oil level SKODA 105S 1980 Workshop Manual

Worrring
lights:
5 -
left-hond direction indicotors, green
6 -
oil pressure,
red
7 -
right-hond direction indicotors, green
8 -
broke system, red
9 -
chorging, red
10 -
fuel reserve, omber
11 -
high beom, blue
The thermometer indicotes the temperoture
of the coolont with the ignition switched on.
The optimum operoting temperoture ronge is
from 75 to 105oC. In
SfOon 105 S, this
ronge
is identified by
the green
zone of the scole.
The fuel gouge
indicotes the level
of the fuel
with the ignition switched on. The scole is
provided with divisions 0 -
r/2
-
1, i. e., empty,
holf full,
ond full
tonk.
The driver is worned by the red worning light
when thene ore less thon 5litres of fuel in the
fuel tonk.
The tochometer indicotes the speed (revol-
utions) of the engine. The
speed should
never
rise to the red zone. When chonging the geors,
on increose of speed within the ronge
of the
yellow zone is permissible.
The porking
lights come on when the switch
is thrown to the first
right-hond position.
The
Fig. 1.3/6 Switches -
port I
1 -
Porking light switch ond feeder of heodlomp
dipswitch
2 -
Horn switch, direction indicotor switch,
ond dipswitch
3 -
Switch of ouxiliory (extro)
heodlomps
4 -
Door switch 12
-
unoccupied, green -
fog lomp worning light
included in speciol
extros
13 -
unoccupied, green -
low-beom worning light
included in speciol
extros
14 -
unoccupied, red
switch switches on the heodlomps, toil lights,
ond the licence plote
light.
The heodlights, i. e. driving (high
beom) ond
dipped (low
beom), ore switched on by throw-
ing the switch to the second
right-hond pos-
ition. The switch switches on oll porking
lights
ond the heodlights
in occordonce with the pos-
ition of the switch stem-type lever: centre
position -
dipped lights,
towords the instrument
ponel -
driving lights. When the
driving lights
ore on, the blue worning light glows.
The ouxiliory heodlomps
come on ofter pull.
ing the switch knob, but only while moin
heod-
lomps ore on.
heodlomp flasher storts floshing
when
the switch lever
toword the steering
ring.
horn is sounded by depressing
the lever
the steering wheel shoft.
Fig.1.317 Switches -
port ll ond oshtroy
1 -
Switchbox ond steering lock
2 -
Switch of windscreen wipers ond
wosher
3 -
Heoter switch
4 -
Switch for on odditionol device -
not
stondord fitted
5 -
Disobility worrning light
switch -
not on
SKoDA 105 s
6 -
Heoter control
7 -
Ashtroy
The
pulling
wheel
The
toword
i
I
L 12

Nominol
diometer
mm Gudgeon
pin
diometer mIn Pin
bore
in piston
nl
n] Connecting
rod
smoll-end bore
(br-rsh diometer)
mm
20
20.0s 20
-
0.003
20.0s --
0.003 -
0.004
zu - o.o1o
,o 05, 3 3?3 2a
13 33?
,o os
13
33?
Toble
ofMotching GudgeonPins
to Pistons ond
Smoll'end Bushes The
cler
should be
cleoronce
the rings
2.11 COn
The con
o brorrze
b
beoring sh
in the big
Before r
for compli<
weight, ol
ond motch
shoft.
For its
<
ter 2.12.
To Check
Connecti
weight gror
foctory, ligl
yellow poi
Should the
during stor
been fitted
determ ined
remove o c
smoll ond t
the smoll
r
in the
engi
(+2 gr.).
When re
odjust its w
connecting
DK 63:
Fig
'l - boloncing
2 -
numericol
GUDGEON
PIN
Tlre gr-rdgeon pin
is cr slight interference f it in
the piston-
lts cleoronce in the
connecting rod
smoll-end bush is:;pecified in
the Chopter
"Connecting Rocl ".
The steel gudgeon pin
is lrollow ond hos
c rronrinol cl iometer of 20 ntnr,
replocement pitts
l.rovirrg; o nominol dionreter of
20.05 mnr. When
f itting on oversize gudgeon
pin with 20.05 mm
nomincl diometer, the bore
toking the pin must
be reomed to dimerrsions
specif ied irr the re-
spective l-oble.
PISTON RINGS
To ensure their correct function, they must
be f itted in the correct position, they
must hove
no or onlv c minimum cleoronce clong
their
r:ircumference, o smqll
cleoronce in
the gops'
ond tlrey mLrst rrove freely in the piston
grooves.
DK 1436
Fig.2.1Ol3 .-
Seqerence ond
[Jlethod ot Fitlingl
Piston Rings
( Mork Positioning).
