1969 DATSUN 610 ABS

the
steel
balls
and
the
sleeve

yoke
for

damage
or
wear
Renew

the
boots
and
the
sleeve

yoke
plug
0

ring
if

necessary
Renew

the
universal

joint
jf

faulty

Check

the

play
in
the
drive
shaft

using
a
dial

gauge
as

shown
in

Fig
H
18
The
measurement
taken
with
the

dri
le

shaft

fully

compressed
should
not

exceed
O
lmm
0
004
in

Renew
the
drive
shaft
as

embly
if
the

specified
value
is
not

obtained

Oean

the
old
grease
from

the
sleeve

yoke
and
the
drive

shaft
ball

grooves
and
lubricate
with
oil

Asse

bly
of

the
drive
shaft

is
a

reversal
of
the

dismantling

procedure
noting
the

following
points

Align
the

yokes
and
make
sure
that

the
steel
balls

and

spacers
are
fitted

in
the
correct
order
Select
a

snap
ring
which

will

adjust
the
axial

play
of

the

universaIjoints
to
within
0
02mm

0
0008
in

Snap
rings
are
available
in

four
thicknesses
of

1
49
1
52
1
55

and
1
58
mm

0
0587
0
0598
0
0610

0
0622
in

Apply
a

generous

quantity
of
multi

purpose
grease
to
the

ball

groove
and
the
area
shown
in

Fig
H
19

REAR
AXLE
Removal
See

Fig
H
2

Estate
car
and
Van

Jack

up
the
vehicle
at
the
rear

and

support
it
on
stands

Remove

the
road

wheels
and
brake

drums
I

3
Disconnect
the
brake
hose
from
the

brake

pipe
Plug
the

end
of
the
hose
to

prevent
the

ingress
of

foreign
matter

4
Disconnect
the
handbrake
rear
cable
from

the
balance

lever

assembly

5
Disconnect

the

propeller
shaft
from
the
differential

flange

Release
the
lower
shock
absorber

self

locking
nuts
and

slide

the

mounting
eyes
of
the
shock
absorber
from
the

rear

spring
seat

pivot

6

Support
the
rear

axle
with

ajack
loosen
the
U
bolts
and

remove
the
nuts
from
the
rear

spring
shackles
Withdraw

the
shackles
from
the

spring
eyes

7
Remove
the
V
bolt
lock
nuts

completely
and
lower
the

jack
to

withdraw
the
rear
axle

assembly

REAR
AXLE

Dismailtling
and

Inspection

Disconnect
the
brake

pipes
from

the
wheel
cylinders
and

remove

the
brake

pipe
and
three

way
connector
Remove
the

cross
rod

clamp
and
the
balance
lever
from
the
rear
axle
case

Remove
both
cross
rod

ends
from
the

wheel

cylinder
lever

assembly

Unscrew
the
oil
drain

plug
and
drain
the
oil
from
the
axle

case
into
a
clean
container
The
oil

may
be
re
used
if
it
is
in

good
condition

Remove
the
nuts

securing
the
brake

backplate
to
the
axle

case
and
draw
out
the
axle
shaft

assembly
with
the

backpl
te

and
grease
catcher
A

sliding
hammer

ST
36230000
should
be

used
for
this

operation
as
shown
in

Fig
H
2Q

The

bearing
collar
can
be
removed
with
a

press
or

by

cutting
with
a
cold
chisel

and
the

bearing
withdrawn
with
the

puller
ST
3712001
as
shown
in

Fig
H
2t
Remove
the
brake

backplate
and
withdraw

the

gear
carrier
from

the
axle
case

Check
the
axle
shafts
for

straightness
wear
and
cracks

00
NOT

attempt
to

straighten
a
bent
shaft

by
heating
Check

the
oil
seal
lips
for

signs
of

damage
or
distortion
Make
sure

that

the

bearing
is
not
worn
or

damaged
REAR
AXLE

Assembly
and
Installation

Assembly
is
a
reversal
of
the

removal

procedure
noting
the

following
points

Thoroughly
clean
all

parts
and
fit
a
new

gasket
between

the
axle
case

and

gear
carrier

Tighten
the
nuts
in
a

diagonal

pattern
and
to

the

specified
torque
readings

Fit

the
grease
catcher

bearing
spacer
bearing
and
new

bearing
collar
onto
the
axle
shaft
A
load
of
4
5
tons
will

be

required
to

press
the

bearing
onto

the
shaft

Insert
the
wheel

bearing
with
the
seal
side

facing
the

wheel
and
ensure
that
the

oil
seal

lips
are
coated
with
wheel

bearing
grease
prior
to

fitting

Check
and

adjust
the
axial

play
between
the
wheel

bearing

and
the
axle

housing
using
a

dial
gauge
as

shown
in

Fig
H
22

The
axial

play
should
be

adjusted
to
within
0
3
0
5mm

0
0118
0
0197
in

on
the
1400
and
1600cc

models
and
to

within
O
lmm
0
0039
in
on

the
