1968 DATSUN 510 engine

ENGINE
ELECI
RlCAL
SYSTEM
97

No
Load
Lock

Torque
Test

1
Connect
the
starter
motor
in
series
with

a

12
volt

battery
and
antmeter
as
shown
in

Figure

19
The
antmeter
should
be

capable
of

mdIcatIng

1
000

amps

@
Switch

Voltmeter
Ammeter

2
Use

torque
testlng
equipment
to
determine

the

torque
the
motor

develops

3
Connect
a
voltmeter
and
a
vanable
resistor

WhICh
IS
used
to

regulate
the

voltage
Into
the

circwt

4
Close
the
sWitch

and

regulate
the

voltage
as

reqUIred
Figure
20

proVIdes

power
voltage

amperage
and

torque
mformatIon

that
1f
fol

lowed
will
mdIcate
the
condItion
of
the
starter

motor

Power
kw

Voltage
v

@

Test

Diagnosis

1
Low

speed
with

high
current
draw

might
re

sult
from

tIght
dirty
or
worn

bearings
bent

armatlIre
shaft
loose
field
call
or
a
shorted

armatlIre

2
Fatlure
to

operate
With

htgh
current
draw

may
result
from
a

gromlded
or

open
field
coil
a
defectIve
armature
coll
or
a
burned

out
com

mutator
bar

3
Low

torque
low
current
draw
and

low

speed

would
be
caused

by
hIgh
Internal
reSIStance
due

to
loose
connectIons

dirty
commutator
defec

tIve
leads
and

a
burned
out
commutator
bar

4

HIgh
speed
With
low

torque
would
be
caused

by
a

grounded
field
coll

Magnetic
Switch

Assembly
Test

H
the
above
tests
are

satIsfactory
check
the

magnetIc
SWitch

assembly
as
follows

1
Connect

Jumper
cables
between
the

negative

battery
tennmal
and
the
starter
motor
M
term

inal

as
shown
In

Figure
21
Also
connect
the

positIve
battery
terminal
to
the
S
terminal
and

place
a
SWitch
m
senes
in
the
CIrCuit

@
Ignition
switch

9

I

i
j

Battery
Starter
motor

rr

2
Close
the
SWitch
and
measure
the

dimension

given
m

Figure
22
The
dimensIon
should
be
as

specIfied

o
0591m

15mm

ENGINE
ELECfRlCAL
SYSTEM
99

2

3

r

I

J

20

2
Rotor
aS5em

bly

3
Ball

beanng

5
Rear
cover

assembly

6
Diode
assembly

7
Diode

8
Diode
assembly

9
Diode

10
Terminal
A
assembly

11
Terminal
B
assembly

14
Brush

15
Brush
holder

17
Brush
co
er

18
Screw

19
Sa
ew
@

8

Front
cover

assembly

Packing
retainer

Ball
beanng

Beanng
retainer
29
Screw

30
Screw

31

Spacer

32
Bolt
33

Pulley
assembly

34

Key

35

Pulley
nut
assembly

36
Bolt
set
20
Wire
leads

21
Screw

22
Screw

24
Insulator

@
@

ENGINE
ELECTRICAL
SYSTEM
101

8
To

separate
the
stator
from
the
dIode
end

housmg
assembly
unsolder
the
three

negatIve

dIodes

from
the
three
co1l1ead
WIres
The

nega

tIve
dIodes
are
marked
WIth
black

figures
and
the

posItIve
ones
With
red

figures

CAUTION

Use

extreme
care
when

unsoldenng

the
diodes
to

prevent
excessive
heat

from
damagmg
thi
m
Use
a
100
to

200
watt

soldermg
Iron

for
no
more

than
two
seconds
at

the
dIOde

Junction

9
Remove
the
brush
cover

by
unscreWIng
the

two
set
screws

10
Unsolder
the

negatIve
terminal
lead
wire

Separate
dIOde
end
from
stator

Figure
33

@

11
Remove
the
heat
smk
and
the
brush
holder

from
the

rear
cover

by
unscrewmg
the
setscrews

as
shown

m

Figure
34

@
12
DIsassemble
the
brush
holder

by
unsolder

ing
the
F
lead
WIre
black
whIte
E
lead
WIre

black
and
the

negatIve
and

pOSItIve
brush

holder
Wires

Figure
35
shows
the
brush
holder

dIsassembled

O
tlII

I
@

13
To
remove
a
dIode
from
the
heat

smk
sup

port
the
heat
SInk
WIth
a
swtable
stand

Figure

36
and

push
out
the
dIode
With
an
arbor

press

Do
not

attempt
removal
WIth

a
hammer
as
the

shock

may
damage
all
the
dIodes
ill
the
heat
SInk

Press
out
so
as
not
to

Injure
the

mounting

bore
01
the
frame
or