Fronr top to bottom: chromium-ploted compres-
sior.r rinq, bevelied compression ring,
spring
locrded exponding oil control ring
Fit the {irst ring in cny orbitrory position
(its cylindricol chromium-ploted peripherol
port
is chomfered on either side,
focilitoting identi-
f icotion), the second, bevelled ring with
the
lettering 'TOP"
or onother mork
on top, ond
llre oil lontrol ring with its
outer shorp
edge g>ointirig
dowtrword. lf
tl-rere is
ony doubt os
to
the coriect selection of
the rings, check them
for proper seoling in
the cyli.nder.before os-
rurbty. ltrsert tlre ring into
the cylinder ond
level it by pLrshing
home the piston heod' In
the cose of
o used cylinder, insert
the ring
obout 20 ntin
below the
top edge of the cylinder
lirrer, i. e.
o plcce rvhere the
cylinder. liner
is
olreodv worn, while checking for
the right
clecronce in the piston
groove ond for the
correct gcrp in the
cYlinder bore.
For ri"ngs
thot hove not
been run-in,
the
fol'
lowirrg circumferentiol gop or
contoct cleoronce
with rlgord to
the cvlinder liner
is permissible:
none foi the chromir-rm-ploted compression
ring,
two in c totol ronge
of on ongle of
35 degr' for
the bevellecl compression ring
ond the oil
control ring. Lcrger
contcct cleoronces olong
the circumTerence denote
either on
incorrect
selection of
the ring, for exomple the
ring
does
not correspond to
the cylinder bore, or
on
excessive weor
of the cylinder liner.
Check the ring gop cleorcnce using
feeler
goLrges- For new
compressiol
lngs, this
gop
.leo"ronc" should
be
0.25 to 0.40 ntm, for
new
oil corrtrol rings
0.20 to 0.35 nrnr. The
nloxinrtlttt
oernrissible cleoronce
of
worn rings is 1mm'
48
105 r20
'.;iA
'!.t l
\Lt { .,
x),:=
s!-9
f:ig.2.1A14 -
Checkinq Pi.;ton Ring
Gop

d)
e) f) choke
plunger
sticking in its
bottom
position storting worm engine
too high fuel level in floot chomber
incorrectly odiusted
idle run unstick
the plunger
or reploce it with
o new one
odjust the
floot
odiust idle
run correctlY
2.2O FUEL PUMP
Technicol DescriPtion
The model JIKOV MF 3407 fuel pump
is of
the diophrogm ond
lever type, controlled by the
round disc of the comshoft. The suction
motion
of the diophrogm is octuoted by the
lever, the
dischorge motion by the spring of
the dio-
phrogm. Fuel flows through o stroiner, o mud
trop, ond the suction volve to the delivery
volve. A priming lever is provided
for hond
priming of the fuel. The moving mechonism
is
lubricoted with oil
sploshed from the cylinder
block. Stroke of the driving disk 4
mm
Suction heod 1.5
mm
Deliveryheod. 2mm
Pump dischorge ot 2,000 strokes
per minute ond free outflowwithout
counter-pressure 30
ltrs/hr.
Mointenonce, Repoirs, Disossembly
ond Reossembly
For routine
mointenonce (cleoning
of the
mud-trop screen) see Chopter 15.3. After hoving
operoted the hond-priming lever lift it
till it
engoges sofely in its locked position.
ln the cose of o defect, inspect the diophrogm
ond check the volves for leokoge. After hoving
removed the pump
from the engine, remove the
mud trop, seporote the upper port
from the
lower port,
ond remove two screws, holding
down the thrust plote,
to lift owoy the volves.
Swill oll ports
in petrol
ond blow off with com'
pressed oir. Reploce domoged ports
with new
ones. lf necessory, remove the diophrogm from the
octuoting lever in
the lower port
of the fuel
pump (its
monufocturer recommends the dio-
phrogm to be reploced ofter obout 50,000 kilo-
rnetres with o new
one). Do not stretch the
spring of the diophrogm ond do not olter its
compression force chorocteristic in ony woy.
Do not forget to put
fibre pocking rings
underthe
volves
when reossembling the
fuel
PumP.
Put o spocer ring under the suction volve (close
to the mud trop). Fig.2.2Ol1 shows
the pos-
itions of volves ond the holding-down thrust
plote. Put the spring
of the diophrogm into
the
lower port
oi the pump
ond engoge the pin
ot
the diophrogm with the octuoting lever. Oper-
ote the hond lever
to compress the dioPhrogm
oncl hold it in position by inserting o
rod of 4.5
to 5 mm diorneter (for
exomple the
shonk of
o drill, etc.) between the octuoting lever
ond
the woll of the pump
lower
Port.
Now bolt both pump
ports
together so thot
the mud trop is on the
right-hond side when
viewing the pump from obove
ond the fostening
flonge from the front. Use spring
woshers
under the clomping bolts.
