service NISSAN PULSAR 1987 Owner's Guide
[x] Cancel search | Manufacturer: NISSAN, Model Year: 1987, Model line: PULSAR, Model: NISSAN PULSAR 1987Pages: 238, PDF Size: 28.91 MB
Page 117 of 238
117
EMISSION CONTROL
INTRODUCTION
To reduce the output level of the three primary
automotive emissions, carbon monoxide (CO), hydro-
carbons (HC) and oxides of nitrogen (NOx), and thus
comply with legislation on the maintenance of clean
air, several different emissi on control systems are used
in the Pulsar range of vehicles covered by this manual.
The systems will be discussed under the headings
( 1 ) Crankcase Ventilation System, (2) Evaporative
Control System, (3) Air Preheat System — 1.6 Liter
Engine and (4) Exhaust Control System.
1. CRANKCASE VENTILATION SYSTEM
DESCRIPTION
The crankcase ventilation system is of the closed
type and is designed to prevent crankcase vapors
being emitted into the atmosphere. Crankcase
vapors are caused by gases escaping past the piston
rings into the crankcase during the combustion pro-
cess.
The crankcase vapors are collected in the cam-
shaft housing from the cra nkcase via the various oil
drain passages and the pipe from the side of the
crankcase.
The crankcase vapors are then drawn into the
engine via a branched hose connected to the camshaft
housing oil baffle and the throttle body (1.8 liter
engines) or inlet manifold (1.6 liter engines).
At idle speed, vapors are drawn through the
small branch of the hose and into the engine.
As the engine speed increases, vapors are also
drawn into the engine via the main hose.
TO SERVICE THE SYSTEM
(1) At intervals of 40 000 km, disconnect the
small engine ventilation hose from the throttle body
or inlet manifold and check that the metering orifice
is not blocked.
If necessary, clean the orifice using compressed air
and solvent.
(2) Disconnect all the engine ventilation hoses
and check for blocking, collapsing and deterioration.
Renew the hoses as necessary.
2. EVAPORATIVE CONTROL SYSTEM
Special Equipment Required:
To Test Purge Valve — Hand vacuum pump
DESCRIPTION
The evaporative control system reduces the
amount of hydrocarbons emitted to the atmosphere
through fuel evaporation.
The vehicles covered by this manual use an
absorption regeneration system to reduce vapor loss.
The system utilizes a canister of activated charcoal to
trap and hold the fuel vapors until they can be fed
into the induction system for burning in the combus-
tion chambers.
The basic components of the evaporative control
system are a fuel tank with a sealed filler cap, a
charcoal canister with a pur ge control valve, a fuel
check valve and pipes a nd hoses to connect the
various components.
NOTE: The fuel tank filler cap is not vented
to the atmosphere but is equipped with a one
way relief valve to prevent a vacuum form-
ing in the fuel tank.
View of the engine ventilation hoses and pipe. 1.8 liter
engine.
Page 118 of 238
118 Emission Control
Installed view of the charcoal canister.
When the engine is at rest, fuel vapor through
evaporation gradually fills the air space in the fuel
tank. The sealed filler cap pr events the escape of this
vapor and pressure builds up within the system,
forcing the vapor to flow into the charcoal canister
which is located in the engine compartment beneath
the windscreen wiper motor.
The fuel check valve prevents liquid fuel entering
the charcoal canister when the fuel tank is full or the
vehicle is parked on a steep incline. When the engine
is running, the vapor is drawn via a hose from the
charcoal canister to the throttle body and burnt in the
combustion chambers.
TO RENEW CHARCOAL CANISTER
(1) Suitably mark and disconnect the hoses from
the canister. (2) Release the retaining spring and remove the
canister from the engine compartment. Installation is a reversal of the removal procedure.
TO RENEW FUEL CHECK VALVE
(1) Disconnect the negative battery terminal.
(2) Raise the rear of the vehicle and support it
on chassis stands. Remove the left hand rear wheel. (3) Drain the fuel from the fuel tank using a
hand pump or a suitable siphon. Do not siphon fuel
using the mouth.