1800cc
models

Fill
the
rear
axle
with
the

specified
amount
of

oil
and

bleed
and

adjust
the
brake

system
as
described
in

the

appropriate

section

REAR
SPRING
Removal
and

Inspection

Estate
cars
aud
Vans

The
rear

springs
can
be
removed
in
the
following
manner

Jack

up
the

vehicle
at
the

rear
until
the
wheels
are
clear

of

the

ground
and

place
stands
under
the
rear
frame

Disconnect
the
shock
absorber
from

the

spring
seat

Fig
H
21a
and

support
the
rear
axle

housing
with

ajack

3
Take
off

the
locknuts

and
remove

the
U
bolts
shown

arrowed
in

Fig
H
2t
the

spring
seat
location

plates
and

seat

pads

4
Remove
the
nuts

securing
the
front
bracket
to
the

body

remove
the
bracket
from

the

spring
eye
and
car

body
and

withdraw
the
rear

spring

5
Remove

the

upper
and
lower

rear
shackle
nuts

Fig
H
23

and
remove
the
rear

spring
from
the
vehicle

Clean
the

spring
leaves

thoroughly
and
examine

them
for

fractures
or
cracks
Renew
the

assembly
if

necessary

Check
the
front

pin
shackle
U
boIts
and

spring
seat

for

signs
of
wear
cracks
and

damaged
threads
Renew
the

components
as

required

REAR
SPRING
Installation

Installation
of
the
rear

spring
is
a
reversal
of
the
removal

procedure
noting
the
following

points

The
front
bracket

pin
front
bracket

bushing
shackle

pin

and
shackle

bushing
should
be
coated
with
a

soapy
solution

prior
to

assembly

Tighten
the
front

pin
securing
nut

and
the
shock
absorber

lower

securing
nut
with
the
vehicle

weight
resting
on
the
rear

wheels

Ensure

that
the
flange
of

the
shackle

bushing
is

clamped

evenly
on
both
sides

The

tightening

torque
values
can

be
found

on
the

page

entitled
TIGHTENING

TORQUES

81

REAR
SHOCK
ABSORBERS

Replacing

Estate
cars
and
Vans

Jack

up
the
reaT
of
the
vehicle
and

place
stands
under
the

rear

axle

housing

Disconnect
the
lower
end
of
the
rear
shock
absorber
from

the

spring
seat

Fig
H
23

Remove
the
shock
absorber

upper
attachment
nuts
and

withdraw
the
shock
absorber
The

upper
attachment
nuts
are

located
behind
the
Tear
seat
backrest
as
shown
in

Fig
H
24
Check
the
shock
absorber
for

leakage
or
cracks
and
make

sure
that

the
shaft
is

straight
Inspect
the
rubber
bushings
for

damage
and
deterioration
Renew
all
defective

components

lnstallation

is
a

reversal
of
the
removal

procedures
Tighten

the

upper
and
lower
shock
absorber
attachment
nuts
to
the

torque
readings
stipulated
in
TIGlITENING

TORQUES

NOTE
The

weight
of
the

vehicle
must
be

resting
on
the
fear

wheels
when

tightening
the
lower

mounting
to

damp
the
rubber

bushes
in
an
unloaded

position

TechnICal
Data

I
Type
Independent
suspension
with
semi
tralllI1g
arms
or

semi

floating

COIL
SPRINGS

14
2mm
0
559
in

14
5mm
0
571
in

90
mm
3
543
in

306
mm

12
047
in

299
mm
II
772
in

290
mm

11417
in

I
1400
and
1600cc

Wire
diameter

Wire
diameter
hard

suspension

Coil
diameter

Free

length
R
H

Free

length
L
H

Free

length
Hard

suspension

1800cc

Wire
diameter

Coil
diameter

Free

length
RHD
R
H

Free

length
RHD
L
H

Free

length
LHD
both

Free

length
Hard

suspension

RHD
R
H

RHD
L
H

LHD
both
14
5
mm

0
571
in

90
3
54
in

321
mm

12
6
in

307
mm

12
1
in

321
mm

12
6
in

306
mm

12
0

in

299
mm

I
1
8
in

306
mm

12
0
in

SHOCK
ABSORBERS

34
56

kg
75
123
lb

21
39

kg
46
86
lb

SHOCK
ABSORBERS

Estate
cars
and
Vans

1400
and
1600cc
estate
cars
and

rigid
axle
sedan

Piston
diameter
2S
mm
0
984
in

Stroke
205
mm

8
071
in

Max

length
518
mm
20
39
in

Damping
force
at
0
3
in
see

Estate
cars

Expansion

Compression

Damping
force

at
0
3m
jsec

Sedan

Expansion

Compression
1400
and
1600
cc

Piston
diameter

Piston
diameter
Hard

suspension

Stroke

Max

length

Damping
force
at
0
3m
sec

Expansion

Compression

1800
cc

Stroke

Max
lengtb

Damping
force
at
0
3
m
sec

Expansion

Compression

82
35
mm
1
378
in

40
mm

1
575
in

206
mm
8
110
in