Fig.2.2011 -
Section Through
Fuel Pump
lf it is necessory to verify
the dischorge of
the pump
by o test, note the following require'
mentswhich the pump
must meet otl80strokes
per minute:
o) 15 ltrs/hr. ot f ree outf low without
fuel
counterpressure
b) minimum pressure
of 0.018 MPo (1.8
m of
woter column) ot
o zero off'toke of fuel
c) o dry pump
must drow fuel from o
depth of
1.5 m in 16 seconds.
Fuel Pump Defects ond Their Removol
1. Foulty fuel
supply
o) clogged mud trop
b) domoged diophrogm
2. Fuel pump
does not hold fuel
o) dirty or defective volves cleon it
reploce it
with o new one
wosh them in petrol,
reploce defective
volves with new ones
66

Proceed
in the some woy with the
3rd- ond
4th-speed geors.
lf the morked position
of the neutrol is not
midwoy between the side morks (check
visu-
olly), remove the pinion,
mork the positions
of
the striking forks on
their rods (preferobly
on
either side), slocken the forks ond 'rnove
them
toword the required centre by
the distonce of
the deviotion of the neutrol morking. Then lock
the striking forks in position
with screws.
For the striking fork tightening torgue see
Chopter 1.8. 13. Adiust the reverse geor position
so thot
there is o gop
of obout 2
mm between its teeth
ond the odioining teeth, ond swing the striking
fork of the first ond second speed
to moke sure
thot it connot foul
the teeth.
14. Reinstoll the pinion
with its respective
woshers ond lock it in position.
Shift the strik-
ing fork rods to moke sure thot, for exomple,
o movement opposite to the required one of the
striking forks did not toke ploce,
i. e. thot the
neutrol is midwoy betvr'een the engogement
positions of the synchronizing clutches. Correct
ony error ond remove
ogoin the pinion.
Fitting Drive Geors ond Clutch Shqft
15. lnstoll the ossembled drive shoft into the
housing ond slip the splined bush on it.
Top home the seol ring with its seoling lip
pointing outwords into the guide
of the clutch
thrrowout sleeve, ond smeor it with oil. Then
threod the clutch shoft through the ring to
instoll it into the splined bush ond put
it into
the housing together with the guide provided
with o cooting of seoling compound on its cyl-
indricol bedding surfoce. Secure both the shoft
ond the sleeve with circlips.
lnstoll the sleeve guide
with its droin hole
level with the porting plone
of the housing ond
focing the pinion.
For the speciol seoling compound see the
note in Chopter 10.1.
16. Put the pinion
with geors
into the housing
ond oil oll synchronizing rings. Fit the MP 5-104
iig for
setting the crown wheel bocklosh into
the bore of the differentiol beoning ond the
fitted cover, fit the ossembled differentiol in it,
ond close the housing with the other housing
holf ofter hoving cooted the seoling surfoces
with o seoling compound.
Fit o rubber ring in the recess of the boss
beside the stud
bolt ond put
o spring wosher
under the nut. Tighten the remoining nuts
without ony woshers (the
stress of the bolts
ofter the tightening of the nuts provides
for'
their suff icient securing). Tighten the nuts
moderotely for the time being.
For the speciol seoling
compound refer to the
note in Chooter 10.'1. 17.
Proceeding through
the bore of the differ-
entiol beoring in the upper holf of the housing,
fit another
iig, the MP
5-104,
on to the differen-
tiol with flonges clomped so os to fit
into the
topered roller beoring cover, locote the cover
pocking, ond fosten
the cover by meons
of three
nuts. lf the clomping or drowing close of the
flonges of this jig
proves inodequote, it is
necessory to drow close the flonges olso of
the
first, previously
inserted
iig.
18. Drive the guide
of the clutch throwout
sleeve into the housing using the MP 3-103 drift,
top home the drive shoft, ond insert
two od-
iusting woshers under the collor of the
pinion
shoft boll beoring on both holves of the housing
ofter hoving determined their thickness by
meosuring. Using o wire needle
inserted into
the holes of
the tobs of the woshers orronge the woshers so
thot they do not overlop the porting plone
of
the housing,
then instoll the cover ond spring
woshers, ond tighten the nuts (seeChopter
1.8).
19. Fosten the housing by tightening the nuts
(see Chopter 1.8) ond lock in position
the guide
of the clutch throwout sleeve with the respect-
ive clip using the spring wosher under the
clip
nuts.
4.3 ASSEMBLING
FINAL DRIVE
Ref itting Differentiol 20. Turn the housing into the horizontol pos-
ition. Rotote the ends of the knurled hondles
of the inserted iigs MP 5-104
to move the re-
instolled differentiol (see previous porogrophs
16 ond 17) until the crown wheel withdrows
Fig. 4.311- Adiusting
1 -
MP 5-104 iig,
3 -
MP 5-106
iig,Bevel
Geor Bocklosh
2 -
MP 5-101
iig,
4 -
Screwdriver from
the
Determir
swivellin
To rotr
iig with
tiol stor
21. Ins
on the b,
rotote th
the diol
ible to th
Retoin
ogoinst 1
cover. Tl'
teeth chc
losh on t
of the ho
wheel sic
fied volut
the hond
fully its c
( preferob
wheel). I
opened f1
respectivr
of the
iigr
Now tl"
iusted on
flonges o'
topered r
This situc
trot i o n.
