engine SKODA 120L 1980 Owner's Manual

2,15-2.'t8
3. The
leokoge test should
be corried out with
the cylinder heod fully ossembled by pouring
o smoll quontity
of petrol
into the exhoust ond
intoke ports.
The petrol must not leok post
the
moting foce of the volve
in the combustion
chomber. Another method involves pouring
o smoll omount of thin oil into the combustion
chomber ond introducing compressed oir into
the exhoust ond intoke ports
using, for
exomple,
o rubber
cone. No oir bubbles must oppeor
oround the volve heods.
This test con be simplif ied by omitting the
fitting of vclve springs while pressing
the
volves into their seots by hond using o suitoble
Jixture (fork)
for holding down the volves.
Volves The volves
ore forgings of speciol high-tem-
peroture steel with o conicol seoling surfoce
ond ho,rdened stem end. The
volve heods ore
of unequol diometers (lorger
with intoke volves
ond smoller with exhoust volves).
Current reconditioning
of the conicol seoling
surfoce is done by grinding-in
with the respect-
ive seot. lf o mojor repoir is required,
regrind
the seoling surfoce
of the volve heod
on
o grinding
mochine to on ongle of 91 o
+10',
ond then grind
it in with the seot.
When regrinding the conicol surfoce, it is
obsolutely essentiol to keep it in
correct olign-
ment with the volve stem.
Valve Springs
rcs/po1201S
Outer Inner
Free Length 45.85
43.645.20
Wire 3.75 2.5
Diameter 4.OO
Mean Spring 26.75
18.5 26.5
urameter
T
Spring Pres-
sure
I nstal led
length L""En-I
3Omm Length
Length
30mm 29mm
299-358 N108-127N
460N hondle)
ond the short oil pumP,
to the cost oil
sump the 330 mn-r long dipstick ond
the longer
oil pump -
see Chopter 2.18.
2.18 TIMING GEAR COVER .
OIL PUMP
ln oddition to timing geors,
the timing geor
cover houses olso the oil pump
(f
orm ing its
housing) ond the distributor drive.
A generol
description of removing the timing
geor cover from the engine con be found in
Chopter 2.4
ond for detoils, regording its f
itting
on the engine, refer to
Chopter 2.3,
porogrophs
22 to 25.
The engine with the sheet oil sump hos the
shorter oil pump
with the suction stroiner
holder 72 mm long. The
engine with the
cost oil
sump hos the pump
30 mm longer.
Assembling Oil
Pump
Coot the pump geors
ond the drive geo'r
shoft
with oil, ond instoll them into the timing geor
cover. Insert the gosket
ond close the pump
with the lid with suction pipe
ond stroiner. Use
spring woshers to prevent
the lid screws from
s lcrcken ing.
Fi1.2.1811- Timing
Geor Cover Assembly -
Sectionol View
(for better illustrotion, the pinned
connection
of the shoft ond geor
is somewhot turned, its
correct position
being described in the text)
2.17
OIL SUMP
A sheet oil sump is used on engines with
o 68 mm cylinder bore.
Use o rubber gosket
when instolling the oil sump
on the engine.
Engines with o cylinder bore of 72 mm hove
o cost ond ribbed
oil sump. For its instollotion
use its respective
cork gosket.
A sheet boffle
is bolted
over the bottom of the oil sump.
Use
bolts with spring woshers to bolt it
down.