568
mm
22
362
in

45

kg
99
21b

28

kg
61
7
lb

220
mm
8
60
in

595
mm
23
4
in

90

kg
198
4
lb

50

kg
110
3
lb

75

kg
165
4Ib

40

kg
88
2

lb
1800cc
Estate
cars

Stroke

Max

length

Damping
force
at
O
3m
sec

Estate
cars

Expansion

Compression
205mm
8
071
in

518
mm
20
39
in

63
87

kg
139
192
lb

33
43

kg
73
95
lb

Damping
force
at
0
3
m
sec

Estate
car
and
Van
with
hard

suspension

Expansion

Compression
97
131

kg
214
289
lb

29
43

kg
64
95
lb

REAR
SPRINGS

1400
and
1600cc
Estate
car

Length

Width

Thickness

No
of
leaves

Free
camber

Laden
camber
1200mm
47
2
in

60
mm
f2
362
in

6
mm
0
236
in

4

137
mm
5
394
in

15
mm

265
kg
0
59
in

584
lb

Spring
eye
bolt
diameter

Front

Rear
45
mm

I
772
in

30

mm
U81
in

1400
and
1600
cc

Free
camber

Laden
cam
her
rigid
axle
sedan

100
mm
3
937
in

15mm
250

kg
0
591
in

551

lb

1800cc
Estate

Laden
camber

Turning
torque
15
mm

265
kg
0
591

in
1

584
lb

2
2
kg
mm

123
Ib
in

REAR
AXLE
SHAFT

less
than
4
5

kg
cm
3
91b

in

less
than
0
1

S
mm

0
006
in

DRIVE
SHAFT
AND
JOURNAL
Spring
constant

End

play

Sliding
resistance
1400
and

1600
cc

Sliding
resistance
1800cc
0
15

kg
0
33
lib

less
than
20

kg
44
lb

Radial

play
of
ball

spline
less
than
O
lmm
0
004
in

Front

SuspensIon

DESCRIPTION

WHEEL
HUBS

WHEEL
BEARINGS

Adjusting

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY

DESCRIPTION

The
front

suspension
is
of
the
strut

type
with
the
coil

spring
and

hydraulic
damper
units
mounted
on
the

suspension

member
and
transverse
link

assembly
See

FigJ
1

Vertical
movement
of
the

suspension
is
controlled

by

the
strut

assembly
the
tension
rod
absorbs
the
forward
and

backward
movement
of
the
transverse
links
whilst
side
move

ment
of

the

body
is
controlled

by
the
stabilizer
rod
which
is

attached
to
the

body
and
transverse
links

WHEEL
HUBS
Removal

1
Jack

up
the
vehicle
remove
the
road
wheel
and
disconnect

the
brake
hose
at
the
strut
outer

casing
bracket
as

described
under
the

previous
heading
Plug
the

opened
end

of

the
hose
to

prevent
loss
of
fluid

2
Remove

the
brake

calliper
assembly
or
the
brake
drum

as
described
in

the
section
BRAKES

3
Remove
the

grease

cap
from
the
hub

by
tapping
lightly
at

the

joint
using
a
screwdriver
and
hammer

4
Withdraw
the
cotter

pin
from
the
wheel

bearing
locknut

and
remove
the
nut
Remove
the
wheel
hub

together
with

the
wheel

bearing
and
washer

Fig
J
2

On
cars
fitted
with
disc
brakes
the
hub
is
removed

complete

with
brake
disc

5
The
wheel

bearing
outer
race
can

be
removed
from

the
hub

using
a
drift
as
shown
in

Fig
I
3

WHEEL
HUBS

Inspection
and
Overhaul

Gean
the
hub

and

bearings
by
washing
in

petrol
Examine

the

grease
seal
and
make
sure
that
it
is
not
worn
or
cracked

renew
the

seal
if

necessary
Ensure
that
the
races
are
not

pitted

or
scored
rotate
them
and
check
for

signs
of
wear
and

play

A
sectional
view
of

the
wheel

bearing
assembly
is

given
in

Fig

14
to

provide
an
indication
of
the

points
to
be
checked

WHEEL
HUB
AND
BEARING
Installation

The
wheel

bearing
outer
race
can
be
refitted
with
a
suitable

drift
or

special
tool

ST
35310000

Fill
the
wheel
hub
and
the
hub

cap
to
the

positions
shown

in

Fig
J
5
with
multi

purpose
grease

Fill
the

spaces
between
the

bearing
rollers
and
the

lip
of

the

grease
seal
with
the
same

type
of

grease
Lightly
smear

the

spindle
shaft
and
threads
the

bearing
washer
and

bearing
lock
SPRING
AND
STRUT
ASSEMBLY

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT

FRONT
WHEEL
ALIGNMENT

ADJUSTING
THE
STEERING
ANGLE

nut

with

grease
and
assemble
the

parts
onto
the
wheel

spindle

Make
sure
that
dirt
and

foreign
matter
does
not
adhere
to

the

greased
surfaces

Adjust
the
wheel

bearings
as
described
under
the

following

heading

WHEEL
BEARINGS

Adjusting

The
wheel

bearings
can
be

adjusted
with
the
road
wheel

the
hub

cap
and
the