Fig. a3fi
for tc
1
22. Rem
side (turn
withdrow
dimension hos to be
roller beori
Measuring 23. Unscr
the toperer
locote it o
q,
ry
80

4.3-4.4
F
I
t
F
i
!
I
r
{.3-4.4
6. Remo
b) Crownwl Tools:
Settin
not le
1. Install
one of the
Glave Cylir
that the p
pendicular
2. Lock
between tl"
cover. 3. Using
back and
clearance I
teeth. This gauge, anc
wheel(see legible the
O.18mm bi
4. lnsuffi
wheel is tc
increase tl
from the nc
the equiva
This will p
increase th
Excess c
thickness
Selector Si
To worl
shims to n
(a) Bac
(b) Act
Refitting C Assembly
29. Instc
ond the rel it with nutr
-looded brc
To
(a) O.3i
(b) o.2r
lf
the shims
connot be set up exoctly to the
colculoted thickness, determine o thickness
which would result
in o prelood
due to on
overoll increose of 0.03 to 0.07 mnr of the di-
rnension of the shims.
27. Ploce the topered roller beoring on the
respective bore, bolt the other MP 5-107
iig on
the housing ond rotote
the centre bolt to press
the beoring into the housing os for os it will go.
Remove the iig, fit the shrunk-on
ring on the
stor pinion,
and lock the ring in position
using
o circlip. Lubricote the beoring with oil, f it the
respective shims on the beoring ond the gosket
on the cover, ond bolt down the cover.
Turn over the housing ond press-in
the other
beoring in the some monner (the press-fitting
iig is olreody in
position),
instoll the preporred
shims, ond bolt down the cover with its gosket.
28. Meosure how deep is tlre drive shoft
beoring below the level of tlre housing
surfoce
ond compensote the difference
with shims up
to o moximum protrrrsion
of 0. I mm -F0.05
rnnr.
Fig.4.3/4 -
Press-f itting of Differentiol Toperecl
Rollr:r Beorings
Using MP 5-107 Jig
Shims 0.1 nrm to 0.2 mm thick ore ovoiloble.
Fit the gosket
ond the ossembled cover on the
housing ond fosten it with nuts ond spring
woshers (for the cover refer
to Chopter 4.5).
Swing down the beoring
with the speedo-
meter drive geors
in the cover into engoge-
nrerrt with the pinion
drive geor
ond lock the
beoring in position
by tightening the nut of the
beoring clip.
Adjusting crownwheel Bearing
Alternative Method a) Crown Wheel Bearing Preload.
Tools Dial Test Gauge and Stand
MPs -
1OG lever Setting:
Preload O.Ob -
O.10 mm
1. Before assembling Transmission casing
remove outer crown wheel bearing races. Leave
the bearings on the
differential housing.
2. Assemble transmission. DO NOT carry out
operation 17
above.
3. Fit the outer races into casing pressing
into
place using coned cover. Do not forget to fit
gaskets. On the Selector Shaft side (side
B) of the
casing fit
approximately O.60 mm of shims
between the coned cover and outer races. Ensure
there is
backlash between crownwheel and
pinion, increase the
shim thickness if required.
4. Fit Dial test gauge
so that pointer
rests on
the differential as shown in fig. 4.3/1A.
5. Lift Crownwheel assembly to determine
clearance between bearings (a).
. . lf this exceeds
O.2O mm decrease the clearance to between O.O1
and 0.20 mm by f itting
shims to Non-selector side
of casing. (b)
. . . When the clearance is between
0.01 and0.20 mm take
a reading. Addtothis0.OS
to 0.10 mm. Make a shim pack
to this thickness
and fit to non-selector side (side
A) of transmission
casing. Check some
backlash still exists between
the Crownwheel and pinion.
Example 1st Dial reading 0.3O mm
0.20 mm
Shim fitted
on non-selector side.
2nd Dial reading 0.07mm
Shim pack
required between
0.07 +O.O5 =O.12mm
and0.O7mm *O.1Omm
= 0.17 mm
Shim sizes available.
0.08, O.14, O.2O and O.SOmm
Shim size selected O.14mm. This
will give
O.07mm preload
tension to crownwheel
beari ngs.
The Crownwheel should now
turn freely with
little drag. Fis.
4.3/1A
82

(
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ir
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el
r€
re
5. Ploce
the steering
box with its bottom
boll
beoring resting on the MP 7-102 jig
ond press
the steering screw
with both beorings into the
iig. Extroct the
bottom beoring using
the MP
6-111 king pin
socket remover
ond push
the
steening screw with the top beoring oert of the
steering box. Support the beoring by the Mp
7-102 iig crnd
press
it out.
