEST
FOR
DRAGGING
CLlJfCH

proceed
as
follows

I
Start

engine
Disengage
clutch
Shift
into

reverse

gear
and
then
into
Neutral

Gradually

increase

engine
speed
and

again
shift
into
reverse

gear
If
clutch
is

dragging
gear
grating

is

heard
when

shifting
from
Neutral
into

Reverse
Clutch

drags

2

Stop
engine
and
shift

gear
Conduct
this
test
at
each

gear
position

3
Gears

are
smoothly
shifted
in

step
2
but

drag
when

shifting
to
1st

speed
position
at

idling

a
If

dragging
is
encountered
at
the
end
of

shifting
check
condition
of

synchro

mechanism
in
transmission

b
If

dragging
is
encountered
at
the

beginning
of

shifting
proceed
to

step
4

below

4
Push

change
lever
toward
Reverse
side

depress
pedal
to
check
for
free
travel

a

If

pedal
can
be

depressed
further
check
clutch
condition

b
If

pedal
cannot
be

depressed
further

proceed
to

step
5
below

5
Check
clutch
control

pedal
height
pedal
free
travel
withdrawal
lever

play
etc

If
no
abnonnal

condition
exists
and
if

pedal
cannot
be

depressed
further
check
clutch

condition

Clutch
disc
runout
or

warped

Wear

or
rust

on
hub

splines
in
clutch
disc

Diaphragm
spring
toe

height
out
of
ad

justment
or
toe

tip
worn

Worn
or

improperly
installed

parts

CL10
Repair
or

replace

Clean
and
lubricate
with

grease
or

replace

Adjust
or

replace

Repair
or

replace

REMOVAL

In

dismounting
transmission
from

the
vehicle

proceed
as
follows

I
Disconnect
battery
ground
cable

from
terminal

2

Place
transmission
control
lever
in

neutIal

position

3
Remove
E

ring
and
control
lever

pin
from
transmission

striking
rod

guide
and
remove
control
lever
See

Figure
MT
4

TM335

Fig
MT

4
Remouing
controllelJ
r

4
Jack

up
the
vehicle
and

support

its

weight
on

safety
stands
Use
a

hydraulic
hoist
or

open
pit
if
avail

able

Confirm
that

safety
is
insured

5
Disconnect
exhaust
front
tube

6
Disconnect
wires
from
reverse

lamp
switch
See
Figure
MT
5

7
Disconnect

speedometer
cable

from
rear
extension

housing
See

Figure
MT
5

8
Remove
clutch

operating
cylinder

from
transmission
case
See

Figure

MT5

O

m

J

@

1

Speedometer
cable

2
Reverse

lamp
switch

3
Outch

operating
cylinder

TM774

Fig
MT
5
Bottom
view
of
car
Manual
Transmission

9
Remove
bracket

holding
center

bearing
on
3rd
crossmember

by

loosening
off

attaching
bolts
See

Figure
MT
6

PD219

Fig
MT

6
Removing
center
balring

holding
brucket

10
Uetach

propeller
shaft
from

companion
flange
of

gear
carrier

by

removing
four
bolts

See

Figure
MT
7

Not

a
Remove

propeller
shaft

carefully
so

as
not
to

damage

spline
sleeve

yoke

and
rear
oil
seal

b

Plug

up
the

opening
in
the

rear
of

rear
exteDSion

housing
to

prevent

oil
from

flowing
out

P0220

Fig
MT
7

Remouing
four
bolt

6ecuring
prop
ller

shtJft
to

companion
ltJnge

11

Support
engine
by
locating
a

jacft
under
oil

pan
with
a
wooden

block
used
between
oil

pan
and

jack

12

Support
transmission
with
a

transmissionjack

13
Remove
exhaust

pipe
btacket

by
unscrewing
attaching
bolts
2

California
models

only
See

Figure

MT
8

14
Remove
rear

engine
mounting