bearing
locknut
cotterpin
removed
as

previously
described

Tighten
the
wheel

bearing
locknut
to
a

torque
reading
of

3
0
3
5

kgm
21
7

25
3lb
ft
Turn
the
hub
several
times
in

each
direction
to

settle
the

bearing
and
then
retighten
the

bearing
locknut
to
the

specified

torque
reading

Slacken
the

bearing
locknut
to

an

angle
between
40
to
700

a

ay
from
the

previously
tightened
position
and

align
the
cotter

pin
hole
with

the
hole
in
the
spindle
Turn
the
wheel
hub
a
few

times
in
each
direction
and
then
measure
the

torque
required

to
cause

the
hub
to

turlI
A

spring
balance
should
be
used
as

shown
m

Rig
J

p
make
sure
that
the
brake

pads
are
not

binding

on
the
disc

type
of
brake
unit
and
check
that
the
force

required

to
turn

the
hub
is
within
the
following
fIgures

Wheel

bearing
rotation

starting
torque

1800ce
With
new

bearing
7

0

kg
cm
97
in
oz

1400
1600cc
With
new

bearing
8
0

kg
cm
111
2

in
oz

With
used

bearing
4
0

kg
cm

56
0
in
oz

Starting
torque
at

the
hub
bolt

lWth
new

bearing

ith
used

bearings
1
57

kg
3
46
lb

0
7

kg
1
541b

Adjust
the
locknut

slightly
if
the

fIgures
do
not
conform
and

replace
the

cotterpin

Refit
the
hub
cap
and
the
road
wheel

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY
Removal

Jack

up
the
front
of
the
vehicle
and

place
stands
under

the
ront
side
members

Remove
the
road
wheels
and
the

splash
board

3
Disconnect
the
front
brake
hoses
and
remove
the
brake
hose

locking

springs
Withdraw
the

plates
and
remove
the
hoses

from
the
strut

assembly
Plug
the
ends
of

the
hoses
to

prevent
the
ingress
of
dirt
and
loss
of
fluid

4
Remove

the
cotter

pin
from
the
tie
rod
ball

joint
remove

83

the
castle
nut
and
detach
the
tie
rod
from
the
knuckle
arm

5
Remove
the
tension
rod

securing
nuts

Fig
J
7
remove

the
bolts
and
withdraw
the
tension
rod
Withdraw
the
nut

shown
arrowed
in

FigJ
8
and
remove
the
stabilizer

6

Support
the

engine
with
suitable

lifting
tackle
so
that

the

engine
mounting
bolts
can

be
removed
and
the

suspension

crossmember
detached
from
the

engine
FigJ
9

7
Place

ajack
under
the
crossmember
Remove
the
bolts

indicated
in

Fig
J
IO
and

separate
the
crossmember
from

the

body

8
Remove
the
strut

assembly

upper
attachment
self

locking

nuts
at
both
sides
Fig
J
ll

and
lower

the
front

suspension

assembly
to
remove
it
from
the
vehicle

FRONT
AXLE
AND
SUSPENSION
ASSEMBLY
Installation

Installation
is
a
reversal
of

the
removal

procedure
noting

the

following
points

Make
sure
that
all
rubber

parts
are
free
from
wear
and

deterioration

Any
part
of

the
suspension
assembly
which
has

been

damaged
or
distorted
must
be

replaced
The
front
wheel

alignment
should
be
checked
after

completing
the
installation

a
brief

description
is

given
at
the
end
of
this
section
Camber

and
castor

angles
are

preset
and
cannot
be

adjusted

SPRING
AND
STRUf
ASSEMBLY
Removal
and
Installation

The
strut

assembly
consists
of
the
outer

casing
piston
rod

piston
rod

guide
and
cylinder
etc
An

exploded
view
of
the

components
is

given
in

Fig
J
12

The
inner

components
must

be
replaced
as
a

complete

assembly
Replacement
and
overhaul

procedures
for

the
inner

components
together
with
the
removal
of
the
front

springs

should

only
be
carried
out

by
a
specialist
Datsun

workshop

The
strut

assembly
can
be
removed

prior
to

dismantling
by

following
the

procedures
outlined
below

Jack

up
the
front
of
the
vehicle
and

support
it
on
stands

2
Disconnect
the
brake
hose
from
the
strut

assembly
bracket

as

previously
described
under
the

heading
FRONT
AXLE

and
SUSPENSION
ASSEMBLY
Removal

3
Remove
the
stabilizer
bar
and
tension
rod
from
the
trans

verse
links
Loosen
and
remove

the
knuckle
arm

fixing

bolts

Fig
J
9
And

separate
the

strut
assembly
from
the

ball

joints

4
Remove
the
strut

assembly

upper
attachment
self

locking

nuts

Fig
J