7.3 REASSEMBLING STEERING BOX
1. Press the dust cup with its seoling
ring
into the steering
box with the pressed-in
bush
ofter hoving thorouchly
cleorred the box. Now
pf oce the box on the MP 7-102
iig oncl
press-in
the bottom boll beorinct
using tlrei pressing
mandrel MP 7-103.
2. Fit the lower beoring
cop seoled
off with
o poper
gcsket
ond seoling compound, slip
lpring woshers
on to the bolts,
ond tighten the
bolts with o torque os per
Chopter t.6. f it the
wosher on the steering screw
with its deflec-
tion focing
the screw threod ond press
the
top beoring on the screw
using the Mp Z-103
pressing mondrel.
3. Then ploce
ogoin the steering box on the
MP7-102 iig ond
press
into it ond into the bot-
tom beoring the steering
screw with the pnessed-
-on top boll beoring,
using ogoin
the Mp7-103
pressing mondrel. For further ossembly, use the
vice ond the dummy brocket.
Fig. 7.311 -
Pressing-in Bottom
Beoring
on MP 7-102
Jig (support
plote)
Using
MP 7-103 Piressinq
Mondrel 4.
Meosure the height of the beoring pro-
truding from the steering box ond odiust it by
fitting shims interspoced with poper goskets
cooted with o seoling
compound.
Fosten down
the cop by tightening the bolts. Check the
steering screw for free rototion
ond the obsence
of ploy.
The beoring should be without o cleor-
once or there hos
to be o prestress
of up to
0.07 mm.
5. Remove the bolts of the cop, slip the rub-
ber seoling ring dipped in oil on to the shoft,
ond fit the dust cup on the cop. lnstoll spring
woshers on the bolts. Should the cup be over-
stroined due to the toleronce
of the recess for
the seoling ring or the ring itself
, instoll
o poper
gosket under it os under tlre ccrp.
6. Locote the steering nut on the screw fol-
lowecl by the rocker shoft with pin, spring,
spring pin, ond the licl gosket
cooted with
o seoling compound, ond fit the lid with bush
in position to close the steering
box. Instoll
spring woshers under the bolts orrd tighten the
bolts with o torque os per
Chopter 1.8. Screw
the set screw into the lid ond rnove
the steer-
ing geor
so thot the drop orrn is swivelled
through obout one holf of its trovel from the one
or the other extreme lock position.
Witlr the
drop ornr in this position,
screw down the set
screw os for os it will go
ond then bock it off
through obout 95 to '120'.
This will provide
for
on odequote cleoronce of the steering geor.
[.ock the set screw in position
with the re-
spective nut.
7. Drive the key on to the rocker shoft cone,
fit the drop orm ond hold it down lightly with
the nut. Clomp the drop orm in o vice, tighten
fully the nut (for
the tightening torque see
Chopter 1.8), ond secure tlre nut with o cotter
pi n.
8. Clomp ogoin the steering box by meons of
the dummy brocket ond moke sure
thot the dnop
orm con swivel from one extreme lock position
to the other. A certoin
resistonce should olwoys
be present,
but if the resistonce is too greot,
decreose it by o slight slockening of the set
screw in the lid. The
rototing resistonce of the
shaft should not exceed 20 Nm (O.2
kpm). Refer to
page 117/118 for testing
procedure.
9. Set the ossembled steering box in its fit-
ting position
(inclined
by obout 40o) ond pour
in oil through the hole in the bbx lid (cover)
till the oil level reoches the bottom edge of the
filling hole. Then
screw down the topered plug.
7.4 RELAY (TDLER)
LEVER
For its instollotion (ond
removing in reverse
order) ond ony pertinent porticulors
see the
Chopter 6.5, porogrophs
2 ond 3.
122

1 1.8-11.10
11.8 HEATER
CONNECTING LINE
The line is o
combinotion of steel pipes
ond
rubber hoses. All connections must be tightened
with clips of
the strip
type (see
Fig. 11.411) or
the wire type (bleed
hose). Toke
core not to
overtighten the clips of the lotter type os there
is o risk of domoging the rubber.
The hose from the pipe
of the thermostot
body on the engine is routed to the heoter
through the f loor tunnel, the return bronch
possing ogoin through the tunnel to the pipe
of
the pump.
Arronge the hoses olong the sides
of
the floor tunnel so
thot they do not touch other
ports in the tunnel.
For detoiled informotion obout the routing of
the hoses refer to
Chopter 12.7.
11.9 otl COOLER
The oil cooler is stondord
equipment of
Skodo
120 LS models. lts construction resembles thot
of the rodiotor. lt is
instolled in the
engine
comportment (boy)
ond ottoched to the right-
-hond engine guord.
