tyre pressure SKODA 120 LS 1980 Workshop Manual

metre), ond the
relotion of 1
kpm :9.806
Nm is'
opplicoble. When opplied to tightening
torques
of bolts ond nuts, use the relotion
10 Nm :
: 1 kpm.
d) The unit of power (output) tW'
(wott)
reploces the former "h.p."
(horsepower) ond
the relotion
of t h. p.:
735.499 W is opplicoble.
For procticol purposes,
o multiple of kW (kilo-
wott :
1,000 wotts) is used, i. e., t h. p. :
:0.736 kW.
e) The
unit of pressure "Po"
(poscol) or, in
proctice, MPo (megoposcol :
1,000,000 poscols)
or kPo (kiloposcol :
1,000 poscols)
reploces the
former "bor"
ond "kglcmz",
ond the following
relation is opplicoble: 1 MPo: 10 bors :1O.2
kg/cm2 (kp/cm2).
For current meosuring
of tyre
pressure etc., use the relotion: 100 kPo :
1 bor:
:1kglcm2 (kp/cm,) :1
otm.
1.10 GENERAL INSTRUCTIONS
With the exception of o few
speciol pro-
cedures or ossembly techniques
mentioned in
the respective section of
this monuol,
every
removol ond refitting (disossembly
ond re-
ossembly) should be governed
by the following
generol principles:
o) Use suitoble tools ond especiolly tubulor
box sponners which couse the leost domoge
to nuts ond bolt heods.
b) During disossembly note corefully how
the ports
hove been ossembled. This knowledge
is involuoble for correct reossembly.
c) Cleon ports
in trichloroethylene or tech-
nicol petrol.
They do not contoin substonces
(esoeciolly leod) which horm
the skin os motor
petrol does. Current bronds of seoling com-
pounds con be removed with denoturoted
ol-
cohol or scroped off. For o speciol
seoling
compound see the note ot the end of this
chopter.
Avoid contominotion of self-lubricoting
metol
beorings with ony degreosing
ogent os this
would unfovourobly offect their self-lubricoting
properties.
Cleon ports
of the broke ond clutch hydroulic
system with olcohor.
d) Lubricote
oll ports
moving on or in
eoch
other before their ossembly. Operoting lubri-
conts do not spreod eosily on dry surfoces,
the
ports ore not properly
lubricoted, ond friction
oreos ore opt to get
domoged. Coot the os-
sembled ports with the lubricont which is used
to lubricote them in operotion. When lubricoted
with oil, dip
the ports
in motor oil, the f luidity of which mokes
it
especiolly suitoble for
this
purpose. Use greoses
ond hydroulic f luid bronds
specified in the Toble
of Recommended Lubri-
conts.
e) Use new cotter pins
ond metol lock
woshers if you
ore not convinced of the perfect
condition of the old ones which could breok
ond leove the joints
unsecured. Moreover, there
is o risk
of the broken ports
domoging other
functionol ports.
f) Cleon new ontifriction beorings (boll,
rol-
ler, ond topered roller beorings) of preserving
greose using kerosene.
Preserving greose is not
suitoble for lubricotion ond it mixes bodly with
I ubriconts.
g) Some of the joints
hove to be tightened
with o moximum occurocy to the specified
tor-
ques listed in the previous
chopter.
h ) 'Ihe
permissible rototion unbolonce is spe-
cified for some of
the rototing ports,
usuolly in
gcm (gromcentimetres). A well boloqced port
con be stopped in
ony position
if it is
instolled
so thot no rototion resistonce
octs on it. With
the exception of dynomic boloncing, the ports
ore usuolly tested on on ouxiliory shoft ploced
on the
edges. The
unbolonced port
moves from
the deflected position
with its heoviest (i.
e.
unbolonced) port
downword. The
volue of un-
bolonce con be determined
when fostening
o weight corresponding to the permissible
un-
bolonce to the opposite side
of the unbolonced
port. lf the port
does not move when deflected
or if it moves with this weight downword; the
unbolonce is within the recommended limits.