11
and
withdraw
the
strut

assembly
from

the

body
Fig
J
13

Installation
is
a
reversal
of
the
removal

procedure
Ensure

that
the
bolts
are

tightened
to

the
specified
torque
readings

given
under
TIGHTENING

TORQUES
SPRING
AND
STRUT
ASSEMBLY

Dismantling
and

Assembly

Care
must
be
taken
when

dismantling
the
assembly
to

ensure

that
aU

parts
are
maintained
in
a
clean
condition

Clamp
the

suspension
strut

assembly
in
a
vice
and
fit
the

special
attachment
ST
2770000
I
to
the
lower
end
of
the
strut

Prise
off
the
dust
cover

snap
ring
Use
the
coil

spring
compressor

ST
35650001
to

slightly

compress
the

spring
Remove
the
self

locking
nut
and
take
off
the
mounting
insulator
thrust
bearing

spring
seat
and

bump
rubber
Slacken
the

spring
compressor
and

remove

the

spring
Push
down
the
shock
absorber

piston
until
it

bottoms
and
remove

the

gland
packing
with
the

special
tool

ST
35500001

Fig
J
14
Remove
the
O

ring
from
the

piston

rod

guide
and
lift
out

the
piston
rod
and

cy
linder

assembly

00
NOT

separate
the

piston
and

cylinder
which
are
serviced

as
a

complete
assembly
Drain
all
fluid
from
the

suspension
unit

and
shock
absorber

assembly
Wash
all

parts
thoroughly
not

rubber

parts
in

petrol
or
a
suitable
solvent

The

gland
packing
and
0

ring
must
be
renewed
at

each

overhaul

Always
refill
with
the
correct

grade
of
fresh
oil
in

accordance
with
the
information
in
the
table
below

ATSUGI
KAYABA

Part
No

54302
UO
100

UOl10
325
cc
332
cc

54302
3
U0500
1

54302
N
1200
325
cc
300
cc

The
oil

quantity
is
extremely
critical
as
it
will
affect

the

damping

power
of
the
shock
absorber

To
assemble
fit
the
rubber
O

ring
on
the

top
of
the

piston

rod
and
refit
the

gland
packing
Take
care
that
the
oil
seal
does

not
become

damaged
during
the
latter

operation
Lift
the

piston

rod

up
by

approximately
90
mm
3
5
in
before

tightening
the

gland
packing
to
facilitate

bleeding
then

tighten
the
packing

to
a

torque
reading
of
7
13

kgm
51
94Jb
ft
Bleed
the

shock
absorber
by
pumping
the

piston
rod

up
and
down
until

the

pressure
is
the
same

in
both
directions

Position
the
coil

spring
bump
rubber

spring
seat
and
dust

cover
on
the

top
of
the

piston
rod
The

piston
rod
must
be
in

the

fully
extended

position
Compress
the

spring
fit
the
strut

mounting
insulator
and

bearing
assembly
Tighten
the
self

locking
nut
to
a

torque
reading
of

6
7
5

kgm
43
541b
ft

SPRING
AND
STRUT
ASSEMBLY
Installation

Installation
is
a
reversal
of

the
removal

procedure

Thoroughly
grease
the

parts
marked
in

Fig
J
15
Tighten
the

fixing
bolts
to
the

torque
readings
given
in
TIGHfENING

TORQUES

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT
Removal

The
transverse
link
with
rubber

bushing
is
connected
to

the

suspension
crosSlTIember

by
a

mounting
bolt
as
shown
in

Fig
J
11
and
to

the
strut

assembly
via
the
lower
ball

joint

87

the

system

operates
smoothly

COLLAPSIBLE
STEERING

The

collapsible
steering
column
is

designed
so
that

compression
occurs
when
the
vehicle
is
involved
in
a

head
on

collision
See

Fig
K
13

Two
forces
can
be
considered
when
a
collision
of
this

type
takes

place
These

being
the

primary
force
in
which
the

forward
motion
of
the
car
is

suddenly
halted
and
the

secondary

force

as
the
driver
continues
in

a
forward
direction
onto
the

steering
wheel

and
column
The

collapsible
column
is

designed

so
that
it
does
not
move
to
the
rear
i
e
into
the

driving
com

partment
when

the

primary
force
or
forward

motion
of
the
car

is

suddenly
halted
When
the

secondary
force
takes

place
as

the
driver
is
thrown
forward

the
column

jacket
gradually

collapses
and

partially
absorbs
the
amount
of

impact

The

collapsible

type
of
column
is
no
more

susceptible
to

damage
than
an

ordinary
column
when
it

is
installed
in
the

vehicle
however
when
a

collapsible
column

is
removed
it