Speciol pressure
hoses
connect it with the engine. lts connecting
diogrom is shown in
Fig. 11.911.
As regords oil coolers for subtropicol ond
tropicol regions, refer to
Chopters 16.1
ond '16.2.
Fi9.11.9/1 -
Oil Cooler-to-engine Connecting
Diogrom
1 -
Outlet from engine-right-hond cooler socket,
2 -
Oil cooler, 3 -
Inlet into engine -
left-hond
cooler socket Removol ond
Refitting
Disconnect the hoses fronr the engine ond,
occording to circumstonces ond the purpose
of
the removol, detoch the oil cooler from
the
engine guord
or remove the engine guord
together with the cooler ond brocket. Empty the
oil contoined in the hoses ond the oil cooler
into o suitoble vessel. When refitting the oil
cooler into the cor,
proceed in occordonce with the circumstonces
of the removol. Secure the bolts conecting the
oil cooler with the engine guord
ond the brocket
(the brocket being locoted between the cooler
ond the guord)
with spring
woshers. Bolt down
the guord
over ploin
woshers ond use o spring
wosher for the bolted connection of the brocket
with the bodywork.
Use seoling
woshers when connecting hoses
to the engine ond the oil cooler, ond put
o seoling wosher olso under the bolt. Close the
bolt of the engine port
ot the flonge with the
pressure switch. Fosten the hoses so thot they
ore not stressed in their bends. The
hose from
the timing geor
cover should be routed horizon-
tolly ond the hose ot
the engine inlet so thot
it includes o downword ongle of obout 15 de-
grees with the horizontol plone. Top up
oil in
the engine.
11.10 COOLING SYSTEM DEFECTS,
TESTING, REPAIRS, AND
CLEANING
Defects ond Testing o) lf there is o marked loss of coolont, check
oll connections for leokoge. The
loss of coolont
con olso be coused by o leokoge of the rodiotor
(or heoter). lf the leokoge point
is not visible,
pressure-test the system without removing it
from the cor. Admit seoled-off oir ot o pressure
of 0.12 MPo
(1.2 kglcmz) into the filler neck ond look for
ploces where the coolont is seeping or dripping
out. Inspect not only the rodiotor but olso the
lreoter. An excessive loss of the coolont con be olso
coused by engine overheoting. In thot cose,
look for the couse of engine overheoting.
b) Points to check if the engine
is overheoting
- coolont level
- operotion of thermostots ond rodiotor fon
- condition of rodiotor (whether
clogged out-
side with dirt, or whether cooted inside with
scole)
c) Points to check if the engine does not worm
up properly:
- operotion of thermostots
DX
tfSJ
156

r 2.1-t 2.3
I
I I
I
Dissssembly
ond
Reossembly of Pedols
This is usuolly not necessory. The pedols
con
be disossembled ofter removing the oxiol screw
in the pedol
pin
ond slipping off the return
spring. Do not remove the switches if it is not
obsolutely necessory -
see odiustment. On re-
ossembly, lubricote
the pedol
bush with lubri-
coting greose
of the some brond os used for the
steering linkoge -
see Chopter 7.5, por.3.
Pedol Free Trovel
Adiustment
Adjust the free
trovel of pedols
ossembled
with moster cylinders so thot the pedol piston
rod hos o
cleoronce of 0.5
to 1mm
when beoring
ogoinst the piston
heods of the
moster cylin-
ders. The free trovel of the pedol pod
should be
from 3 to 5 mm. lt
con be odiusted by rototing
the eccentric pin
on the pedol
brocket -
see
Fi9.12.111.
For the odjustment of the broke pedol
with
broke booster ond/or levelling of the broke
pedol with the
clutch pedol,
see Chopter 9.6 -
Ad justment.
Adiustment of Switches The switches con be
moved in
the ellipticol
holes of the brocket ofter loosening the fosten-
ing copscrews with ploin
woshers under their
heods. A pocking piece
should be slipped
under
the switch of the broke pedol
trovel worning
light ond the powl
of the switch pin
should be
held down under the fostening copscrew.
Ad just
the stop-light switch
so thot it
switches on the stop lights ot o pedol
trovel
of 10 to 15 mm meosured on the centre of the
pedol pod.
Adiust the pedol
trovel signolling switch so
thot the pushed-in
side push-button
pin
is
re,ecsed ot o pedol
trovel of 100 to 110 mm
mecsured on
the centre of the pedol
pod.
Press
the push
button into
the switch ofter hoving
completed the
odiustment.
12.2 ACCELERATOR PEDAL AND CABLE
The occelerotor pedol
forms o unit with its
self-lubricoting beoring ond the lever.
lt is
bolted to the f
loor tunnel. A coble possing
through the tunnel is ottoched to the pedol
lever ond the reloy
lever on the engine by
meons of clomps- The coble is protected
by
o Bowden tubing.