(4) Remove the hoses from the check valve.
(5) Squeeze the retaining clip and remove the
check valve from the mounting bracket. Installation is a reversal of the removal procedure.
TO SERVICE THE SYSTEM
(1) Inspect the vacuum lines and connectors for
signs of leakage, cracks and deterioration and renew
as necessary. (2) Remove the fuel tank cap and check that a
slight resistance is felt, when vacuum is applied to the
one-way relief valve in the centre of the cap. Renew the fuel tank cap if no resistance is felt or
if the valve is blocked.
(3) Inspect the fuel tank cap seal for deteriora-
tion. Renew as necessary.
Installed view of the fuel check valve as seen with the
left hand rear wheel removed.
Check the fuel filler cap seal for damage.
23Q/LDZ GAUGE
Line drawing showing a hand vacuum pump.
Page 128 of 238
128 Manual Transaxle and Drive Shafts
TRANSAXLE NOISE (FORWARD GEARS
ENGAGED, VEHICLE MOVING)
(1) Insufficient lubricant: Fill the transaxle with
the correct grade and quantity of oil. (2) Worn input shaft or mainshaft bearings:
Overhaul the transaxle and renew the faulty bearings. (3) Chipped or pitted gears: Check and overhaul
the transaxle and renew the faulty gears. (4) Damaged or worn sync hroniser assemblies:
Overhaul the transaxle and renew the synchroniser
assemblies.
FINAL DRIVE GEAR NOISE
(1) Insufficient lubricant: Fill the transaxle case
with the correct grade and quantity of oil. (2) Chipped or pitted final drive gear and/or ring
gear: Overhaul the transaxle and renew components as
necessary. (3) Worn differential carrier bearings: Overhaul
the differential assembly.
(4) Worn mainshaft or input shaft bearings:
Overhaul the transaxle.
NOTE: Check the oil level in the transaxle
case and the condition of the front hub
bearings and drive shaft joints prior to
overhauling the transaxle.
EXCESSIVE BACKLASH IN FINAL DRIVE
(1) Excessive end float in the differential carrier
bearings due to worn or incorrect bearing preload
adjustment: Check and adjust the bearing preload or
renew the bearings.
(2) Ring gear to differential case bolts loose:
Overhaul the transaxle and tighten the bolts to the
specified torque.
(3) Excessive wear in the final drive gear: Check
and overhaul the transaxle. (4) Excessive wear in the differential pinions,
side gears or pinion shaft: Overhaul the differential
assembly.
NOTE: Prior to overhauling the differential,
check the serviceability of the C.V joints on
the drive shafts.
NO DRIVE IN ANY GEAR
(1) Sheared ring gear to differential case bolts:
Overhaul the differential assembly.
(2) Broken drive shaft: Check and renew com-
ponents as necessary.
(3) Inner C.V. joint shaft out of mesh with
differential side gear: Weak or broken inner C.V. joint
shaft snap ring. Renew as necessary.
NOISE OR VIBRATION IN DRIVE SHAFTS
( 1 ) Bent or twisted drive shafts: Check and
renew the drive shafts as necessary.
Check the drive shaft rubber boots for deterioration.
(2) Worn or damaged inner or outer C.V. joint:
Check and renew components as necessary. (3) Lack of lubricant due to damaged C.V. joint
boots: Check the C.V. joints for wear, repack the C. V.
joints and renew th e C.V. joint boot.
(4) Loose drive shaft hub nut: Tighten the hub
nut to Specifications. (5) Worn splines on the drive shaft or C.V. joint
inner race. Check and renew the faulty components or
drive shaft as an assembly.
NOTE: Noise or vibration in the front end
can also be caused by excessive tire or wheel
unbalance.
2. DESCRIPTION
The five speed transaxle installed in the Pulsar
range of vehicles covered by this manual has synchro-
mesh on all the forward gears.
