lock DATSUN PICK-UP 1977 Workshop Manual

Engine
Fuel

1

l
@
Vacuum
control
solenoid

valve

2
B
C
D

D

3

Coasting
jet

4

Secondary
slow

jet

5

ptug

6
Air
bleed

1

Secondary
slow
air
bleed

8
Secondary
main
air
bleed

9
Power
valve

10

Primary
main

air
bleed

11

Weight
and
outlet
valve

12

ptug

13

Primary
slow
jet

14

Ptirnar
slow
air

bleed

15

Accelerator

pump
assembly

16

AntkUeselingsolenoid
vain

17
Fast

idle
earn

18
Chok
e

connecting
rod

19
Fast
idle
earn
shaft

20
Ventuci

stopper
screw

21

Primary
and

secondary

small
venturi
Center

body
parts

Sets

Note
Do
not
remove
the

parts

marked
with
an
asterisk

It

EF726

Fig
EF
64

Removing
jets

Float

I
i

@
i

j

1

L

4
2
V
4

S

@

c
4
6

e4
11

Qll
1D

Yr

J
1

t
t

1

lil
c
@5
1

p
u

I

r

i
r

1
CJi

U

7
to1

8rtj
lv
Ji
JlJ

if
I
1

2

3

4

4

1

4

2

4

3

44

4
5

Hi

5
Secondary
main

jet

Primary
main

jet

Float
chamber

parts

Fuel
inlet

assembly

Lock
lever

Filter
set
screw

Fuel
f1Iter

Fuel

nipple

Needle
valve

body

Needle

valve

Diaphragm
chamber

aiSembly

EF227

Fig
EF

65
Removing
float

EF

32

CLEANING
AND

INSPECTION

Dirt

gum
wuler
or
l
arbon
con

taminatiun
in

or
on
exterior

moving

parts
of
a

arburctor
arc
often

respon

sihk
for

unsatisfactory
performance

For
this

reason
efficient
carbutetioll

dcpends
upon
careful

cleaning
and

inspection
while

servicing

I

Blow
all

passages
and

castings

with

compressed
air

and
blow
off
all

parts
until

dry

Note
Do
not

pass
drills

or
wires

through
calibrated

jet
or

passaaa

as
this

may
enlarge
orirlce
and

seriously
affect
carburetor
calibrs

lion

2

Check
all

parts
for
wear
If
wear

is

noted
damaged

parts
must
be
re

placed
Note

especially
the

following
Engine
Fuel

I
Check
float
needle

and
seat
for

wear
If
wear
is

noted

assembly
must

be

replaced

2
Check
throule
and
choke
shaft

bores
in
throtlle
chamber
and
choice

chamber
for
wear
or

out
of
roundness

3
Inspect
idle

adjusting
needle
for

burrs
or

ridges
Such
a

condition
re

quires
replacemen
1

3

Inspect
gaskets
0
see
if

they

appear
hard
or
briUle
or

if

edges
are

torn
or
distorted
If

any
such
condi

tion
i
noted

they
must
be

replaced

4
Check
filter
screen
for
dirt
or
lint

Clean
and
if
screen
is
distorted
or

remain

plugged
replace

5
Check

linkage
for

operating

condition

6

Inspect
operation
of

accelerating

pump
Pour
f
el
into

jloat
chamber

and
make
throtlle
lever

operate
Check

condition
of
fuel

injection
from

the

EF
34
accelerating
nowe

7

Push
connecting
rod

of
dia

phragm
chamber
and
block

passage
of

vacuum
with

finger
When

connecting

rod
becomes
free
check
for

leakage
of

air

or

damage
to

diaphragm

Jets

Carburetor

performance
depends

on

jet
and
air
bleed
That
is

why

these

components
must
be

fabricated

with
utmost
care
To

clean
them

use

cleaning
solvent
and
blow
air

on
them

Larger
inner
numbers

tamped
on
the

jet
indicate

larger
diameters
Ac

cordingly
main
and

slow

jets
with

lalger
nUmbers

provide
richer
mixture

the
smaller
the
numbers
the
leaner
the

mixture
Conversely
the
main
and

slow
air
bleeds

through
which
air
to

passes
through
make
the
fueLleaner
if

they
bear

larger
numbers
the
smaller

the
numbers

the
richer

the
fuel

Emission
Control

System

EARLY

FUEL

EVAPORATIVE

SYSTEM
E

F
E

DESCRIPTION
spring
and

counterweight
which
are

assembled
on
the

valve
shaft

projecting

to
the

rear
outside
of
the
exhaust

manifold
The

counterweight