Relotion between oil sump,
oil dipstick, ond
oil pump:
To the sheet
oil sump oppertoins the dispstick
of o totol length
of 305 mm (including
its For
egi
stroiner v brrocket r
65 mm), 1
(the leng
proximott
The go
provides
geors. lf
gosket is
thicker tl" To prer
obnormol
respectivr
limits spr
Seol F it
the
t ig hte
n in1
thot it pr
edge of tl
Assemblir 1. Thre
brocket, s
pointing r
odio.4c in the pr
bore (pin
the pinne
When c
sure thot
line with
is importr
ignition d
To prev
ing durin
o pilot
m<
Then con
using o sr
2. After
ensure tl'
0.1 mm) I
3. Fit t
into the f
under the
Betwee
driven
I driven
I Axiol
c
I betwee
I and lid
58

Technical
Description
Car Model 1976/1979 Carburettor type
and model
1979 onwards*
105
120 120 S
and 105 L
L
LS
Types of carburettors and
their functional elements according to
the,polex cdnparison table
or
their bore (in
millimetres) JlKOV32 EDSR
-
443751 290 1
00 JlKOV32 EDSR -
443751 292400
JrKOV32 EDSR -
443751 31 9 800 JlKOV32 EDSR -
443751 292500
J|KOV32 EDSR -
443751290000 J|KOVg2 EnFF -
443751 292600
to
;1
Car model 105S, 1O5L
itZOr- '
l2OLs:
Carburettor type and model Se.B
above
Elements of stage I and ll or in
common
Fge
1 2
1
2
t
2
Atomizer cone diameter
Main petrol jet
Main air jet
Pilot jet
Pilot air jet
Auxiliary pilot jet
Econostat petrol jet
Econostat mixture jet
Econostat air jet
Choke petrol jet
Choke air jet
diameter
Diaphragm control air valve
Pump by-pass orifice
Injector
Needle valve diameter
Suction connection diameter 21
105 170
50
140
60
95/85'70
90
4.5/5.5*
130 40/45*
50 1.5
1.2 22
1 12/1 10*
170 50
140
60
110
70 1 00/90*
4.5/5.5'
160 40/45*
50 22
23
'.112/110*
130/125*
170 50
140
1Orygo*
4.5/5.s*
.80
40/45*
22
120
160 45
1.5
1.2
1,5
1.2 23
125
160 45 160
45
60
Jo
70
1'to
70
50
Jo
*erF
or"fs?
,.w'1'
80
Acceleration pump
discharge
Float weight 2O t 1 gram 7 to 9 c.c.
per
1O strokes (1976-79)
6 to 8.$19f9 onwards)
Fuel level. Float Removed.'28mm t'1mm frEm bp
face
Moin System (Fig.
2.1gl1l
Both mixing chombers hove self-contoined
moin systems. Air is mixed with petrol
in the
emulsion tube ond the finol odiustment
of the
mixture tokes ploce
while it is corried off by
the oir flow with the throttle disc open.
ldle Run ond By-poss System
(Fis.2.19l2l
These ore token core of by two
circuits -
by
the idle run system in stoge I ond the ouxiliory
oir system in stoge ll. Both systems
ore con-
nected to the moin systems
of both stoges in
the zone
of the emulsion orifice
by the re-
spective elements terminoted by the odiustoble
idling screw ond fost-idling (ouxiltory
oir)
screw.
- Stoge
I incorporotes
the petrol
iet seporotor
for the prevention
of self-ignition. The
idling ori-
fice is interconnected with the mixing
chomber
by two by-poss bolts enobling
c smboth tron-
sition to the moin system,
ond o hole is pro-
vided in the mixing chomber to obviote
onyinterference
with the smooth flow ot o hlgtler
underpressure (vocuum).
.
ln stoge ll, the by-poss hole enhonces
o smooth ond continuous intgrconnection
of
both corburettor stoges.
Econostot or rich-mixture syste4
(Fig. 2.19/3)
This system enriches the
mixture in stoge I
ot higher engine lood (output).
lt operotes
outomoticolly occording to the
volue of under',
pressure in the otomizer ond
in dependence onf
the flow of oir sucked-in by
the engine.
Accelerqtion pumP
(Fig. 2.19i5)
This is o mechonicol, diophrogm-type
PumP
controlled by the throttle disc of
stoge
l. Fuel
sucked-in by the diophrogm from the floot
chomber posses
through o non'return boll
volve
to the iniector ond through the
by'poss orifice
bock into the floot chomber. At o sudden open-
ing of the throttle disc,
the moior part
of the
fuel poses
through the
iniector, ot
o slow
opening into the by-poss
without the oction
of the iniector.
60

Choke
-
Cold-storting Device (Fig.2.1916)
Bosicolly, the choke is o self-contoined cor-
burettor consisting of o fuel reservoir, o petrol
jet, on oir
iet, o
vocuum
controller, ond o throttle
volve. The
mixture is formed in the throttle
volve zone where it is sucked
out from under
the corburettor throttle
disc.
At increosing engine speed, the rising vocuum
moves the plunger
of the choke vocuum
control,
the holes in the plunger
overlop ond thus the
mixture is enriched outomoticclly. The driver
controls the richness
of the mixture by opening
or closing the choke throttle volve.