insulator

securing
bolts
I
and
rear

mounting
member

securing
bolts
3

See

Figure
MT
8

MT
4
E
A277

Fig
MT
8

Removing
engine
mounting

rear

support

15

Remove
starter
motor

16
Remove
bolt

securing
transmis

sion

to

engine

After

removing
these
bolts

support

the

engine
and
transmission
with

jacks

and
then
slide
tra
ion
rearward

away
from

engine
and
remove
from

the
vehicle

Note
Take
care
in

dismounting
trona

mission
not
to
strike

any
adjacent

parts
and
main
drive
shaft

DISASSEMBLY

TRANSMISSION
CASE

DISASSEMBLY

I
Prior
to

disassembling
transmis

sion

thoroughly
wipe
off
dirt
and

grease
from
it

2

Drain
oil

thoroughly

3
Remove
dust
cover
from
trans

mission
case

Remove
release

bearing
and
with

drawallever

4

Remove
reverse

lamp
switch

5
Move

gear
to
Neutral

6
Remove
speedometer
pinion
and

pinion
sleeve

by

taking
off
lock

plate

7
Remove
E

ring
and

stopper
guide

pin
from
rear
end
of

re
ll
extension

See

Figure
MT

9

TM337

Fig
MT
9

Removing
triking
rod

E

ring
and

topper
pin

plate
The

parking
rod

pin
operates
the

rod
at
p

range
and

operates
the

mechanical

lock

system

The

above
described
manual
shaft
is

further

equipped
with

an
inhibitor

switch
A

rotor

inside
the

inhibitor

switch

rotates
in

response
to
each

range
When
tne

range
is

selected
at

p
or

N
the
rotor

closes
the

starter

magnet
circuit

so
that
the

engine
can
be
started
When
the

range

is

selected
at
R
the
rolor
closes
the

back

up

lamp
circuit
and
the
back

up

lamp

lights

CD

1
Manual

pia
te

2
Inhibitor

switch
ATOB7

Parking
rod

Manual
shaft

Fig
AT
4

Manual

linkage

VACUUM

DIAPHRAGM

The

vacuum

diaphragm
is

installed

on
the
left

center

portio
n
of
the

transmission

case
The

internal
con

struction
of
the

vacuum

diaphragm
is

as
follows

A
rubber

diaphragm
forms
a

parti

tion
in
the

center
The

engine
intake

manifold

negative
pressure

l
led

through
a

vacuum
tube
and

spring

force
is

applied
to
the
front
surfaceof

the
rubber

diaphragm
while

atmos

pheric

pressure
is

applied
to
the
back

surface
The
difference

between

pres

sure

applied
to
the
front
and
ba
K

I

surfaces
causes
a

vacuum
reactIOn

which
activates
the
throttle
valve
of

the
control
valve
inside
the
transrhis

sion

case

Wheri
accelerator

pedal
is

fully
de

pressed
and
the
buretor
is

fU

IIy

opened
but
th

engirie

sp
eed
is

not

suificientl
increased
the

manifold

negative
plre
sure
lowers

Le
tends

towards

atmospheric

pressure
and
the
Automatic

Transmission

vacuum
reaction
increases
since

the

flow

velocity
of
mixture
inside
the

intake
m
mifold
is
slow

Contrarily

when
the

engine
speed
increases
and

the
flow

velocity
of
the

mixture
in

creases
or

when
the
carburetor

is

closed

the
manifold

negative

pressure

increases
Le
tends

towards
vacuum

and
the

vacuum
reaction
is

reduced

Thus
a

signal
to

genera
Ie

hydraulic

pressure
P
rfe

tly
suited
to
the

engine

loading
at

trye
control
valve
is

trans

mitted
from
the
vacuum

diaphragm

and
the
most
suitable

timing
for

speed

change
and
lin
e

pressure
is
obtaine

so

that