is
se

cured
to
the
valve
shaft
with

key
bolt

and

snap
ring
EC
4
A

control
valve
welded
to

the

valve
shaft
is

wtalled
on
the

exhaust

manifold

through

bushing
This
con

trol

valve
is

called
Heat

control

valve
The
heat
control

valve
is

ac

luated

by
the

coil

spring
thermostat
Construction
of
the

early
fuel

evap

orative

system
is

shown
in

Figure

r
I

1

@

rW

9

Sc
w

10
Thennostat

spring

11

Coil
spriiig

12
Control
valve
shaft

13
Heat
control

valve

14

Bushing

15

Cap

16
Exhaust
manifold
1
Intake
manifold

2
Stove

gasket

ManifoktstOve

4
Heat
shield

plate

5

Snap
ring

6

Counterweight

7

Key

g

Stoppel
pin

EC532

Fig
EC
4
Early
Fuel

Evaporutive
tem
E
F
E

The

early
fuel

evaporative
system
is

provided
with
a
chamber
above

a

manifold
stove
moonted
between
the

intake
and
exhaust

manifolds

During

engine

warming
up
air
fuel
mixture
in

the

carburetor
is

heated
in
the
cham

bet

by
exhaust

gases
This
results
in

improved
evaporation
of

atomized
fuel

droplets
in
the
mixture
and
in

smaller

content
of

hydrocarbons
He
in
the

exhaust

gas
especially
in

cold
weather

operation

The
exhaust

gas
flow
from
the

engine
is

obstructed

by
the
heat
con

trol

valve
in
the

exhaust
manifold
and
is

changed
in

direction
as
shown

by

the
solid

lines
in

Figure
EC
4
The

exhaust

gas
heats
the
manifold
stove

Open
close

operation
of
the

heat

control
valve
is
controlled

by
the

counterweight
and
thermostat

spring

which
is
sensitive
to
the

ambient
tem

perature
around
the

exhaust
manifold
With
this
condition
the

heat
control

valve
is
in

the

fully
closed

position

obstructing
the
flow
of

exhaust

gas
As

engine
tempera
lure

goes
up
and

the

ambient

temperature
becomes

high

enough
to
actuate
the
thermostat

spring
the

counterweight
begins
to

rotate
clockwise
and

again
comes
into

con

tact
with

the

stopper
pin
With
this

condition
the

heat
control
valve
is
in

the
full

open
position
and
exhaust

gas

passes
through
the
exhaust
manifold
as

shown

by
the
dotted

lines
in

Figure

EC
4
without
heati

ng
the
manifold

stove
OPERATION

The

counterweight
rotates
counter

clockwise
and

stops
at

the

stopper
pin

mounted
on
the
exhaust

manifold

while

the

engine
temperature
is
low

EC
6

REMOVAL
AND
INSTAUATION
Emission
Control

System

EC533

Remove

snap
ring
D
and
lock
bolt

@
and
the

following
parts
can
be

detached
from
heat
control
valve

shaft

Key
00

Counterweight
@

TherI
lostat
spring
CID

Coil

spring

@

Note
As

previously
descnoed
heat

control
valv

1
is

welded
to
valve

shaft

@
at
exhaust
manifold
and

cannot
be

disassembled

To
install

reverse
the
removal

pro

cedure

INSPECTION

I
Run

engine
and

visually
check

counterweight
to

see
if
it

operates

properly

1
For
some
time
after

starling

engine
in
cold
weather

counterweight

turns
counterclockwise
until
it

comes

into
contact
with

stopper
pin
installed

to

exhaust
manifold

Counterweight
gradually
moves

down
clockwise
as

engine
warms

up

and

ambient

temperature
goes
higher

around
exhaust
manifold

2
When

engine
speed
is

increased

discharge

pressure
of
exhaust

gases

causes

counterweight
to

move
down

ward
clockwise

3

When
heat

con
trol
valve
is
in
the

full

open
position
coun

terweight

moves
further
clockwise
exceeding
the
1

Snap
ring

2

Lock
bolt

3

Key

4

Counterweight

5
Thermostat

spring

6
Coil
spring

7

Heat
control
valve

8
Valve
shaft

9
Stove
gasket

10
Manifold