The reverse gear is a spur idler gear which is
selected by sliding the idler gear into mesh with the
input shaft and the mainshaft.
The transaxle and differential assemblies are ac-
commodated in the same housing and the one oil level
check covers both assemblies.
Gear selection is by mean s of selector forks and a
striking rod which is operated by a floor mounted gear
lever assembly. A mechanism inside the transaxle
prevents the selection of re verse gear from fifth gear
until the gear lever is moved sideways in neutral. The
differential and final dr ive assembly runs on two
tapered roller bearings. Pr eload on these bearings is
adjusted by shims installed behind the bearing cups.
The assembly is driven by the mainshaft pinion
engaging the ring gear on the differential case.
The drive shafts are engaged with the differential
side gears at the inner end and the front wheel hubs at
the outer end.
The drive shafts and each C.V. joint can be
Page 129 of 238
Manual Transaxle and Drive Shafts 129
renewed as individual units. The C.V. joints are
lubricated in manufacture and need no attention in
service unless one of the r ubber boots is damaged. In
this case the joint can be cl eaned and repacked with
the recommended grease and a new boot installed.
From July 1989, Pulsar Q and Vector SSS manual
transaxle models are equipped with a limited slip
differential incorporating a viscous coupling. The
coupling is not repairable and must be renewed as an
assembly if unserviceable. A test procedure for the
viscous coupling is included in the text in this section.
3. TRANSAXLE ASSEMBLY
Special Equipment Required:
To Dismantle and Assemble — Puller set, press
and press plates, dial gauge
To Measure Mainshaft Turning Torque —
Suitable slotted adaptor and torque gauge
TO REMOVE AND INSTAL
(1) Raise the front of the vehicle and support it
on chassis stands.
(2) Remove the battery as described in the
Electrical System section. (3) Remove the drive shafts as described later in
this section. (4) Disconnect and remove the starter motor as
described in the Elect rical System section.
Front view of the transaxle removed from the vehicle.
(5) Support the rear of the engine using a jack
with a piece of timber between the jack head and the
engine sump.
(6) Remove the bolts retaining the clutch hous-
ing to the engine. (7) Disconnect the vehicle speed sensor wiring,
the reverse lamp wiring, the gear lever control rod and
the gear lever support rod from the transaxle. (8) Remove the transaxle mounting through bolt
and remove the bolts retaining the mounting bracket
to the transaxle.
(9) With the left hand front wheel removed,
remove the left hand inner mudguard panel. (10) Maneuver the transaxle away from the
engine. Lower and withdraw the transaxle from under
the vehicle.
NOTE: Do not allow the transaxle to hang
on the clutch driven plate during removal.
Support the transaxle on a trolley jack if
necessary.
Installation is a reversal of the removal procedure
with attention to the following points:
(1) Lubricate the input shaft splines sparingly
with lithium base molybdenum disulphide grease. (2) Support the transaxle during installation. Do
not allow the transaxle to hang on the clutch driven
plate. (3) Tighten all bolts to the specified torque.
(4) Fill the transaxle with the specified quantity
and grade of oil. (5) Road test the vehicle and check for correct
transaxle operation. Also ch eck for transaxle oil leaks
and rectify as necessary.
TO DISMANTLE
(1) Remove the clutch release components from Rear view of the transaxle removed from the vehicle.
Page 132 of 238
132 Manual Transaxle and Drive Shafts
Check the mainshaft for pitting.
(6) Inspect the striking rod, lever and interlock
for wear and damage paying particular attention to
the detent grooves in the end of the striking rod.
Renew parts as necessary. (7) Inspect the shift check and reverse check
balls and springs for wear, cracks and loss of tension
in the springs. Renew parts as necessary.
Check clearance A between the synchro ring and the
gear synchro teeth and compare with Specifications.
(8) Inspect the reverse and fifth gear check
assembly for wear, damage and loss of spring tension.
Renew the assembly as necessary. (9) Inspect all the bearings for pitting, wear and
damage. Renew the bearings as necessary.