the

most

proper
torque
capacity

is

obtained

against
the

transmitting

torque

To
inl
lkc

manifold

AT088

Fig
AT
5
Vacuum

diaphragm

DOWNSHIFT

SOLENOID

T
e

downshift
solenoid
is

of
a

magnetic
type
installed
on

the
left
re
r

portion
of
the
transmission

case
When

a
driver

requires

accelerating
power

and

dePresses
the

accelerator

pedal

down

to
the

stopper
a
kickdown

switch

19ca
ted
in
the

middle
of

the

accelerator

link
is

depressed

by
a

push

rod
he

kickdown
switch

doses
cur

rent
flows
to

the
solenoid

the
sole

noid

push
rod
is

depressed
the
down

shift
valve
of
the

control
valvc
insidc

the

transmi
ssion

case
is

depressed
nd

the

speed
is

changed
forcedly
fmm

3rd
to
2nd
within
a
cerlaill

vehi

cle

speed
limit

Note
Since
theki

kdown
switch

closes
when
the
accelerator

pedal
is

d

epr
ssed
from

7

i
t
I
S
I
6

of
tiie

whole

stroke
the
a
ccel
rator

ped
1

should

be
correctly

adjusted
so
as

arf

rd
a

omplete
stro

e
I

The

arrangement
of
the
swit

h

wries

ccording
m

eI

AT

S
c
C

r
11
I

Kickdown

h

switch

Dowri

shift
solenoid

AT089

Fig
AT
6

Downshifl80lenoid

GOVERNER

VALVE

The

primary
and

secondary

gover

nor
valves
are
installed

separately
on

the

back
of
the
oil
distributor

on
the

transmission

outp
t

sha
ft

tn

y
op

erate

al
the
same

speed
as
th
ar

iJf
tile

output
shaft
thai
is

they
operate
at

a

speed
in

proportion
10

the
vehicle

speed
The
line

press
retis

applied
to

those
valves

s
the

input
from
the

control

valve

through
the

transmission

case
rear

flange
and
oil
distributor

The

governor

pressure
in

proportion

to
the

ouiput
shaft

speed
vehicle

speed
is

led
to
the
shift
valve
ofthe

control
valve

through
the

opposite

route
of
the

output
In

this
manner

speed
change
and
line

pressure
are

controlled

Operation
of

secondary

governor
valve

T
e

secon

ary
valve

is
a

contro

valve

Y
hich
receives

line

pressure

an

cqQ
rols
the

governor

pressu
e

When
the
manual

valve
is
selected

at
D
2

or
l

range
line

pressure

is

applied
t
the
ri

g
sh

aped
area
of

this
valve
from
circuit
I

l
and
this

I

v

Jy
is

depressed
lOW
jr
tI
c

fer

Movemcnt

of
this
valvl
III
a
cr

in

positillll
doses
the
dr
uit

from

Olto

15
while

simultaneously

making
a

sr
rronl
IS
to
Iii
center

d
niin

port
and

press
re

in
tllc
ci
rJ

it

l5j
is

lowered

When

thc
vehicle
is

stopped
1
d

the

cenlrifugal
force
of
this
valve
is
zero

the
v
lve

is
balanced
At
this

poini
a

govcr
lOr

pressurc
y
hich

bal
i1
nced

with

th

spr
ng
force

occurs
on
IS

Wh
n

thc
vehicle
is

st
rted
nd

the

centrifugal

fqr
incre

ses
this
valve

movcs

slightly
10

Ihc
oUlSide
and

as

f

BR317

Fig
BR
23

Gre
ing
point

4

Tightening

torque

Wheel

cylinder

J
S
to
1

8

kg
m

II
to

13ft
Ib

Connector
bolt

1

9
to
2
5

kg
m

14
to
18
ft
Ib

Brake
tube

1
5
to
1

8

kg
m

II

to
13

ft
Ib

Air
bleeder

0
7
to
0
9

kg
m

S

to
7
ft
Ib

Brake
disc

5
4

to
6
4

kg
m

39
to
46
ft

Ib

S

Adjust
brake
shoe
clearance
and

bleed
brake

system
Upon
completion

of

the
above

adjustments
make
sure

that