stove

11
Heat
shield

plate

Fig
EC
5

Exploded
view
of
E
F
E
stem

position
described
in
1

1
above

and

stops
again
coming
into
con
tact
with

stopper
pin

j

EC246

1

Counterweight

2
S

topper
pin

3
Heat
control
valve

Fig
EC
6

Operation
of
counterweight

when

engine
is
cold

EC246

1

Counterweight

2

Stopper
pin

3
Heat
control

valve

Fig
EC
7

Operation
of
counterw
ight

when
ngine
is
hot

EC
7
2

With

engine
stopped
visually

check
E
F
E

system
for
the

following

items

1
Thermostat

spring
for
dismount

ing

2

Stopper
pin
for
bend
and
count

er

weight
stop

position
for

dislocation

3

Check
heat
control
valve
for

malfunction
due

to
break
of

key
that

locates
counterweight
to

valve
shaft

4
Check
axial
clearance
between

heat
control
valve
and
exhaust
mani

fold
Correct
clearance
is

0
7

to
1

5

mm
0
028
to
0
059
in

5
Check
welded

portion
of

heat

control
valve
and
valve
shaft
for

any

indication
of
crack
or

flaking

6
Rotate
heat
control
valve
shaft

by
a
finger
and
check
for

binding

between
shaft
and

bushing
in

closing

and

opening
operation
of
heat

control

valve
If

any
binding
is
felt
in

rotating

operation
move
valve

shaft
in
the

rotation
direction
several
times
If

this

operation
does

not
correct

binding

condition
it
is
due
to
seizure
between

shaft
and

bushing
and
exhaust
mani

fold
should
be

replaced
as
an
assem

bly

CHECKING
SPARK

TIMING
CONTROL

SYSTEM

DESCRIPTION

The

spark
tirnin
control

system

serves
to
control
the
distributor
vacu

um
advance
under

varying
travelling

conditions
so
as
to
reduce
HC
and

NOx
emissions

This

system
is
installed
on
non

California
automatic
transmission

models

SPARK
DELAY
VALVE

Automatic
transmission

models
only

This

valve
delays
vacuum

spark

advance

during
rapid
acceleration
it

also
cuts
off
the

vacuwn

spark
advance

immediately
upon
deceleration
The

valve
is

designed
for
one

way
opera

tion
and
consists
of
a
one

way
umbrel

la
valve
and
sinlered
steel
fluidic

restrictor

1

1

I
I

I

1
v

v

I
I

I
I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

I

L
0

I

Magnet
coil

Detector
drive

counter

REMOVAL
AND

INSTALLATION

Remove
air
cleaner

before

removing

E
G
R
control

system
For
removal

and

installation
of
air

cleaner
refer
to

Air
Cleaner
section

Page
EF
S

Removal

I
E
G
R
control
valve

After

removing
the

following
parts

the
E

G
R

controi
valve
can

be
dis

mounted

Vacuum

hose
thermal
vacuum

valve
to
E
G
R

control
valve

E
G
R
control
valve

mounting
nut

Note
To
remove

vacuum
hose
flat

ten

clip
connecting
vacuum
hose
to

E
G
R
control
valve
and

pull
the

hose
off
with
hand
Emission
Control

System

Ignition
switch

E
G
R

warning
lamp

f

1
Ignition
switch

start

position

Fuse

1
A
Odometer
switch

r

I
I

I

I
v

I

I
I

i

lQ
U

1

mi

L
J

EC233

Fig
EC
55
E
G
R

warning
circuit

EC234

Fig
EC
56

Removing
KG
R
control

valve

2
E
G
R

pass
ge

After

removing
the

following

parts

the
E
G
R

passage
can
be
dismounted

Exhaust
gas
return

tube
exhaust

manifold

to
E
G
R

passage

B1ow

by
hose

cylinder
block

to

P
C
v
valve

Vacuum
hose
AB
valve
to
E
G
R

passage

E
G
R

passage
mounting
bolt

EC

23
EC541

Fig
EC
57

Removing
E
G
R

passage

3

Thermal
vacuum

valve

After

removing
the

following

parts

the
thermal
vacuum
valve
can
be
dis

mounted

Vacuum
hose

carburetor
to
ther

mal
vacuum
valve

Vacuum
hose
thermal
vacuum

valve

to
E

G
R
control
valve

Note
Drain

engine
coolant