Auxiliory Devices
Vqcuum connection for the vocuum odvonce
control picks
up vocuum (the
underpressure)
obove the throttling disc of stoge
| (see
Fig.
2.1st4).
The suction connecticri is led out of the cor-
burettor lower flonge os o tube from
under the
throttle disc of stoge ll. The
suction prevents
o generotion
of vocuum (underpressure)
in the
Fi1.2.1914 -
Stoge
16 -
Ff oot
chomber cover, 17 -
Floot chomber
body, 18 -
Stoge ll
control, complete, 19 -
Dio-
phrogm spring, 20 -
Diophrogm, 21- Diophrogm
control oir volve -
stoge ll, 21A -
Diophrogm cronkcose
during idle
run ond it removes for
burning ony residues of unburnt
hydrocorbons
which hove got
into the cronkcose.
Fi1.2.1913 -
Econostot -
Rich-mixture System
13 -
Econostot oir
iet, 14 -
Econostot petrol
iet,
15 -
Econostot mixture
iet "2"
I Control Elements
control oir volve -
sttfge l, 22-
Vocuum con-
nection, 1 ST ond 2
ST -
Corburettor stoge I
ond ll i:lrFig.2.
23 -
Inier
pump, c(
Accelerc
venti ng
I
32 and 3
30 -
Chol
Choke vr
volve
CARBUR
AND RE'
Diogno
rect chec
reossemb
62

I
I
( 1. Excessir
- overfloc
o) leoky n
b) too higl
- incorrec
c) too lorg
d) too sm<
e) oir-ventl
2. lncorrecl
- engine
o) choked
chokedi ncorrec
defectiv
- errotic i
e) portiolly
f) folse oir
l ncorrec
too low
lncorrect i ncorrec
i ncorrec
c) choked
4- Poor occ
chokedleoky no
defectivr
Loss of p
stoge | |
choked ,
domoge<
i ncorrect
stoge | | mutuolly
ond ll in
Engine w
storti ng
choked <
low fuel
i ncorrect
( excessir
o) lf no nera
hold the
connecte
emergen(
Fi1.2.1917
-
Floot Adjusting by Bending
the Lip of the Floot Honger
10 mm in diometer between the gosket
ond the
floot). The lip must lightly
touch the spring-
looded boll in the needle volve. The lip must
not press -
in the boll
or move owoy from it.
The doshed lines show
the floot in its lower
position.
Petrol and Air
Jets
Cleon them by swilling
in petrol
ond blowing
though with compressed oir. When removing
them, note
their locotion to focilitote reinstol-
lotion in their proper ploces.
Volume Iniected by Accelerotion Pump
ond Pump Hondling
Fill the corburettor with fuel
ond operote the
corburettor lever 10 times through its full stroke
to iniet fuel. Operote the lever ot intervols
of
3 to 4 seconds
ond cotch the fuel into o grodu-
oted vessel. The
iniected omount should be 7
to 9. c. c. lf necessory,
deflect the injector so
thot the
iet of
fuel posses
directly through the
chomber ond does not flow down its
wolls.
When refitting the occelerotion pump
cover,
prelood the diophrogm by opening the throttle
disk of stoge I to its full
stroke before retight-
ening the cover copscrews.
To Adiust Throttle Discs
Turn over the corburettor
with the throttle
discs on top ond loosen the reguloting screws
in the flonge till
the throttle discs ore fully
closed. Ploce the indicotor MP 1-128
on the
flonge necr one of tlre throttle
discs ond force Fig.
2.19/8 -
Adjusting Throttle Discs Using
MP 1-120'lndicotor
it down till the pointer
of the diol indicotor
touches the disc. Zero the scole ond rotote the
reguloting (odiusting)
screw while forcing
down the indicotor till the throttle disc porti'
olly opens (3
mm from the edge of the throttle
disc) ond the indicotor reods 0.10 to 0.12 mm.
Proceed in
the some woy to odiust the other
throttle disc.
Setting ldle Run Adiusting Screws
After o dismontling, etc., set the screws in
their bosic positions
so thot the engine con
be
storted up ond be kept running.
o) Rotote the oir correction screw (Fig.
14.3/9)
four times through 180" to closed position.
b) Rotote the idle run odiusting screw (Fig.