Pedol Removing ond Refitting
1. Loosen the clomp holding the coble on the
engine-mounted reloy lever. 2.
Remove the copscrews holding
down the
becrring with the pedol,
depress lightly the
pedol, ond lift it out of the f loor
tunnel together
with the beoring. 3. Disconnect the pedol
from the coble ofter
ioosening the clomp.
Removol ond Refitting of Bowden Tubing
ond Cqble
The Bowden tubing is
fostened to
the brocket
irr the floor tunnel by
meons of circlips. After
their removol, pull
the Bowden tubing inside
the cor. On ref
itting the tubing, lubricote it with
o low-viscosity oil (of
the SAE 20
closs). lt hos
been lubricoted with greose
in the foctory.
Fit
the clonrps so thot their longer ports (from
the
screw to their end) ore on the side of the
I evers.
Accelerotor Coble Adiustment
Adjust the coble so
thot it is not
excessively
tensioned or too slock. Loosen the clomps on
the engine side of the coble, move slightly
the
clomp toword the reloy lever,
ond tighten the
screws of the clomp.
12.3 GEAR SHIFT LEVER
AND LINKAGE
The geor shift mechonism consists of two
units: the geor
lever with its housing ond oc-
cessories, ond the geor
shifter rod
ond the
shifter lirrk with joint
(ot the georbox)
for
domping the vibrotion of the power
pock
tronsnritted to the geor
lever.
Removing Geor Lever
Housing ond Link
1. Lift owoy the mot from the floor tunnel in
the front ond reor comportment. lf seporote,
remove the individuol floor mots ofter hoving
prised out their clips with o screwdriver or
o similor tool. lf o one-piece floor
covering is
used, remove the door sill strips
on one side,
tip the seot, ond bend over the
floor covering.
2. Remove the geor
lever housing copscrews
ond prise
out the lid (next
to the clip) between
the seots. Proceed through the
operture to dls-
connect the bolted connection of the link with
the housing shifter rod.
3. Lift
owoy the housing with the lever
through the operture. Swivel the lever so thot
the shifter rod
does not protrude
over the
housing beoring thus obstructiong the removol.
4. Usuolly it is not necessory to remove the
geor shift link from
the cor. lf
obsolutely necess-
ory, the link con be
disconnected only ofter
162

I
x
li
I
I
.t
the
ploces
from which you
hove removed the
sticking dirt ogoin, ond wipe
the entire body-
work diy, including chromium'ploted ports,
with
chomois leother. Wosh ond
wlpe dry the vor'
nished surfoces with uniform strokes in one
direction, i. e.
not
by circulor movements.
After hoving wiped oll vornished ports
of the
bodywork dry, polish
them with o soft (flonnel)
duster. Do not use polish
of ony kind.
lf the bodywork is so dirty thot it connot be
woshed cleon with woter, use cor
shompoo.
lf it is necessory to refreshen the gloss
of the
finish, use o cor polish
occording to instructions
of its monufocturer. To wosh the underbody,
use o hose ond
running woter, worm or cold; never use petrol,
kerosene, diesel oil, etc.
Remove greose
spots with o cloth, dry or
sooked in petrol
if necessory. To
remove tor, dip
the cloth in kerosene or o speciol
tor removing
preporotion, ond rub the spots. Then
immediotely
wosh owoy oll troces of
kerosene or the tor
removing solution, ond repolish the spots with
o cor polish.
TOUCHING.UP VARNISH
Preporotion:
Removol of Polishes etc.
When touching up o repoired bodywork (dom-
oged surfoce
finish), it is
importont to olso
cleon the surrounding vornish
to prevent
the
touching-up point
from floking off loter on in
ploces of overlopping.
Remove cor polishes
with o shompoo. Silicone
oil, contoined in some bronds
of polishes
ond
preventing the odhesion of the touching-up
point, con be woshed owoy only with o speciol
preporotion. !n Czechoslovokio, this is
for
exomple VENEDIN. Rub with this preporotion
olso vornished oreos which will be roughened
by grinding
where the bore ploces
poss
into
ground ond cemented oreos.
Removol of Rust
Remove rust mechonicolly by grinding
or
rubbing with emery poper
ond woshing with
c derusting ogent (for
exomple SK 2,
which is
bosicolly o 300/s phosphoric
ocid).
Procedure: f irst cleon the rusty spot with
emery poper
No.80 ond 100
or using o grinder.
Then rub the spot with o 15 0/6
solution of
phosphoric ocid (SK 2 deruSter)
heoted up to
40oC. When using o cold solution,
its concen-
trotion must be obout 300/e (undiluted
SK 2
deruster). Work in rubber gloves.
After hoving removed the rust, wosh
the spot
twice. First
with tepid or cold woter,
soft or softened
by odding 2
to 2.501s of sodo,
then
with o solution of chromium trioxide (1 gr.
to
1 litre of soft
woter) heoted
up
to 80oC (thls
is
the so-colled possivoting
rinse). Now let the
spot dry.