the
heat
Sink

14
To

replace
a

dIode
m
the
heat
smk

support

the
heat
SInk
With
a
SUItable
stand
and

press
the

dIode
mto

place
as
shown
m

Figure
37

Inspection
and

Repair

I

InspectIon
of
the
alternator
Includes
electncal

testmg
and
mechanIcal

InspectIon
of
all

parts

for

damage
or
exceSSIve
wear
An
electrIcal

tester

proVIdmg
reSIstance

anI
contmUlty
testlng

IS

requIred
Before

dIsassembly
of
the
alternator

ENGINE
ELECTRICAL

SYSTEM

103

2
Check
the
lead

Wires
of
the
armature
coil

Includmg
the

neutral
wire

for

ground
as
shown

In

Figure
42

HIgh
reSIStance
no
current
flow

indicates

gqod
condItion

If

not
the
stator
must

be

replaced

DIODE

INSPECTION

The
diodes
can
be

inspected
through
the
use

of
a

lamp
and

battery
or
with

a
tester
The

lamp

and

battery
test
can
be
made
Without

disassembl

ing
the
alternator
wh1le
the

tester
should
be
used

when
the
dIodes

are

dIrectly
acceSSIble

1
Positive
Dwde
Test
Connect

the

battery

negative
terrmnal
WIth
the

connector
A
terrmnal

WhIte
and
the

battery

pOSItIve
terminal
With

the
connector
N

terrmnal

yellow
as
shown

m

Figure
43
The

lamp
m
the
circuit
should

hght

@

Reverse
the
connection
as

shown
m

Figure
44

If
the

lamp
does
not

hght
the

pOSItIve
diodes

are

satisfactory
If
the

lamp
does

light
one
or

all
of

the

pOSItIve
dIodes

are
defective
and
must

be

replaced
@

Qg

2

Negative
DIOde
Test

Connect
the

battery

negatIve
termmal
to

the
connector
N
terrmnal

yellow
and
the

battery

pOSItIve
termInal
to
the

connector
E
termmal

black
The

lamp
m
the

CIrcUit
should

lIght
Reverse

the
connectIons
If

the

lamp
does

not

lIght
the

nega1
ve
dIodes
are

satlsfactory
If
the

lamp
does

lIght
one

or
all

I

of
the

negatIve
dIodes

are
defectIve
and
must
be

replaced

To
test
the

indiVIdual
dIodes
With
a
tester

proceed
as
follows

1
There

are
two
kInds
of
diodes
as
shown
m

Figure
45
Check
dlOd
reSIstance

usmg
a
tester

In
both
dIrectIons

as

jl
own
in

Figure
46

f

Current
flow
@

Current
flow

re

ack

flgUre

e

terminal

r

Positive
diode

Negative
diode

@

ENGINE

ELECTRICAL
SYSTEM

105

VOLTAGE

REGULATOR

REMOVAL

To

remove
the

voltage
regulator
dISconnect

the
6

way
multIple
electrIcal

COlInector
and
the

screws

holdmg
the

regulator
to
the
SIde
wall

lJ

R
ftl5
C

Wt

Str

Ii

DISTRIBUTOR
W
I
vE

Dlstnbutors
used

on
models

covered
m
this

manual
are
SImilar

except
that

some
have
a

dual
contact

pomt
system
rather
than

a

single

contact

system
The
dual

pomt
system

applies

to
1970
and
newer
models

eqUIpped
With
the

exhaust
and

evaporatIve
ermsslOn
control
deVIce

The

pomts
are

placed
m

parallel
In
the
circuIt

so
that
there
IS
a

pqase
dIfference

In
their

opera

tIon
Phase
dlfference

IS
5

degrees
on
1970

19
71

models
and
31h

degrees
on
1972
models

This

can
be

adjusted
With
the

adjustIng
screw
on

what
IS

called
the
retarded
breaker
Figure
51
shows
the
dual

point
distributor

FunctIonally
the
dIStnbutor
consists

of
the

hIgh

voltage
electrical

system
the

ignitIon
switch
the

centrifugal
advance
mechanISm

a
vacuum
ad

vance

mechanIsm
and

a
mechanIcal

driving

mechanISm

Figure
52

next

page
IS
an

ignItion

diagram
that
shows

parts
of

the

IgnItIon
CIrCUIt

The
dIstributor
shown

IS

typIcal
of
the

single

contact

pomt
system

CONSTRUCTION

Figure
53
shows

a

typical
distributor
used
and

Figure
54
shows

the
dIStnbutor
in
an

exploded

VIeW

Figures
55

page
107
and
56

page
108

provide
detaIled

exploded
VIews