NOTE: If the transaxle has seen consider-
able service, it is advisable to renew all the
bearings, oil seals, O rings and snap rings
during the overhaul.
(10) Inspect the various synchro components for
wear and damage paying par ticular attention to the
shift plates and springs and the internal teeth of the
synchro sleeves. Renew parts as necessary. (11) Compare the various gear end floats mea- sured during dismantling with the Specifications and
if the end floats are excessive, check the contact
surfaces of the ge
ars, shaft and synchro hubs. Renew
worn parts as necessary.
TO ASSEMBLE
(1) Lubricate all the components with the spec-
ified gear oil prior to assembly. (2) Install new input shaft and striking rod
oil
seals to the clutch housing in the direction noted on
removal. Lubricate the oil seal lips with multipurpose
grease prior to installation. (3) Assemble the components of the fifth gear
synchro assembly aligning the marks made on dis-
mantling. Ensure that the ends of the shift plate
springs are not aligned.
(4) Install the split bearing to the rear of the
input shaft and install the fifth gear.
(5) Install the fifth gear sy nchro assembly and the
shift retainer to the rear of the input shaft. Ensure that
the slots in the synchro ring are aligned with the shift
plates.
Check the friction surfaces of the input shaft for pitting. Dismantled view of the fifth gear synchro assembly.
Illustration showing the correct positioning of the shift plates and springs.
Page 135 of 238
Manual Transaxle and Drive Shafts 135
possible to move the striking rod from fifth gear to
reverse without first moving sideways in the neutral
gate.
4. DIFFERENTIAL AND FINAL DRIVE ASSEMBLY
Special Equipment Required:
To Measure Differential Turning Torque —
Suitable slotted adaptor and torque gauge
TO CHECK VISCOUS COUPLING
From July 1989, Manual transaxle Pulsar Q and
Vector SSS models are equipped with a limited slip
differential incorporating a viscous coupling.
(1) Raise the front of the vehicle and support it
on chassis stands. (2) Rotate one front wheel and check the rota-
tional direction of the opposite wheel. (3) If both front wheels rotate in the same
direction, the viscous coupling is functioning nor-
mally. (4) If the front wheels rota te in opposite direc-
tions, the viscous coupling is unserviceable and must
be renewed as an assembly.
TO DISMANTLE AND ASSEMBLE
It is necessary to remove and dismantle the
transaxle assembly to gain access to the differential
and final drive assembly.
Refer to the Transaxle Assembly heading for the
removal of the transaxle from the vehicle. Operations
1-9 of the dismantling procedure under the same
heading describe the removal of the differential and
final drive assembly from the transaxle.
(1) If necessary, cut and remove the speedome-
ter drive gear from the differential case. (2) Using a suitable puller, remove the differen-
tial carrier bearing cone and roller assemblies from the
differential case and remove the speedometer drive
gear stopper.
(3) Remove the ring gear retaining bolts and
separate the ring gear from the differential case using
a soft faced hammer.
(4) Using a pin punch, remove the retaining pin
from the differential pinion shaft.
(5) Remove the pinion shaft from the differen-
tial case. (6) Remove the pinion gears and thrust washers
from the differential case. (7) Remove the side gears and spacers from the
differential case.
NOTE: If applicable, the viscous coupling is
integral with the left hand side gear.
(8) Wash all the differential components with
cleaning solvent. (9) Check the gears, spacer s, thrust washers,
pinion shaft and differential case for wear, pitting and
damage. Renew parts as necessary.
(10) Install the side gears and spacers to
the
differential case.
(11) Install the pinion gear s and thrust washers
to
the differential case.
(12) Install the pinion shaft to the differential case
aligning the retaining pin hole. (13) Install the retaining pin to the pinion shaft
until the end of the pin is level with the differential
case. (14) With a dial gauge contacting the end of the
side gear, lift the side gear evenly and measure the
clearance between the side gear and the differential
case. The clearance should be 0.1-0.2 mm.