before

dis

mounting
thermal
vacu
m
valve

Fig
EC
58

Removing
thermal

vacu
um
valve

REMOVAL

AND

INSPECTION

Removal
and

inspection
can
be

done

as
follows

Removal

Catalytic
converter

1

Apply
parking
brake

2

Place
wheel
lock
under
each
tire

3

Jack

up
the
vehicle

4
Remove
lower
shelter
of

catalytic

converter

5
Dismount

catalytic
converter

EC453

Fig
EC
69
Removing

catalytic

conuerter

Inspection

Preliminary
inspection

Visually
check
condition
of
all

component
parts
including

ho
s

tubes
and
wires

replace
if

necessary

Refer
to

Inspection
of
A
I
S
on

page
EC
17

Catalytic
converter

Whether

catalytic
converter
is
nor

mal
or
not
can
be
checked
by
ob

serving
variation
in

CO

percentage

The

checking

procedure
is

as
follows

Apply
parking
brake
Shift

gears

into
Neutral
for
manual
transmission

and
Neutral
or
Park
for
automatic

transmission

1

Visually
check

catalytic
converter

for

damage
or
cracks
Emission
Control

System

2
Remove
air
hose
between

5

way

connector
and
air
check
valve

Plug
the

disconnected
hose
to

prevent
dust

from

entering
Refer
to

page
ET
12

3

Check
carburetor

pipes
for

proper

connection

4

Warm

up
engine
sufficiently

5

Race

engine
1

500
to
2
000

rpm

two
or
three
times

under
no
load
then

run

engine
for
o
e
minute
at

idling

speed

6

Adjust
throttle

adjusting
screw

until

engine
attains
to

specified
speed

Refer
to

page
ET
10

7
Check

ignition
timing
If
neces

sary
adjust
it
to

specifkations
Refer

to

page
ET
10

B

Adjust
idle

adjusting
screw
until

specified
CO

percentage
is

obtained

Refer
to

page
ET
12

9

Repeat
the

adju
stment

process
as

described
in

steps
5
to
8
above

until

specified
CO

percentage
is
obtained

Note

Adjustment
in

step
9
should
be

made
ten

minutes
after

engine
has

wanned

up

10
Race

engine

1
500
to
2
000

rpm
two
or
three
times

under
no
load

and
make
sure
that

specified
CO

per

centage
is
obtained

11
Remove

cap
and
connect
air

hose
to

air
check
valve

If

idling

speed
increases

readjust
it

to

specified
speed
with
throttle
ad

justing
screw

12
WaRn

up
engine
for

about
four

minutes
at
2
000

rpm
under
no
load

13
Measure
CO

percentage
at

idling

speed
After

step
12
has
been
coin

pleted
wait

for
one
minute
before

making
CO

percentage
measurement

14
If
CO

percentage
measured
in

step
13
is
less
than
0
3

the

catalytic

converter

is
normal

15
If
CO

percentage
measured
in

step
13
is
over
0
3

recheck
A
I
S

and

replace
air
check
valve
Then

perform
inspection
steps
12
and
13

EC
27
16
If
CO

percentage
is

still
over

0
3
in

step
15

catalytic
conyerter
is

malfunctioning
Replace
catalytic
con

verter

INSTALLATION

To
install

reverse
the
removal

pro

cedure

Bolt

lightening

torque

specifications

Tightening

torque

Catalytic
converter

2
6
to
3
4

kg
m

19
to
25
ft
Ib

FLOOR

TEMPERATURE

WARNING
SYSTEM

DESCRIPTION

The
floor

temperature
warning

system
consists
of
a
floor

temperature

sensing
switch
installed

on
the
vehi

cle
s
floor
floor

temperature
relay
and

a

warning

lamp
on
the
instrument

panel
and
wires
that
connect
these

parts

When
the
floor

tempera
ture
rises
to

an
abnormal
level
the

warning
lamp

will

light
to
call
the
attention
of
the

driver
The

wiring
diagram
of
this

system
and
location
of
the

floor

temperature
sensing
switch
are
ilIus

trated
in

Figures
EC
70
and
EC
71

sufficient

delivery
of
fuel
to

engine

or

vapor
lock
It
must
therefore
be

1

3