must

be

carefully
handled
A

sharp
blow
on
the
end
of
the
shaft
or

gear
change
levers

dropping
or

leaning
on

the

assembly
can

cause

the
column

jacket
to
bend

particularly
at
the
bellows

part
which
absorbs
the
shock

The

steering
movement
is
transmitted

by
the

lower
shaft

and

upper
tube
The
lower
shaft
exterior
and

upper
tube

interior
are

tightly
fitted

together
with
four

plastic

pins
com

pletely

eliminating

any
gap

When
a
collision
occurs
the

plastic
pins
shear

and
the
lower

shaft
enters

the

upper
tube
this
action
will
cause
the
shaft
end

to

spread
and
the
lower
shaft
cannot

then
be
withdrawn
unless

an

extremely
high
load
is

applied

The
shaft
is

prevented
from

moving
towards
the
drivers

compartment
when
the

primary
force

takes

place
i

e
when

the
forward
motion
of
the
vehicle
is

suddenly
halted

by
the

three

stoppers
on

the

jacket
tube
The

steering
lock
collar

mounted
to
the
shaft
contacts

the
stoppers
and

prevents
a
rear

ward
movement

A
part
of

the

jacket
tube
is

specially
formed
to
act
as
an

energy
absorbing

part
of
the

collapsible

steering
The

upper

and
lower

guide
tubes

joined
with

polyacetal
resin
are

inserted

into
the
mesh
tube
so
that

energy
generated
by
a

collision
can

be
absorbed
as

smoothly
as

possible
with
a

low
load

The

steering
column

clamp
shown
in

Fig
K
14
is
secured

to

the

jacket
tube
and

body
by
bolts
with
two
aluminium

slidings
blocks
set
to
the

body
by
plastic
pins
An

impact
from

the
drivers
side
causes

the

plastic
pins
to
shear

and
leave
the

sliding
block
in
the
column

clamp
side

allowing
the

clamp
to

move
with
the

jacket
as
it

collapses

COLLAPSffiLE
STEERING
Removal

and

Inspection

Steering
Wheel

I
Disconnect
the

battery
earth
cable

2
Disconnect
the
horn

wiring
and

remove
the
horn

pad
3
Remove
the

steering
wheel
nut

using
the

special
puller

ST

27180000

Eig
K
15
Remove
the
column
shell
covers

Fig
K
16
and
the
turn

signal
switch

assembly

Column
shaft

4
Remove
the
cotter

pin
and
detach
the
shift

rod
Automatic

Transmission
Remove
the
bolt

securing
the
worm
shaft

and

coupling
Fig
K
17

5
Take
out

the
bolts

securing
the
column
tube

flange
to
the

dash

panel
and
the
bolts

securing
the
column

clamp
With

draw
the

steering
column
shaft
towards
the
car
interior

A
careful
check
should

be
made
to
ensure

that
the

assembly

is
not

damaged
in

any
way

Pull
out
the
lower
shaft

tap
the
column

clamp
towards

the

steering
wheel
end
and
remove

the
screws

securing
the

upper
and
lower
tubes

Separate
the

upper
and
lower

tubes

Remove
the

snap
ring
from

the

upper
end
of
the
column

pull

the

upper
jacket
down
and

separate
it
from
the

upper
jacket

tube

Take
care
not
to

damage
the

bearing
Remove
the

plain

washer

and

spring
from
the

upper
shaft

Check
the

column

bearings
for

damage
and
lack
of
smooth

ness

Apply
multi

purpose
grease
to
the

bearing
if

necessary

Inspect
the

jacket
tubes
for

signs
of
deformation
renew
the

tubes
if

necessary
Check
the
dimension

A
in

Fig
K
1B
to

make
SUfe
that

the

jacket
has
not
been
crushed

Check
the

dimension
B

Fig
K
14

COLLAPSffiLE
STEERING

Assembly
and
Installation

Assembly
is
a
reversal
of

the

dismantling
procedure
noting

the

following

points

Lubricate
the
column

bearing
the

spring
and
dust
seal

sliding

parts
Ensure
that
the

upper
shaft

steering
lock
hole
and

the

steering
lock
are

correctly
positioned
Fig
K
19
When

assembling
the
lower
shaft
take
care
to

coincide
the
notch
on

the
universal

joint
with

the

punched
mark
on
the
shaft

Coat
the

upper
and
lower
shaft

serrations
with
multi

purpose

grease
Set
the

steering
in
the

straight
ahead

position
and
fit

the

column
shaft
to

the

steering
gear
See

Fig
K
20
Insert
the

column

through
the
dash
board

and
install
it
to
the

gear
so
that

the

punch
mark
at
the

top
of

the