The weight of the testing weight sholl be
de-
termined by dividing the volue of the permis-
sible unbolonce by the distonce of the weight
from the rototion
centre of the port.
i) Even slightly domoged seols ond pockings
must be reploced with new ones
Note: In the foctory,
the speciol seoling
compound
of the "Velvonton
C" brond is used for seoling
the engine reor
cover on the cylinder block, the
moting surfoces of the georbox housing holves,
ond the guide
of the clutch releose beoring.
This seoling compound is mode
on the bose
of o polyurethone
plostic ond it
corresponds to
"Hykemor", "Reineplost", "Curil
K" ond similor
compounds. lt con be removed from the ports
by scroping ond woshing with ocetone, butyl-
ocetone or chlorinoted solvents, for exomple
chloroform (trichloromethone)
ond corbon tetro-
ch loride.
24

*
Fir
il
.-q
Fig.
6.1/4 -
Costor Angle
It is imperotive to set the
ongle with regord to
the direction of forword
trovel os indicoted
by the orrow
Fig.6.1/5-Preporing front oxle for the condition
of check lood by inserting
steel bors of 181 mm
in diometer ond obout
220 mm long
The most importont points
from the point
of
view of driving ore the
toe-in ond the comber
ongle, the odiustment of which is permitted
by
the oxle design.
Adiust first the comber
ond then the toe-in
since o chonged comber
offects the toe-in.
We refroin from describing in detoil ony
meosuring method in view
of the lorge number
of existing gouges.
Insteod,
we odvise you
to refer to
the procedures recommended
by the
monufocturers of the gouges.
The check lood con be formed by blocking the
wishbones with bors occording to
Fig. 6.1/5.
Press down the cor with the hond, insert
the
bors under the wishbones so
thot they
beor
ogoinst the oxle brocket, ond releose the cor
to
let the bors be clomped. lf
clomping of the
bors
does not toke ploce
(which con hoppen on on
older cor with weokened springs),
consider the
condition os if the bors were
clomped, i. e',
corresponding to the position of the
front oxle
ot check looding.
The words "ot
full lood" describe o vehicle
looded so thot the distonce of the rubber deod
stop from the bottom of the
lower wishbone
stop is 20 mm (see olso porogroph
18) ond the
comber ongle of the reor wheels is 1". Meosure
these volues on oll wheels (not
only one front
ond one reor wheel) ond distribute the
lood os
necessory.
Toe-in To odiust the toe-in, screw
the right-hond ond
left-hond steering rods
symmetricolly (o
chonge
up to 1 mm con be effected by
one rod) ot
check lood so thot the distonce between the
wheel rims (or
ocross them) behind the oxle
(A+o) is lorger by the toe-in volue (o)
thon the
distonce between the rims
in front of the oxle
(A). To verify steering symmetry (correct screw-
ing of steering rods during
toe-in odiusting),
check the wheel lock position ot the
20" lock
ongle of the neorside wheel -
for the respective
volues refer to Chopter 1.7.
Slocken the steering rod
nuts ond rotote the
steering rods using on
olligotor wrench (Fig.
6.1/6). In oddition to the correct inflotion
pressure
of the tyres, poy
ottention to
severol essentiol
points when checking the wheel
olignment:
o) Ploce thewheel in the stroight oheod trovel'
ling direction;
b) The
steering rod ond the trock rod
must
not
be stressed. The stress con be eliminoted by
letting the cor swing
up ond down in its
suspension under the pressure of
your
honds
(olternotely press down ond releose
the
wings)
c) Prepore the oxle os
shown in Fig.6.1/5;
d) lf
o speciol gouge with
o scole for wheel
lock ongle setting is ovoiloble, odiust
the cor'
rect length of steering rods in
occordonce with
the position
of wheels in
check lock positions.
You will find the respective volues
in Chopter
1.7 "Steering".
Set the lock ongle
of the wheel
on one
side to 20' (on
o turn-toble) ond screw
the steering
rod of the other wheel to odiust
104

r 0.3-t0,5
Ihe permissible
out-of-bolonce must not ex-
ceed 50 grommes
on the rim rodius. Every new
tyre is provided
with o coloured dot on its side,
indicoting its lightest point.