brake

operates
correctly
and
no

brake
fluid
leaks

MASTER
VAC

DESCRIPTION

A
vacuum

suspended
Master
Vac

is

installed
behind
the

master

cylinder

As
the

brake

pedal
is

depressed
fluid

is

forced
under

high
pressure
through

the
brake

pipes
to
the
wheel

cylinders

to
retard

or

stop
the

vehicle

The
Master
Vac
contains

a

spring

loaded

diaphragm
of
IS2
4

mm
6
in

in

diameter
It

operates
on

negative

pressure

produced
n
the

engine
intake

manifold

The
tandem

master

cylinder
is

capable
of

producing
high
pressure

even
if
the
Master
Vac
is

faulty
Brake

System

Note
The
Master
Vac

diaphragm
dif

fers
from
fonner
ones
for

improved

braking
force
Do
not
install
fonner

Master
Vac
on
1976
models
The

1

Plate
and
seal

2
Push
rod

3

Diaphragm

4

Rear
shell

5

Diaphragm

plate
Master
Vacs

are
identified

by
the

label
color
as
follows

1976
model
Caution

Label

Former
models
YeJlow

BR321

11

Valve

operating
rod

12
Valve

return

spring

13

Poppet
return

spring

14
Exhaust
valve

15
Valve

plunger

16
Reaction

disc

17

Diaphragm
return

spring

18
Front
shell
6
Seal

7

Vacuum
valve

8

Poppet
assembly

9
Valve

body
guard

10
Air

silencer
filter

INSPECTION
OF

OPERATION

Checking
yscuum

pressure

I
Connect

a
vacuum

gauge
in
the

line
between
check
valve

and
Master

2
Start

engine
and
increase

engine

speed
Stop
engine
when
vacuum

gauge
indicates
SOO

mmHg
19
69

inHg

BR
14
Fig
BR
24
Sectionall1iew

of
Master
Vac

Vac
as

shown
in

Figure
BR
25

1

Check
valve

2

Vacuum

gauge

BA169

Fig
BR

25
Air

tight
t
t
t

up

Air

tight
test

I
Fifteen

seconds
after

engine
is

stopped
observe
the

rate
of

drop
in
air

pressure
registered
by
vacuum

gauge

If
a

pressure
drop
of
25

mmHg
0
98

inHg
is

exceeded
refer
to
the
follow

ing
chart
to
determine
the
cause
of

failure

Probable
cause

I
Air

leakago
at
check
valve

2
Air

leakage
a

t

push
rod
seal

3

Air
leakage
between
valve

body
and

seal

4
Air

leakage
at
valve

plunger
seat

5

Damaged
piping
or

joints

2
Fifteen

seconds
after

engine
is

stopped
and
brake

fully
applied
ob

serve
the

rate
of

drop
in
air

pressure

registered
by
vacuum

gauge

Probable
cause

1
Air

leakage
at
check
valve

2

Damaged
diaphragm

3
Reaction
disc

dropped
off

4
Air

leakage
at

and
valve
body
poppet
assembly
seat

Note
When

replacement
of

any
part

is

required
be
sure
to
renew

Master

Vac
as
an

assembly

Inspecting
check
valve

Remove

clip
and
disconnect
hoses

at
connections

The
check
valve

can

now
be
removed

yr

BA3

Fig
BR
26
Location

of
check
valve

2

Using
a
Master

Vac
tester

apply
a

vacuum

pressure
of

200

mmHg
7
87

inHg
to

the

port
of
check

valve
on
the

Master
Vac
side
If
a

pressure
drop
of

10

mmHg
0
39

inHg
is
exceeded
in
1

I

I

17
I

f
I

I
I

Z
I

I
y1
I

I
I
7
I
I
I

I
I
I

I
I
I

I

y1
II

I

I
I
I
I
I

I
L
I
L

5
to
15

20
25
30
35
40

45
50

55
60

22
44

66

88
110
132

Pedal

operating
force

kg
lb
BR772

Fig
BR
28

Performance
curves

of
Master
Vac
Brake

System

Corrective
action

Replace
check
valve

Replace
seal

Repair
or

replace
faulty

partes