Degreosing Degreose the spot to be touched up by rub-
bing it down with trichloroethylene or technicol
petrol.
1. Touching-up with low-boking points -
the most perfect procedure
o) Cleon the touched-up spot, derust
ond
degreose it (see
the previous
porogrophs
on
preporotion)
b) Sproy over with priming point
c) Let the priming point
dry ot 80oC to 110oC
for o period
of 50
or 15 minutes (50 minutes
ot 85oC, 15
minutes ot 110oC)
d) Coot over with synthetic cement or poly-
ester cement
e) Let the cement dry ot 85oC or 110oC for
o period
of 50 or 15 minutes respectively;
when using polyester
cement, the drying
period con be shortened -
this cement dries
of normol temperoture
f ) Grind under
woter with emery poper
No.280
to320till the spot is perfectly
flot ond even,
ond let it dry
g) Sproy with top-coot vornish
h) Let it dry ot 80oC to 110oC for
o period
of
15 or 50 minutes respectively; ofter boking,
the vornish hos
o high gloss
ond it is not
necessory to polish
it
i) Use o polish
to remove
ony visible troces of
tronsition between the originol ond the
new
vornish.
2. Touching-up with
nitro-combinotion vornish
o) Cleon, grind,
derust, ond degreose the spot
to be touched up
b) Apply priming
point with o brush or o
sproy-gun
c) Level up, if
necessory, with on oil-bose
cement (once
or twice)
d) Let
it dry lor 24 hours ond then grind
with
emery poper
No.220
e) Sproy
the entire touched-up oreo with
sproying cement ond let it dry for 24 hours
f) Grind with
emery poper
No. 280 ond 320
under woter till the oreo is perfectly
smooth
ond flot, ond let it dry
g) Sproy the touched-up spot with o vornish
prepored by mixing low-boking
,vornish
(Toolol ond touching-up vornish (300/e);
use
exclusively o
nitro-thinner for diluting the
vornish
210

friction focing. lnodequote
ploy
results irr o too
short free trovel of the clutch pedol
ond on
olmost immediote clutch disengogement. Access
to the releose
cylinder con be goined
os de-
scribed in the previous porogroph
on clutch
lubricotion. Hold the rod protruding from
the
relose cylinder ond force
from it corefully the
releose lever, ogoinst which it is restingi
the
lever con be relieved by disengoging the ten-
sion (pull-off
) springs.
ln service, the forcing-off
must be ot leost
2 mm. Adiust it to 4
to 5 mm by odiusting the
length of the rod. After hoving
loosened the nut
on the rod
of the releose cylinder, rotote
the
releose finger to obtoin the correct rod
length.
Then retighten the nut, thus locking the releose
f inger in its position
on the rod.
lf the ploy
is correctly od justed,
the f ree
trovel of the
clutch pedol
pod should ronge
from 40 to 50 mm. lt should not be ollowed to
drop below '!0
to 15 mm. lf the described od-
justing procedure foils to bring the required
result, it is necessory to odjust the clutch
mech-
onism in occordonce with
informotion con
toined in Chopter 3.2.
Bleeding the Glutch Hydroulic System
The movement of the clutch pedol
is trons-
mitted hydroulicolly to the clutch releose cylin-
der. The couses ond symptoms of penetrotion
of oir into the hydroulic
system (similor
to the
broke hydroulic system) ore described in detoil
in the section deoling with brokes. The pro-
cedure of bleeding the clutch is the some os
wherr bleeding the brokes -
see Chopter 15.8.
Fig. 15.411-
Adiusting Elements of
Clutch
Control Mechonism
I -
releose cylinder rod, 2 -
releose cylinder,
3 -
releose lever, 4 -
bleed screw 15.5 GEARBOX
AND FINAL DRIVE UNIT
Checking Oil
Level ond Topping'up
Oil
Renrove the centre cover ol the
f loor boord in
the luggoge comportment behind the
reor seots.
Pull off the filler neck cop ond use
the dipstick
to check the oil level. With the diPstick inserted
into the neck up to its seoling ring, the oil level
should be obout 8 mm obove the upper line'
For this check, the cor
should be ploced
on
level ground.
After hoving topped up the oil,
woit obout 2 minutes (while
oil flows from the
georbox proper
into the finol drive ond its level
is stobilized), ond then recheck
its level-
Fig. 15.5/1 -
Tronsmission Unit Filler Neck
Fig. 15.512 -
Tronsmission Unit Droin
Plugs
ond Inspection Plug
1 -
georbox droin plug,
2 -
finol drive droin plug,
3 -
inspection plug,
4 -
switch of reversing lcmps
(except SKoDA 105 S)
ffi
;rt'i,*
tiiffi
ii.! i;
br'ill
226