15.3/10) five times through 180o
to closed
position.
Do not
tighten the screws forcefully in their
closed positions.
They must beor ogoinst their
seots iust lightly so
os not to foul them.
Testing the Operotion of Pilot Jet Seporotor
The pilot jet
operotes correctly if switching
on ond off of
the current fed to the seporotor
(by switching on the
ignition, etc.) is moni-
fested by oudible clicks. The seporotor closes
the pilot
iet when
the current is switched off
(switched off ignition).
Corburettor Defects ond Their
Removol
Notice: Turn your
ottention to the corburettor
ofter hoving oscertoined thot the
engine, fuel
supply, ond ignition operote correctly.
# b)
c)
d)
s) h)
3. o)
b)
o)
b)
c)
5.
o)
b)
;i
6.
o)
b)
c)
//"\
'//
\
/\\
-.--- rrr)
V,I rV
64

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

Turn
the flonge
on the centering
orbor so thot
the longer, cylindricol port
foces the clutch,
push it ogoinst the friction plote
hub, ond olign
the ends of the levers to touch the flonge.
A deviotion from the ploneness
of 0.1 mm
is
permissible. Use feeler gouges for checking
this deviotion.
lf it is not possible
to odiust the out-trovel of
the clutch releose levers to o volue given
by the
length of the flonge cylindricol port
due to
excessive weor
of the friction plote, odiust to
the next higher volue.
Clinch nuts on the
odiusting nuts bocked off up to the end of the
threod ore o worning of o weor limit which pre-
cludes ony further odiustment
of the clutch.
4. After hoving reossembled
the engine with
o new or odiusted clutch,
check ond, if necess-
ory, odiust the cleoronce between the releose
levers ond the throw-out beoring -
see Chop-
ter 15.4.
3.3 CLUTCH DISMANTLING
Owing to its simplicity,
it is not necessory
to
describe in detoil the dismontling
of the clutch,
but some speciol feotures
deserve ottention.
1. lf the friction plote
ond clutch cover ore
intended to be re-used, mork their relotive
positions using centre punch
morks to preserve
the originol bolonce of the ossembly.
2. To dismontle
the clutch, it is
necessory to
compress the clutch cover to relieve the stress
of the releose lever bolts. For this purpose
use
the MP 2-101
ossembly plote
shown in Fig.3.4/1.
After screwing off the releose lever nuts ond
compressing the clutch cover,
the clutch is
reody for dismontling.
3.4 CLUTCH REASSEMBLY
1. Locote
the clutch pressure
plote
on the
MP 2-101
ossembly plote
ond fit springs
on the
cylindricol bosses. Before fitting
the springs, it
is odvisoble to check them for
complionce with
the volues specified
in the following Toble.
Toble of Clutch Springs
Lood
Length of spring in mm
lin -rrr"ltp1
Mounted length
31.55'10+36
(s2t3.6)
Length of compressed spring 29.5
I 580 (59) 2.
Instoll retoining plotes
on the clutch
springs ond fit the clutch cover with releose
lever springs in position.
Assemble the clutch
cover with the pressure plote,
observing the
morks indicoting their relotive positions.
When
ossembling new pot'ts,
their positions
ore of no
consequence.
3. Slip o 4.5 mm high pod
over the ossembly
plote bolts (the
plote
con be used
for Skodo
1000 MB ond Skodo 100 cors os well,
ond by
using pods
of different heights, the plote
con be
odopted for different
types of clutches), fit the
yoke of the
iig on
the plote
bolt ond compress
it by screwing down the nut till the bottom port
rests on the pod.
When compressing the clutch
cover toke core thot the projections
of the
pressure plote
ore correctly centered in
the
cover slots to prevent
o distortion of the clutch
cover.
4. Slip the bottom ends of the releose levers
under the springs instolled in the cover ond fit
them with their longitudinol
slots on the sup-
ports. Slip odiusting woshers on the bolts of the
pressure plote ond screw down the nuts with
their cylindricol port
focing the woshers. Then
odjust the height of the releose levers with
these nuts so thot their ends touch the shoulder
of the yoke
bottom port.
The difference of the
lever height should not exceed 0.'l mm. This
odiustment olso sets the recommended
distonce
of the levers from the pressure
plote
beoring
surfoce.