Repair
or

replace
seat

Repair
or

replace

If
a

pressure
drop
of
25

mmHg

0

98

inHg
is

exceeded
refer
to

the

following
chart
to
determine
the
cause

of

failure

Corrective
action

Replace
check
valve

Replace

Reinstall
and
check

push
rod

for

proper
turn

Replace

faulty
part
s

15
seconds

replace
check
valve
with
a

new
one

3
When

pressure
is

applied
to
the

Master
Vac
side
of
check

valve
and

valve
does
not

open
replace
check

valve
with
a

new
one

120
I

7IG

110
1
560

100

I
420

i
90
1
280

I

u

80
1
140

70
1
000

II

60
850

0

0

5

a
50
710

40
570

30
430

20
280

10
140

BR
15
1

I

Manifold

side

Master

Yac
side

1

Spring
2

Valve

BA289

Fig
BR

27
Sectional
view

of
check

valve

Operating
test

1
Connect

an
oil

pressure
gauge
in

brake
line

at
connection
on
master

cylinder

2
Install
a

spring
scale
on
brake

pedal

3

Start

engine
and
increase

engine

speed
until

a
vacuum

pressure
of
500

mmHg
19
69

inHg
is

registered
on

vacuum

pressure

gauge
With
a

vacuum

pressure
of
500

mmHg
19
69

inHg

held

measure
an
oil

pressure
with

respect
to

each

pedal

operating
force

Relationship
between
oil

pressure

and

pedal

operating
force
is
illustrated

in

Figure
BR
28
If

test
results
are
not

as

specified
in

Figure
BR
28
check

Master
Vac
for
condition
in

a
manner

as
described
under

Inspection
before

removal
of
this
unit

Also
check
brake
line
for
evidence

of
fluid

leakage

Note
Determine
whether
malfunc

tion
occurs
in
Master
Vac
or
in

check
valve

Always
inspect
check

valve
fiTlit

Body
Electrical

System

RADIO

Noise

prevention

Position
vehicle
in
an

open
area

away
from
steel

buildings
run

engine
extend
antenna
to
its
maximum

length
set
volume

control

to
maximum
and
set
dial
at
a
medium

point
without

catching
broadcasting
wave

Condition

Ignition

system

Noise
occurs
when

engine
is

op

erated

Charging
system

Sound
of

alternating
current

pre

sents

When

accelerator

pedal
is

depressed

or

released
noise

presents

Supplement
equipment

When

engine
starts
noise

presents

Noise

still

presents
even
after

stop

ping
engine

Notes

a
Be
sure
to
locate

capacitor
as

close

as
to

noise
source
and
connect
in

parallel
Probable
cause
Corrective
action

High
tension
wire

Install
new

high
tension
wire

Ignition
coil
Install
a
0

51lF

capacitor
to

primary
side

terminal
of

ignition
coil

Note
Be

careful
not
to
install

capacitor
to

secondary
or

primary
breaker
side
other

wise

engine
becomes

improper

Install
bond

strap

Distributor
Secure
contact
of
carbon
electric

pole
and

rotor

Eliminate

sharp
tip
on

rotor

pole
or

cap
pole

by

scrubbing
with
a

screwdriver

Check

stagger
between
rotor

and
stator

Alternator
Install
a
0

51lF
capacitor
to

charging
termi

nalA

Note
Do

not

use
a
larger
capacitor

If

capacitor
is

installed
to
terminal
F

alternator
coil
will
be

damaged

Regulator
Install
a
0

51lF
capacitor
to
IGN
terminal

of

voltage
regulator

Operative
noise
of
water
tem

perature
and
fuel

gauges
Install
O

IIlF
capacitor
between
terminal
and

ground
wire

Note
If

a

capacitor