shaft
is
forced

upwards
Slide

the

universal

joint
to

the

steering
gear
and

temporarily
install

the
column

clamp
6
Fit

the
lower
cover

flange
7
and

tighten

the
column

clamp
bolts

Check
the

steering
wheel

alignment
with
the
wheels
in
the

straight
ahead

position
If
the

steering
wheel

and

steering
lock

are

misaligned
by
more
than
35
mm

I
4
in
from
the
vertical

position
femove

the

steering
wheel
and
re
centre

it

STEERING

LINKAGE
Removal

Jack

up
the
front
of
the

vehicle
and

support
it
on

stands

2
Remove
the

cotterpins
and
castle
nuts

fastening
the
tie
rod

ball

joints
to
the
knuckle
arms

95

REAR
AXLE
AND
REAR
SUSPENSION

Rear
wheel

bearing
nut

Brake

backplate
25
33

kgm
181
239

IbJt

7

3
7

kgm
19
5
26
8

lb

ft

1400
1600
Shock
absorber

upper
mounting
3

kgm
l6
61b
ft

Shock
absorber
lower

mounting
3

kgm
16
6
Ih
ft

1800cc
Shock
absorber

mountings
1
6
2
2

kgm
12
161b
ft

Drive
shaft
to
differential
nuts
5
6

kgm
36
2
4341b
ft

Drive
shaft
to
rear
axle

flange
5
6

kgm
36
2
43
4lb
ft

Bump
rubber
nuts
2
8
4
0

kgm
20
29
Ib

ft

Bump
rubber
nuts

180Occ
1
6
2
2

kgm
12
16
Ib
ft

Wheel
nuts

Rear

suspension
member

mounting
nuts
8
9

kgm
58
651b
ft

10

kgm
72
Ib
ft

Differential
member

mounting
nuts
8
5

kgm
61
5Ib
ft

Suspension
arm
to

suspension
member
nuts
10

kgm
58
72
Ib
ft

Differential
to
differential

member
6
8

kgm
43
581b

fl

Propeller
shaft

flange
nuts
4
0
8
5

kgm
29
62
Ib
ft

Propeller
shaft

flange
nuts

I
800cc
2
0
2
7

kgm
14
201b

fl

Differential
to

suspension
member
6
8

kgm
43
58Ib
ft

1800cc
Estate
car
and
Van
610

Body

Shock
absorber

upper
mounting
0
9
1
2

kgm
6
5
8
7Ih

fl

Shock
absorber
lower

mounting
3
5
4
5

kgm
25
33Ib
ft

Rear

spring
U
bolt

clip
6
0
6
5

kgm
43
47
Ib
ft

Shackle

spring
6
0
6
5

kgm
43
47Ib
ft

Spring
front

pin
6
0
6
5

kgm
43
47Ib
ft

Brake
back

plate

Estate

car

Van

Differential

gear
carrier

to
axle
case

Propeller
shaft

flange

Bump
rubber

Wheel
nut

Drain
and
filler

plug
2
2
2
7

kgm
16
20IbJt

L5
2
0

kgm
II
14
Ib
ft

2
0
2
5

kgm
14
18Ib
ft

2
0
2

7kgm
14
20Ib
ft

0
9
1
2

kgm
6
5
8

7Ib
ft

9

kgm
58
65Ib
ft

4
2
6
9

kgm
30
4
49
9
lb

ft

FRONT
SUSPENSION

Front
hub
nut

3
0
3
5

kgm
21
7
25
3

Ib
ft

Disc
brake

backplate
to
strut
2
7
3
7

kgm
19
5
26
7

Ib
ft

Brake

ca1liper
bolts
7
3
9
9

kgm
52
8
71
6

Ib
ft

Brake
disc
bolts
3
9
5
3

kgm
28
381b
ft

Stabilizer
bolts

suspension

arm
side
1
2
I

7kgm
8
7
12
3

Ib
ft

130
Tension

rod
to
frame

Tension

rod
to

transverse
link

Strut

assembly
upper
nuts

Steering
lever
to

strut

Ball

joint
to

transverse
link

Ball

joint
to
knuckle
ann

Piston

rod
nut

Gland

packing

1400
and
1600
CC
models

Flange

mounting
bolts

Bali
stud
nut

Gear
ann
nut

Idler
ann
nut

Adjusting
screw
nut

Steering
gear
mounting
bolts

Idler
arm

bolts

1800cc

models
610

Body

Gear
ann
nut

Rear
cover

bolts

Sector
shaft
cover

Sector
shaft

adjusting
screw

locknut

Steering
gear
mounting
bolts

Steering
linkage

Idler
arm
to
frame

Ball
stud
nuts

Side
rod
locknuts

Column
shaft

Steering
wheel
nut

Column

clamp

COll

piing
worm
shaft

Coupling

mounting
bolts

Brake

pedal
pivot

Brake

pipe
connection

Brake
disc
bolts

Bridge
pipe

Brake
hose
to

cylinder

Brake
calliper
bolts

Wheel

cylinder
bolts

Stud
side

Hexagon
side
4

5
5
5

kgm
33
40Ib
ft

4
9
6
3

kgm
35
4
45

6

Ib
ft

3
9
5
2

kgm
28
2
37

6

Ib
fr

6
8

kgm
43
581b
ft

1
9
5

kgm
14
18Ib
fL

5
5
7
6

kgm
40
55Ib
ft

6
7
5

kgm
43
54Ib
ft

7
13

kgm
51
94Ib

ft

STEERING

1
8
2
5

kgm
13
18Ib
ft

5
5
7
6

kgm
40
55Ib
ft

12

5
14
0

kgm
90
101
lb

ft

5
5
7
6

kgm
40

55Ib
ft

1
8
2
5

kgm
13
18Ib
ft

10

kgm
72

Ib
ft

4
4
6
1

kgm
32
44Ib
ft

14

kgm
lOllb
ft

L5
2
5

kgm
II
18Ib
ft

1
5
2
5

kgm
II
18Ib
ft

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14
5
18Ib
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6
8