of
the

lugh

tenSIon
cable

system
and
the

single
point
contact

system
Figure
57

page
109
covers

dIStrIbutors

With
the
dual

pOInt
system
The

descnptions

given
below

for

dIsassembly
and

repair
apply

espeCIally
to
the

smgle
pOInt
system
but
are

generally
true
for
the
dual

point
system

@

@
ADVANCED
BREAKER

PHASE
DIFFERENCE

5

DEGREES

106
CHAPTER
NINE

@

Igmtlon
switch

IgnItion

plug

engine

Condenser

IgnItIon
cod

@

II

9

ft

O

CHECKING
AND
ADJUSTMENT
foreIgn
matenal
or
cracks
Qean
the

cap
thor

oughly
Replace
it
If
cracks
are
found

Inspect

the

hIgh
tensIon
cables
to
see
that
all
connectIons

are

firmly
made
and
that
the
cables
are
not

cracked

Replace
any
defective
cables
Do
not

try
to

tape
or
mend
them
Cap
and
Rotor
Head

The

cap
and
the
rotor
head
must

always
be

kept
clean

to

prevent
lugh
voltage
leaks

Inspect

the

cap
penod1cally
for

SIgnS
of
carbon

bwldup

ENGINE
ELECTRICAL
SYSTEM
111

@

7
WIth

a
hammer
and

punch
knock
out
the

pm
holdmg
the
collar
set
to
the
shaft
Be
certain

to
mark
the
relatIve
locatIon
of
the
collar
set
to

the
shaft
before
removal
See

Figure
61

@

8
Remove
the
shaft
and
cam
as
shown
m

Figure
62

@

V
t

0

ao
9
Remove
the
cam

by
removmg
the
set
screw

at
the

top
of
the
shaft
and

pulling
the
cam
off

Be
certam
to
mark
the
cam
location

relatIve
to

the
shaft
before
removal
See

Figure
63

@

10

Inspect
all

parts
carefully
for

SIgnS
of
wear

or

damage
Replace
defectIve

parts

Assembly
of
the
dIStrIbutor
IS
the

reverse
of

disassembly
Make
certam
all

parts
are
rein

stalled

m
the
same
relative
location
to
the
shaft

1S
when
removed
Refer
to

Figure
64
for

setting

the

governor
springs
and
cam
See
Table
1

page

112
for
Distributor

SpecIficatIons

@
5

2

3

1
Go
emor

Welgbt
5
Carn

plate

2
Clearance
lor

advanCing
6

Welgbt
pin

angle
7
Circular
hook

3

Rectangular
hook
8
Governor

spnng
A

4
Go
ernor

spnng
8
9
Rotor

posltlomng
lip

IGNITION
COIL

The

IgnItion
COllIS
shown
m

Figure
65
and

IS
a
HItachI
model
C
14
51

Repair
of
the

IgnitIon

ENGINE
ELECI
RICAL

SYSTEM

113

i

Normal

plug
appearance
noted

by
the
brown

to

graYlsll
lan

depOSits
and

slight
eleclrode

wear
This

plug
indicates
the
correct

plug
heal

range
and

proper
air
fuel

ratio

jI

Jo

t
Ql
i

Carbon

fouhng

distinguished
by

dry
fluffy
black

carbon

depOSits
which

may
be
caused

by
an

over

rich

alr
lue
mixture
excessive
hand

choking

clogged
air

filler
or
excessl
e

Idling

t
I

j
if

r
l

1

tfc
ji

0
1

fouling
indicated

by
wet

o
ly
depOSits
caused

by
011

pumping
past
worn

rings
or
down
the
Intake

valve

gUIdes
A
hotter

plug

temporanly
reduces

011

depOSits
but
a

plug
that
IS

too
hot
leads

to

pre

Ignition
end

possible

engine
damage
@

Red
brown

yellow
and
white

coatings
caused

by

luel
and
011
addltl

es
These

depOSits
are

not
harm

ful
If

they
remain
In
a

powdery
lorm

pr

11

L
J

J

S

C

ShinY
yellow

glaze
on
Insulalor
cone
IS

caused
when

the

powdery

depOSits
from
fuel

and
011
addltl
es

melt

Melting
occurs

during
hard

acceleration
alter

prolonged
Idling
This

glaze
conducts

electnclty

and

shorts
out
the

plug

e

1

A
I

A

I

7

Overheated

plug
indIcated

by
burned

or
blistered

Insulator

tiP
and

badly
worn
electrodes
ThiS
condl

J

tlon

may
be

caused

by
pre
Ignition

cooling
system

defects
lean
alr

luel
ratiOS
low
octane
luel

or
o
er

advanced

Ignition
timing

Spark
plUI
condition

photos
courtesy
of
AC

SPIr1l
Plug
Olv
s
on

Gene
MolDrs

Corporlllon