having
a

larger
capacity

is
used
indication
of

gauge
will
be
de

viated

b
Cut
lead
wire

as
short
as

possible

c

Ground
wire
should
be
attached
on

the

body

completely

d
Make
installation
and
connection
securely

e

Carefully
identify

or
OUT

mark
IN

BE
35

DISCHARGING
SYSTEM

The

pressurized
refrigerant
gas
Ul

side

system
must
be

discharged
to
a

pressure
approaching
atmospheric

pressure
prior
to

evacuating
refrigerant

inside

system
This

operation
should

be
made
to

permit
safe
re
oval
when

replacing
system
components

I

Close

high
and
low

pressure

valves
of
manifold

gauge
fully

2

Connect
two

charging
hoses
of

manifold

gauge
to

their

respective

service
valves

3

Open
both
manifold

gauge
valves

slightly
and

slowly
discharge
refriger

ant
from

system
See

Figure
AC
17

Note

Do
not
allow

refrigerant
to
rush

out
Otherwise

compressor
oil
will

be

discharged
along
with
re

frigerant

AC735

Fig
AC

17
Discharging

system

Caution
Protect

fingers
with
cloth

against
frostbite

by
refrigerant

when

connecting
the

charging
hose

to

the
service
valve

or

disconnecting

it
therefrom
Air

Conditioning

EVACUATING
SYSTEM

1
Connect

high
and
low

pressure

charging
hoses
of

manifold

gauge
to

their

respective
service

valves
of

sys

tern

and
d

ischarge

refrigerant
from

system
Refer
to

Discharge
System

2

When

refrigerant
has
been

dis

charged
to

a

pressure
approaching
at

mospheric
pressure
connect
center

charging
hose
to
a

vacuum

pump

3
Close
both
valves
of
manifold

gauge
fully
Then
start

vacuum

pump

4

Open
low

pressure
valve
and
suck

old

refrigerant
from

ystem
See

Figure
AC
18

S

When
low

pressure
gauge
reading

has

reached
to

approximately
500

mm

Hg
20
in

Hg
slowly
open
high

pressure
valve

See

Figure
AC
19

6
When

pressure
inside

system
has

dropped
to

710
mm

Hg
28
in

Hg

fully
close
both
of

valves
of
manifold

gauge
and

stop
vacuum

pump
Let

stand
it

for
5

to
10
minutes
in

this

state

and
confirm
that
the

reading

does
not
rise

Notes

a
The
low

pressure
gauge
reads
lower

by
2S

mm

Hg
I

in

Hg

per
a
300

m

1
000
ft
elevation
Perform

evacu

ation

according
to
the

following

table

Elevation

m
ft
Vacuum
of

system

mm

Hg
in

Hg

0

0

300

I
000

600
2
000

900
3

000
710
28

68S
27

660
26

635
25

Note
Values
show

readings
of
the

low

pressure
gauge

AC

12
b
The
rate
of
ascension
of
the
low

pressure
gauge
should
be
less
than

2S
mm
Hg
I

in

Hg
in
five

min

utes

If
the

pressure
rises
or
the

specified

negative

pressure
can
not
be
obtained

there
is
a

leak
in
the

system
In
this

case
immediately
charge

system
with

refrigerant
and

repair
the
leak
de

scribed
in
the

following

I
Confirm
that
both
valves
of

manifold

gauge
are

fully
closed
and

then
disconnect
center

charging
hose

from

vacuum

pump

2
Connect
center
hose
to
can

tap

in

place
of
vacuum

pump
Attach

refrigerant
can
to

can

tap
and

pass

refrigerant
to
manifold

gauge

3

Loosen
the
connection
of
center

fitting
of
manifold

gauge
to

purge
air

from

center
hose

4

Open
low

pressure
valve
of
mani