Use clinch nuts for locking the odiusting nuts
in position,
put
supporting clips under the re-
leose f ever ends os shown in Fig.3.111 ond3.212,
ond slocken the nuts of the ossembly plote.
The
clips ore useful when fitting the clutch to the
f lywheel since it is not necessory to overcome
the tension of the clutch springs.
To Check Adiustment ond Bolance
The described od justment
of the releose levers
in the
iig is
the most occurote, the ossembly Fig.3
Dim
plote be
simulotin
For on<
porogropl
The cl
with the
friction ;
ports of '
clutch on
To bol
centering
pressure
the chips
lf thesr
boloncing ing holes
in o circk
4mmofr
between
fostening
3.5 FR|C
lf the f
it is odvi
8.5 mm th
When r
the frictio
ond only r
complicot
After hr
the plote
if necessc
recheckinl
quired.
70 Fig.3.4l1
-
IAP 2lol
Assembly Plote with Clutch

r
t
i
5. Prc
scri bed
rods onc
4th spee
fork rod,
irr the b
6. lnsl
guide bu
cover inr heods. S
tob wos
edges of
F it thr
stri ki ng
weoker s
ing forks 7. Tigl
the forks fork rod
the strik
function
Reverse-:
Fig
-1 - Rever
2-1st-o
3-3rd- o
4 -
Rever
8. Inst
press-f ittr
verse-spe
inside th
through t
Turn tl'
end foces
lock it in
hole. Tigl
Pinion Ar
9. Instc
ing ond,
r
_-_-- -
. i\:r,,,
\. 43
Fig. A.1l'l -
Power Pock
1 -
engine with mounting, 2 -
georbox/f inol
drive with
mounting, 3 -
reor oxle (holf-oxles),
4 -
rodius orms
retighten it using the recommended torque
(Chopter 1.8) ond screw down the clinch nut.
lf necessory, top up engine oil, f ill the cooling
system witlr on qntifreeze,
bleed the broke sys-
tem, ond
odiust the hond broke.
For the fosten-
ing of broke hoses (routing)
see Chopter 9.7.
4.2 ASSEMBLING
GEARBOX
Generolly, the reossembly
p'rocedure
depends
on the extent, to wlrich the unit hos been token
oport. For betterunderstonding,
we sholl des-
cribe the procedure
ond peculieorities
of reos-
sembly of o completely
disossembled unit.
Gear Chonge Mechonism
. 1.
Clomp the right-hond holf of the housing
(when viewed from the flonge securing
it to
the engine) in the MP 9-101 stond
com-
plemented with the MP 3-101 georbox
rock, ond
check the housing for completeness.
2. Instoll
circlips on the striking fork rods
of
the reverse
ond 1st ond 2nd speed. The ring
with the lower
nose is to be fitted
on the 1st--
ond 2nd-speed rods.
3. lnsert the reverse speed
striking fork rod
into the housing
so thot the inserted
end pro-
trudes slightly from its guide,
slip on it the
striking fork with the longer
side of its heod
first,- ond push
the striking fork rod through
the fork
ond the end of the guide
os for os=it
will go. 4. Fit tlre
MP 3-109 jig
into the free holes for
striking fork rods (both pins
of the
iig), ond
proceeding through the hole in its side ond
using o stick or o length of wire, push
the lock
pin into the housing
os for os it will go.
Proceed
in the some monner for
inserting the next pin
(use one pirr
of the
iig). Shift
it
iust so thot
the centre lrole remoins free for inserting
the
striking rod.
Puslr the lock pin
into the end
guide of the strikirrg
fork rods olso os for os it
will go. The
iig is not required
for
the instol-
lqtion of this pin.
Fig.4.2l1- Clomping Georbox Housing in Stond
Using MP 3-101 Rock
Fig.4.212 -
Locking Striking Fork Rods in
Position bv Meons of Lock
Pins ond Bolls
78 Fig.4.2l3
-
Instolling Lock Pins Using
MP 3-109 Jig

Fig. 1111-
Cooling ond Heotlng System
Diogrom
1 -
Engine, 2- Coolont pump,
3 -
Thermostot,
4 -
Coolont tonk, 5 -
Screw cop, 6 -
Roidotor,
7 -
Rodiotor fon, 8 -
Fon thermoswitch, g
-
Heoter, 10 -
Heoter fon, 11 -
Heoter reguloting
volve, 12-Woter line to rodiotor, 13-Woter
line to heoter, 14 -
Filling line, 15 -
Bleed
vofve, 16 -
Bleed pipe,
17 -
By-poss pipe,
18 -
Droin screws, 19 -
Droin hose
150

11.4-11.5
I
I
I
F
r
t'
on to the coolont tonk.