connectur

COCk

Air
Manometer
Emission
Control

System

repaired
or

replaced

368
mmH20

14
5
inH20

LL

IPO
liqUid
epo
o

36

r
@

Carbon
canister

EC786

Fig
EC
79

Checking

evaporative
emmion

control

syatem

CARBON

CANISTER
PURGE

CONTROL
VALVE

Check
for
fuel

vapor
leakage
in

the

distributor
vacuum
line
at

diaphragm

of

carbon

canister

purge
control
valve

To

check
for

leakage
proceed
as

follows

I

Disconnect
rubber
hose
in

the

line

between
T
connector

and
carbon

canister
at
T

connector

2

Inhale
air
into
the

opening
of

rubber
hose

running
to

vacuum
hole
in

carbon

canister
and

ensure
that
there

is
no

leak

ET349

Fig
EC
so

Checking
carbon
canuter

purge
control
valve
3
If
there
is

a
leak

remove

top

cover
from

purge
control
valve

and

check
for
dislocated

or
cracked
dia

phragm
If

necessary

replace
dia

phragm
kit

which
is
made

up
of
a

retainer
a

diaphragm
and
a

spring

@

@

1
Cover

2

Diaphragm

3
Retainer

4

Spring

ET350

Fig
EC
81
Carbon

catU
ter

purge

control
valve

CARBON

CANISTER
FILTER

Check
for
a
contaminated

element

Element

can
be
removed

at
the

bottom
of

canister

installed
on
vehicle

body

EC
32
ET37Q

Fig
EC
s2

Replacing
carbon

canuter

filter

FUEL
TANK

VACUUM

RELIEF
VALVE

Remove
fuel
filler

cap
and
see
it

functions

properly

I

Wipe
clean
valve

housing
and
have

it
in

your
mouth

2

Inhale
air
A

slight
resistance
ac

companied
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
is

clogged
or
if

no
resist

ance
is

felt

replace
cap
as
an
assem

bled

uni
t

l

u

ET369

Fig
EC

83
Fuel

filler
cap

OPERATION

When
the

ignition
switch
turned

fully
clockwise
to
the
START

posi

tion

battery
current
flows

through

series

and
shunt

coils
of
the

solenoid

magnetizing
the

solenoid

The

plunger
is

pulled
into
the
solenoid

so
that

it

operates
the
shift
lever

to

move
the

drive

pinion
into

the

flywheel
ring
gear
Then
the

solenoid

switch

contacts
close
after
the

drive

pinion
is

partially
engaged
with
the

ring
gear

Closing
of
the

solenoid
switch

contacts
c
uses
the

motor
to
crank
the

engine
and
also
cut
out
the
series

coil
of

the
solenoid
the

magnetic

pull

of
the
shunt

coil

being
sufficient

to

hold
the

pinion
in

mesh
after
the

shifting
has
been

performed

After
the

engine
starts

running
the

driver

releases
the

ignition
key
and
it

automatically
returns
to
the

ON

posi

tion

The
torsion

spring
then

actuates
the

shift
lever

to

pull
the

pinion
which

allows
the

solenoid
swi

tch
contacts
to

open

Consequently
the

starting
mo

tor

stops
Engine
Electrical

System

I

I

Ring
gear

2

Shift
lever

guide

3
Armature

4

Battery

5
Field
coil

6

Stationary
contact

7
Monble

contactor

More

positive

meshing
and

demeshing
of

the

pinion
and
the

ring

gear
teeth
are

secured

by
means

of
the

overrunning
clutch
The

overruIUling

clutch

employs
a
shift

lever
to
slide

the

pinion

along
the

armature
shaft

EE
6
F

l
cp

o

r

1

I
I

W

m

EE274

8
Shunt
coil

9

Plunger

10

Ignition
switch

11

Series
coil

12
Torsion

spring

13

Shift
lever

14

Pinion

Fig
EE

7
Starting
motor
circuit

into
or

out
of

mesh
with
the

ring

gear

teeth
The

overrunning
clutch
is

de

signed
to
transmit

driving

torque
from

the
motor
armature

to
the

ring
gear

but

prevent
the

armature
from
over

running
after
the

engine
has
started

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

Condition
Engine
Electrical