NOTE: Do not tilt the side gear or the dial
gauge reading will be incorrect.
(15) If necessary, adjust the side gear clearance
using selective fit spacers.
NOTE: Spacers are available from 0.15 mm
to 1.00 mm in increments of 0.05 mm.
(16) Measure and if necessary, adjust the other
side gear clearance. (17) On models equipped with a viscous cou-
pling, adjust the side gear clearance as follows:
(a) Temporarily secure the differential case with
two bolts. (b) Position the differential case so that the right
hand side gear is uppermost. (c) Insert a 0.03 mm feeler gauge between the
View of the differential ass embly removed from the
transaxle.
Page 137 of 238
Manual Transaxle and Drive Shafts 137
Dismantled view of the gear lever assembly.
(7) Remove the bushes, spacer and O rings from
the bottom of the gear lever.
(8) Remove the nuts retaining the floor bracket
to the vehicle floor panel and remove the bracket from
the vehicle. (9) If necessary, disconnect the control rod and
the support rod from the transaxle and remove the
rods from the vehicle. (10) Check all the components for deterioration,
wear and damage. Renew the unserviceable compo-
nents as necessary. Assembly is a reversal of the dismantling proce-
dure with attention to the following points:
(1) Install all the components to the locations
noted during dismantling.
(2) Lubricate all the pivot points with multipur-
pose grease prior to assembly. (3) Tighten all the nuts securely.
(4) Road test the vehicle and check for correct
gear selection.
6. DRIVE SHAFTS
TO REMOVE AND INSTAL
(1) Remove the dust cap from the centre of the
front hub. Remove the split pin and nut retainer from
the outer end of the drive shaft. (2) With an assistant applying the brakes, loosen
the nut on the outer end of the drive shaft.
(3) Raise the front of the vehicle and support it
on chassis stands. If necessary, refer to the Wheels and
Tires section for the correct jacking points.
Assembled view of the left hand side drive shaft
assembly.
(4) Remove the split pin and castellated nut
retaining the tie rod to the steering knuckle. (5) Disconnect the tie rod end from the steering
knuckle using a suitable puller or alternatively place a
hammer or dolly on one side of the steering knuckle
and strike the opposite side with a hammer.
(6) Remove the split pin and castellated nut
retaining the suspension ball joint to the bottom of the
steering knuckle. (7) Disconnect the suspension ball joint from
the steering knuckle using a suitable puller or alterna-
tively place a hammer or dolly on one side of the
steering knuckle and strike the opposite side with a
hammer. (8) Remove the retaining bolts and remove the
brake caliper from the stee ring knuckle. Refer to the
Assembled view of the right hand side drive shaft
assembly.
Page 147 of 238
147
PART 2. MANUAL STEERING
SPECIFICATIONS
Steering gear type ............................ Rack and pinion
Steering column type ...................... Energy absorbing
collapsible and tilt adjustable
Steering wheel free play
(maximum ) ...................................................... 35 mm
Linkage........................... Direct from rack ends to t i e
rods and steering knuckles
Turns lock to lock ................................................. 3.6
Steering column length .................. 534.7-537.3 mm
Steering gear lubricant.............. Castrol EPL 1 grease
TORQUE WRENCH SETTINGS
Steering wheel retaining nut ............................ 39 Nm
Steering gear to bulkhead
mounting bolts .............................................. 108 Nm
Tie rod to steering knuckle nut...................... 98 Nm
Tie rod to tie rod end locknut ....................... 98 Nm
Tie rod ball housing to rack............................ 88 Nm
Steering column to mounting
bracket bolt ...................................................... 14 Nm
Steering column universal
coupling joint pinch bolts ............................... 29 Nm
2. STEERING WHEEL
Special Equipment Required:
To Remove Steering Wheel - Steering wheel
puller
TO REMOVE AND INSTAL
(1) Disconnect the negative battery terminal.
(2) Using a small screwdriver, carefully prise the
centre ornament from the steering wheel.