Hose
clips ore formed
either by metol strips
or lengths
of wire. When
tightening the wire clips, toke core not to
domoge the rubber of the hoses.
To Fosten Pipes ond
Hoses
A correct winding of the strip is importont
to ensure o self-locking clomping of the strip
clips -
see Fig. 11.411.
Fig.11.Al1- Diogrom showing
the threoding
of
the clip strip through
the clip closp ond
the
direction of rototion of
the tightening cotter
pin -
the diogrom hos generol
opplicobility
1 -
Strip clip,2 -
Closp, 3 -
Cotter pin
The moin pipeline
routed under the cor f loor
consists of front ond reor pipes.
They ore em-
bedded in o chonnel moulded in the floor
boords ond rest on on insuloting (polysterene)
podding. From below, they ore protected
by
o guord,
the copscrews of which ore locked
in
position by spring woshers.
Use pipe
holders (yokes) to fosten the pipe-
line to the floor. In
the front
ond reor port
of
the cor, tighten
the pipes
over the insulotion
lrod ond insert
spring ond ploin
woshers under
the nuts.
Do not use insulotion pods
for bends
forming the tronsition from
the front
ond reor
lower flot ports.
Use spring woshers under
the
heods of copscrews.
Before instolling the pipes, prepore
ouxiliory
yokes (or use lengths of wires ottoched to the
provisionolly screwed-in copscrews of the pipe-
line guord) to liold the pipes
in the moulded
chonnel in
the floor before
the finol fostening
of their guord.
The woter line runs
under the cor together
with other lines, pull-rods,
etc. For their mutuol
ref otive orrongement see Chopter 12.7. Removol
To moke the underbody occessible for hond-
ling the pipes,
ploce
the cor over o floor pit
or
on o romp. The minimum required cleoronce is
obout 650 mnr.
1. Remo.re the guords
of the pipes
ond the
fuel tonk, lift owoy the spore wheel, ond loosen
the yokes
holding the pipes
to the floor.
2. Remove droin screws to droin the coolont
from the pipes -
see the illustrotion in Chop-
ter 15.'13.
3. Remove one hose clip in the middle
of the
cor to disconnect
the pipes
(ottention -
the
remoining coolont will f low out), ond dis-
ossemble the line.
4. Disconnect the pipe
ends from the hoses,
ond detoch the pipes
from the floor or other
ports of the cor.
5. Pull out the reor pipes
possing
them core-
fully oround the vorious cor ports.
6. Pull out the front pipes.
Turn
the front
wheels into their left lock position,
disconnect
the steering linkoge from the steering
reloy
lever ond the steering knuckle orm of the
right-
hond wheel, ond push
the linkoge ogoinst the
oxle body. While removing the pipes,
rotote the
left-hond pipe clockwise (when
viewing the cor
front end), ond the right-hond pipe
onticlock-
wise.
Reinstollotion Reverse the dismontling procedure
when re-
instolling the woter line. While connecting the
steering linkoge, poy
ottention to the condition
of boll pin
seoling cups (fit
new cups if the old
ore domoged). Fill in the recommended
coolont
ond bleed the cooling system.
11.5 COOLANT TEMPERATURE CONTROL
Throughf low Thermostot
This thermostot shuts off the inlet of the
coolont into the rodiotor
during the engine
heoting-up period. lt is mounted on the engine
- see Chopter 2.3, por.
30.
The thermostot operotes within the following
volues:
it begins to open ot 80+2"C
it is fully open ot 90+4oC
its lift ot full opening
11 mm
When closed, it
is permitted
to let poss
o nroximum
of 0.5 litres
of coolont per
minute,
ond it must not be closed by o bock pressure
of 0.16 MPo (1.6
kg/cm2).
When removing the thermostot by rototing
tlre rivet in the volve disk, breok owoy sedi-
I i
i 152

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