Fit the tyre olwoys
with this dot focing
the tube volve.
ln this
position, the volve octs os on odditionol weight
compensoting the wheel overoll unbolonce to
o consideroble extent.
lf dynomic boloncing of the wheel is not
possible, bolonce the wheel stoticolly with the
greotest possible qssuroc|.
Boloncing weights
of 30, 50, 75,
ond 100 grommes
ore ovoiloble.
10.4 TUBED TYRES
For mounting,
dismounting,
ond repoirs of
conventionol tyres with inner tubes (for
por-
ticulors, see the preceding
Chopters), the usuol
procedures ore opplicoble. The permissible run-
out (untrue
running)
of the rim is the some os
for tubeless tyres (Chopter
10.5).
10.5 TUBELESS TYRES
The oir-tight seoling of these tyres requires
more core ond o different hondling thon thot of
the tyres with inner
tubes.
Preporotlon of Rirrr
13elore mounting the tyre, inspect the rim for
ony technicol defects. The points
to be checked
ore the rim shoulder ond the moting foce for
the tyre beods,
in oddition to the overoll con-
dition of the rim. lf ony defects ore found, the
rim must be reconditioned.
A sotisfoctory rim
nrust comply with the following conditions:
o) The
rim shoulder ond the tyre volve hole
must not be distorted;
there must be no
shcrp edges or protrusions
likely to domoge
the tyre beod. Minor unevennesses
con be
hornmered flot ond smoothed
with o file.
The moximum eccentric running
of the rim
side must not exceed 1.5 mm.
b) The moting surfoces
must be obsolutely
cleon (free
from stuck-on rubber, rust,
etc.).
Cleon them with emery poper
or o wire brush
ond coot them with point.
lnstolling of Tyre
Volve
Cleon the rim with o dry rog. Push
the rubber
volve into
the hole in the rim
or pull
it in
by
its threod using, for exomple,
o lever
os illus-
troted in Fig. 10.5/1. Fig. 10.5/1
-
Pulling Tyre Volve
irrto Wheel Rim
Mounting the Tyre
For mounting the tyre, use speciol mochines
ond procedures,
depending on the type of the
nrochine. lf such o mochine is not ovoiloble, in-
stoll the tyre using speciol tyre levers.
Ensure
thot the boloncing dot is next to the volve.
Tyre leverrs for fitting tubeless tyres
differ in
shope from conventionol levers. They
ore thin-
ner, without edges, ond polished.
Use them core-
fully in order not to domoge the
beod seoling
rubber bose. Insert the levers
under the beod
ot
short distonces ond refroin from using force. To
focilitote sliding of the tyre cosing beods over
the rim shoulder, moisten them with woter ond
top them with o rubber
mollet when eosing
them over the rim shoulder. Inflote
the mounted
tyre immediotely. Check the tyre for propei'
bedding in the rim ond
squore seoting
on it.
Holding the wheel perpendiculorly,
strike it
severol times ogoinst the f loor ot severol points
to force the tyre beods
to bed
correctly on the
bcad seots.
lnf lotion
Remove the volve
core to increose
the diom-
eter of the hole for oir inlet (oir
should be
iniected in quick
shots to force
the beods
on
to the beod seots) ond inflote the tyre. Use
o compressor with oir receiver, the
compressed-
.oir line of the
workshop, or
compressed-oirr
cylinders. The relief volves hove to be odiusted
to o pressure
of 350 kPo (3.5
kg/cmz).
Never ollow the inflotion pressure
to rise
unnecessorily. As soon os the tyre hos snopped
into position
on the rim
ond is free from leoks,
odiust the pressure
to 250 -
350 kPo (2.5 -
3.5
kg/cmz). lf the tyre refuses to
bed properly
on
the rim,
for exomple due to distorted beods or
beods compressed due to incorrect storoge,
press the tyre circumference inword to open
wide the beods which will then bed properly
on the rim. Use either o length of
rope or
o speciol tightener. Slip the rope over the
tyre
circumference with o certoin cleoronce, insert
o stick
between the tyre ond the rope, ond
twist the rope.
Adiust the tyre pressure
to specif
icotions ond
submerge the wheel in woter to check the
tyre
for oir leoks.
146