View of the steering wheel removed from the vehicle.
Steering wheels may vary between models.
1. DESCRIPTION
The steering gear is a rack and p i n i o n type
which is mounted on the lower section of the engine
compartment bulkhead by rubber mountings and
brackets.
The design of this assembly requires a range of
special tools to dismantle and assemble the steering
gear. If the steering gear is found to have a fault which
requires overhaul of the rack and pinion, it is recom-
mended that this be performed by an authorized work-
shop or steering specialist.
However, the procedures for the removal and
installation of the steering gear and the renewal of the
tie rods, the tie rod ends and the rubber boots are fully
covered in this section.
The rack and pinion assembly requires no lubri-
cation during service.
The steering column is of the energy absorbing
type designed to compress in the event of a severe
front end collision. The energy absorbing units are the
outer steering column, the tilt bracket and the steering
shaft. All these units shoul d be handled with extreme
care if service operations are performed on the
steering column assembly.
(3) Remove the steering wh eel retaining nut and
mark the steering shaft and steering wheel hub in
relation to each other as an aid to assembly.
(4) Remove the steering wheel from the steering
shaft.
NOTE: If the steering wheel will not sepa-
rate from the steering shaft, loosen the horn
pad retaining screws at the rear of the
steering wheel and withdraw the horn pad
after disconnecting the wire. A puller can
now be used to pull the steering wheel from
the steering shaft. Do not strike the end of
the steering shaft as sharp blows can cause
irreparable damage to the collapsible steer-
ing shaft.
(5) If necessary the steering wheel can be dis-
mantled as shown in the illustration.
Installation is a reversal of the removal procedure
with attention to the following points:
(1) Apply a light coat of multipurpose grease to
the horn slip ring and the turn signal canceling pins.
(2) Ensure that the marks on the steering wheel
and steering shaf t are aligned.
(3) Tighten the steering wheel retaining nut to
the specified torque.
Page 152 of 238
152
PART 3. POWER STEERING
SPECIFICATIONS
Steering gear type ................Rack and pinion with
integral power cylinder
Steering column type .................... Energy absorbing
collapsible and lilt adjustable
Steering wheel free play ................................. 35 mm
Number of turns lock to lock:
TRW ...............................................................2.82
PR24SA ........................................................... 2.7
Linkage.....................................Direct from rack ends
to ti e rods and steering knuckles
Power steering pump
maximum pr essure.................................... 6 865 kPa
Lubricant ...................................................... Dexron II
TORQUE WRENCH SETTINGS
Steering gear to bulkhead mounting bolts... 108 Nm
Tie rod to steering knuckle nut ...................... 98 Nm
Tie rod to tie rod end locknut....................... 98 Nm
Tie rod ball housing to rack............................ 88 Nm
Power steering pump pulley nut ..................... 68 Nm
1. DESCRIPTION
The vehicles covered by this manual are equipped
with either a TRW power steering system or a
Japanese PR24SA power steering system.
Both types are similar in construction and appear-
ance.
The power steering is a rack and pinion type
which is mounted on the lower section of the engine
compartment bulkhead by rubber mountings and
brackets.
Hydraulic pressure is supplied to the power
steering gear by a pump driven by a drive belt from
the engine.
The power steering pump has a separate fluid
reservoir located on the righ t side of the bulkhead.
No lubrication of the steering gear or steering
pump is required in service and in the event of the
loss of power assistance, the steering will continue to
operate but will require a greatly increased effort.
However, as the steering gear and pump are lubricated
by the power steering fluid, the cause of the loss of
power steering or fluid loss must be determined and
repaired promptly to prevent damage to the steering
pump and to a lesser extent, the steering gear.
The t i e rod ends and rubb er boots can be renewed
without removing the steering gear from the vehicle.
To renew the integral t i e rod and tie rod ball housings,
the steering gear must be removed.
As specialist knowledge and equipment are re-
quired to overhaul the power steering gear and the
hydraulic pump, it is recommended that these op-
erations be carried out by an authorized dealer.