System

Probable
cause

Starting
motor

cranks

slowly
Dirty
or
worn
commutator

Armature
rubs

field
coil

Damaged
solenoid
switch

Starting
motor

operates
but
does

not
crank

engine
Worn

pinion

Locked

pinion
guide

Worn

ring

gear

Starting
motor
will

not

disengage
even
if

ignition
switch
is

turned
off
Damaged
solenoid
switch

Damaged

gear
teeth

The

charging
circuit
consists

of
the

battery
alternator

regulator
and

necessary

wiring
to
connect
these

parts
The

purpose
of
this

system
is
to

convert
mechanical

energy
from
the

engine
into

electrical

energy
which

is

used
to

operate
all

electrically

operat

ed
units

and
to

keep
the

battery
fully

charged

When
the

ignition
switch
is

set
to

ON
current
flows
from
the

battery

to

ground
through
the

ignition
switch

voltage
regulator
IG
terminal

primary

side
contact

point
PI

movable

contact

point
P2

voltage

regulator

IF

terminal
alternator
IF
terminal

rotor

field
coil
and
alternator

E

terminal

as
shown
in

Figure
EE

23

by

full
line

arrow
marks
Then
the

rotor

in

the

alternator
is
excited

On
the

other
hand

current
flows

from
the

battery
to

ground

through
the

ignition

switch

warning

lamp
voltage
regula

tor
L

terminal

lamp
side
contact

point
P4

movable

contact

point

P5
and

voltage
regulator
E
termi

nal
as
shown

by
dotted

line
arrow
CHARGING
CIRCUIT

marks
Then

the

warning
lamp
lights

When
the
alternator

begins
to

op

erate
three

phase

alternating
current
is

induced
in

the

stator
armature
coil

This

alternating
current
is
rectified

by

the

positive
and

negative
silicon

diodes
The
rectified

direct
current

output
reaches
the
alternator
A

and

E

terminals

On
the
other
hand
the
neutral

point
voltage
reaches
N
and
E

terminals

nearly
a
half
of

the

output

voltage
and
current
flows
from

voltage
regulator
N
terminal
to
E

terminal
or

ground
through
the
coil

VCI
as
shown
in

Figure
EE
24

by

the
dotted
line
arrow
marks
Then
the

coil
VCI
is
excited
and
the

movable
contact

point
IPS
comes

into
contact
with

voltage
winding
side

contact

point
P6
This
action
causes

to
turn
off

the

warning
lamp
and

complete
the

voltage
winding
circuit

as
shown

by
the
full

line
arrow
marks

When
the
alternator

speed
is
in

creased
or
the

voltage
starts
to
rise

excessively
the
movable
contact

point

EE
12
Corrective
action

Clean
and

repair

Replace
assembly

Repair
or

replace

Replace

Repair

Replace

Repair
or

replace

Replace
damaged

gear

P2
is

separated
from

the

primary

side
contact
PI

by
the

magnetic

force

of
coil
VC2
Therefore

registor
RI
is

applied
into
the
rotor

circuit

and

output
voltage
is
decreased

AJ

the

output
voltage
is
decreased

the

movable
contact

point
P2
and

primary
side
contact
Pin

comes
into

contact
once

again
and

the
alternator

voltage
increases

Thus
the

rapid

vibration
of
the
movable

contact

point

IPl

maintains
an
alternator

output

voltage
constant

When
the
alternator

speed
is

further

increased
or
the

voltage
starts
to
rise

excessively
the

movable
contact

point

P2
comes

into
contact
with

secondllJ
side
contact

point
P3

Then
the
rotor
current
is

shut
off
and

alternator

output
voltage
is

decreased

immediately
This

action
causes

movable
contact
n
to

separate

from

secondary
contact
P3
Thus

the

rapid
vibration
of

the
movable

contact

point
P2

or

breaking
and

completing
the

rotor
circuit
maintains

an
alternator

output
voltage
constant