fold

gauge
and

charge
refrigerant
into

system
After
one
can
about
0
4

kg
I

Ib
of

refrigerant
has
been

charged

into

system
close
low

pressure
valve

5

Check
for

refrigerant
leakage

with
a
leak
detector

Repair
any
leak

ages
found
Refer
to

Checking
for

Leaks
and

Refrigerant
Leaks

6
Confirm
that
both
valves
of

manifold

gauge
are

fully
closed
and

then

change
center

charging
hose
from

can

tap
to
vacuum

pump

7

Open
high
and
low

pressure

valves
and

operate
vacuum

pump
to

suck

refrigerant
from

system
When

the

pressure
in

system
has

dropped
to

710

mm

Hg
28
in

Hg
fully
close

both
valves
of
manifold

gauge

7

The
above

operation
completes

evacuation
of

system
Next

charge

refrigerant
Refer
to

Charging
Refrig

erant

3

Piping

Flared
section
of

high
pressure
and

low

pressure
flexible

hose

Pipe
connections

rvice

valve

4

Evaporator
housing

Jnlet
and

outlet

pipe
connections

Expansionvalve

ELECTRIC
LEAK
DETECTOR

for
the

operational
procedures

refer
to

the
instructions
furnished
with

each
electric
leak
detector

Amount

of

refrigerant
Air

Conditioning

REFRIGERANT

LEVEL
CHECK

SIGHT
GLASS

Sight
glass
is

provided
at
the

top
of

receiver

dryer
One

guide
for
whether

there
is

enough
refrigerant
in

system
is

given
by
observing

refrigerant
flow

through
sight
glass
However
this

method

is
unsuitable
for

judging
the

amount
of

refrigerant
The
correct

refrigerant
level

can
be

judged
by

measuring
t
e

system
pressures
in
ac

cordance
with
the

procedures
de

scribed
Performance
Test

I

Start
the

engine
and
hold

engine

speed
at
1
500

rpm

Almost
no

reftigerant

Check
item

Temperature
of

high
pressure

and
low

pressure
pipes
Almost
no
difference

between

high

pressure

and
low

pressure
side

temperature

Bubbles
flow
continu

ousty
Bubbles
will

disappeu
a
nd
some

thing
like
mist

will

now
when

rerrigeran

is

nearly
gone
State
insightglass

A

I
I

AC256

Pressure
of

system
High
pressure
side

is

abnormally
loW

Repa
ir
Stop

compressor
and

conduct
an
overall

check
Insufficient

High
pressure
side
is

warOl
and

low

pressure

side

is

fairly
cold

The
bubbles
are
seen

at
intervals
of
1
2

seconds

A

r

I

AC257

Both

pressures
on

high

and
low

preS
ure
sides

are

slightly
low

Check
for

gas
leakage

repair
as

required
re

plenish
and

charge

system

AC

16
2

Set

temperature
control
lever
to

maximum

position

3

Set
blower
to
maximum

speed

4

Check

sight
gla
after
the

lapse

of
about
five

minutes
Judge
according

to
the

following
table

AC741

Fig
AC
26

Temperature
control
lever

Suitable
Too
much

refri
crant

High
pressure
side
is

hot
and
low

pressure

side
is
cold
High

pressure
side
is

abnormally
hot

Almost

transparent

Bubbles

may
appear

when

engine

speed
is

raised
and
lowered
No
bubbles
can
be

seen

No
clear
difference
exists
between
these
two

conditions

M

II
I

AC258

Both

pressures
on

high

and
low

pressure
sides

are
normal
Both

pressures
on

high

and
low

pressure
sides

are

abnormally
high

Discharge
reft

gerant

from

service
valve
of

10
11

pressure
side