However, procedures for the removal and installa-
tion of the steering gear and pump are fully de-
scribed in this section.
The steering column is of the energy absorbing
type and is designed to collapse in the event of a
severe front end collision. The energy absorbing com-
ponents are the column tu bes, steering shaft and tilt
bracket breakaway capsules. All these components
should be handled with extr eme care if service opera-
tions are to be carried out on the steering column
assembly.
2. IN CAR ADJUSTMENTS, CHECKS AND
MINOR REPAIRS
If the power steering system becomes partially or
fully inoperative it is most important that the follow-
ing preliminary inspection and testing procedure be
performed prior to undertaking any trouble shooting
or repair operations.
PUMP DRIVE BELT
Inspect the pump drive belt for breakage, glazing
or wear. If any of these characteristics are evident,
renew the belt using only a genuine replacement.
If the belt is loose but still serviceable, adjust it
using the procedure outlined in the Engine Tune-up
section.
NOTE: In most cases a loose drive belt can
be heard squealing when a load is placed on
the pump as the steering wheel is turned or
as the engine speed is increased.
Checking the power steering pump drive belt for
deterioration.
Page 157 of 238
Front Suspension 157
Check the stabilizer bar links for wear and damage.
(3) Incorrect front end alignment: Check and
adjust the alignment as necessary. (4) Defective stabilizer bar mounting rubbers or
worn link ball joints: Renew component as necessary. (5) Weak or broken front coil spring: Renew
both springs as a matching pair. (6) Broken or weak rear coil spring: Renew both
springs as matching pair. (7) Drive shaft bent or distorted: Check and
renew as necessary. (8) Tie rod end worn or damaged: Check and
renew as necessary.
(9) Control arm ball joint worn or damaged:
Check and renew as necessary.
(10) Control arm mounting bolts loose: Tighten
the control arm bolts. (11) Wheel hub bearing worn: Check and renew
as necessary. NOTE: As a quick guide to suspension unit
condition, bounce the front of the vehicle up
and down (one side at a time), the vehicle
should come to rest in a single movement. If
it bounces two or three times before stop-
ping, the suspension unit should be renewed.
If the from of the vehicle is tower on one
side than the other, remove the coil spring
and check its free length against a new
spring. If the spring is found to be unservice-
able it is good practice to install two new
springs as a matching pair. This also applies
to the springs on the rear of the vehicle.
2. DESCRIPTION
The front suspension is an independent type
comprising two Macpherson strut suspension units
mounted vertically on each side of the vehicle. The
lower end of the suspension unit is bolted to the
steering knuckle, which in turn houses the front hub
bearings. The steering knuckle pivots on the control
arm by means of a ball joint.
The control arm pivots at its inner ends on rubber
bushes.
A stabilizer bar is attached to both ends of the
control arms using ball joint links. The stabilizer bar
is attached to the front underbody by brackets and
mounting rubbers.
Each front suspension unit assembly comprises a
tubular shock absorber type suspension unit, sur-
rounded at the upper end by a coil spring. On top of
the coil spring is the upper mounting which attaches
to the underside of the inner mudguard panel. The
piston rod of the suspensi on unit is attached to the
centre of the upper mounting by a rubber mounted
bearing.
When a suspension unit is found to be defective it
is recommended that both suspension units be re-
newed as a pair.
Camber is adjusted by means of a cam on the
upper steering knuckle to suspension unit mounting
bolt.
The kingpin inclination and caster are set in
production and cannot be adjusted. Any variation in
these angles will be caused by worn or damaged
components.
3. STEERING KNUCKLE
Special Equipment Required:
To Renew Wheel Bearing — Press and press plates
and suitable tubes and mandrels
To Check Hub End Float — Dial gauge
TO REMOVE AND INSTAL
(1) Raise the front of the vehicle and support it
on chassis stands. Remove the front wheel.
Checking the control arm bolts for security.