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43
4
57
8Ib
ft

4
4

6
1
kgm
32
44Ib
ft

5
5
7
6

kgm
40
55Ib
ft

4
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1

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32
44lb
ft

4
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kgm
29
36
Ib
ft

1
3
1
8

kgm
9

4
13
0
lb

ft

4
5

kgm
29

36Ib
ft

L5
2
2

kgm
II
16Ib
ft

BRAKES

3
5
4
0

kgm
25
3
28
9

Ib
ft

1
5
1
8

kgm
10
8
13
0
lb

ft

3
9
5
3

kgm
28
2
38
3
IbJt

1
7
2
0

kgm
12
3
14
51b

fl

1
7
2
0

kgm
12
3
14
5lb

ft

7
3
9
0

kgm
52
8
65
llb
ft

0
5
0
7

kgm
3
6

5
llb
ft

1
4
1
8

kgm
10
13
Ib
ft

The

type
D3034C
carburettor
has
certain
additional

features

These
include
a

power
valve
mechanism
to

improve
the

performance

at

high
speed
a
fuel
cut
off
valve
which
cuts
the
fuel

supply

when
the

ignition
key
is
turned
to
the
off
position
and
an

idling

limiter
to

maintain
the

emissions
below
a

certain
level

Sectional
views
of
the
two

types
of

pumps
are
shown
in

Figs
8
1
and
B
2
An
EP
3
electrical
fuel

pump
is

located
in
the

centre

of
the
spare
wheel

housing
in
the
boot

Fig
B
3
shows
a

sectional
view
of
the

pump
with
its
contact

the
pump
mechanisms

solenoid

relay
and
built
in
filter

The
air
cleaner
uses
a

viscous

paper
type
element
which

should
be

replaced
every
40
000
km
24
000
miles

Cleaning

is
not

required
and
should
not
be

attempted

The

cartridge
type
fuel
strainer

incorporates
a
fibre
clement

which
should
be
renewed
at
inervals
not

exceeding
40
000
km

24
000
miles
Fit
B
4
shows
a
sectional
view
of

the
assembly

The
fuel
lines
should
not
be
disconnected
from
the
strainer
when

the
fuel
tank
is
full

unless
absolutely
necessary
as
the
strainer

is
below
the
fuel
level

FUEL
PUMP

Testing

Disconnect
the
fuel
hose
from
the

pump
outlet
Connect

a
hose
with

an
inner
diameter
of
approximately
6
mm
0
024

in
to

the

pump
outlet
and

place
a

container
under
the
end
of

the

pipe
Note
that
the
inner

diameter
of
the

pipe
must
not
be

too

small
or

the
pipe
will
be

incapable
of

delivering
the
correct

quantity
of
fuel
when

testing
Hold
the
end
of
the
hose
above
the

level
of
the

pump
and

operate
the

pump
for
more
than
IS

seconds
to
check
the

delivery
capacity
The

capacity
should
be

I
400
cc

3
24
U
S

pts
in
one
minute
or
less
The

pump
must

be
removed
from
the
vehicle
if
it
does
not

operate
or
if
a

reduced

quantity
of
fuel
flows
from
the
end
of
the
hose
Remove

the
pump
from
the
vehicle
and
test
as
follows

Connect
the

pump
to
a

fully
charged
battery
If
the

pump

now

operates
and

discharges
fuel

correctly
the
fault
does
not

lie
in
the

pump
but

may
be
attributed
to

any
of
the

following

causes

Battery
voltage
drop

poor
battery
earth
loose

wiring

loose
connections
blocked
hoses
or
a

faulty
carburettor

If
the

pump
does
not

operate
and

discharge
fuel
when

connected
to
the

battery
then
the

pump
itself
is

faulty
and

must
be
checked
as
follows

First
make
sure
that
current
is

flowing
This
will
be
indica

ted

by
sparking
at

the
tenninals
If
current
flows
the
trouble
is

caused

by
a

sticking

pump
plunger
or

piston
The

pump
must

be
dismantled
in

this
case
and
the

parts
thoroughly
cleaned
in

petrol

If

the
current
does
not
flow
a
coil
or
lead
wire
is
broken

and
the

pump
must

be
renewed
A

reduced
fuel
flow
is
caused

by
a

faulty
pump
inlet
or

discharged
valve
or
blocked
filter

mesh
The

pump
must

of
course

be
dismantled
and
serviced
as

necessary

FUEL
PUMP

Removing
and

Dismantling

Remove
the
bolts

attaching
the
fuel

pump
cover
to

the

floor

panel
see

Fig
B
S
Remove
the
bolts

attaching
the

pump
to
the
cover

2
Disconnect
the
cable
and
fuel
hoses
Withdraw

the

pump
Dismantle
as
follows

Slacken
the

locking
band
screws
and

remove
the
strainer

strainer

spring
filter
strainer
seal
and

locking
band

Remove
the

snap
ring
Withdraw
the
four
screws
from
the

yoke
and
remove

the
electromagnetic
ulJ
it
Press
the

plunger
down
and
withdraw
the
inlet
vaive

the

packing

and
the
cylinder
and

plunger
assembly

A
defective
eledrical
unit

cannot
be
dismantled
as

it
is

sealed
and
must

be
renewed
as
a

complete
unit

FUEL
PUMP

Inspection
and

Assembly

Wash
the
strainer
filter
and

gasket
in

petrol
and

dry
using

compressed
air
Renew
the
filter
and

gasket
if

necessary
Note

that
the
filter
should
be
cleaned
every
40
000

km
24
000

miles
Wash
the

plunger
piston
and
inlet
valve
in

petrol
and

make
sure
the

piston
moves

smoothly
in
the

cylinder
Replace

the

parts
if
found
to
be
defective

Insert
the

plunger
assembly
into
the

cylinder
of
the
electri

cal
unit
and
move

the

assembly
up
and
down
to

make
sure
tha
t

the
contacts
are

operated
If
the
contacts
do
not

operate
the

electrical
unit
is

faulty
and
must

be
renewed

Assembly
is
a
reversal
of

the
dismantling
procedures
tak

ing
care
to
renew
the

gaskets
as

necessary

CARBURETIOR

Idling
Adjustment

The
D3034C
carburettor
fitted
to

engines
equipped
with

an
emission
control

system
must
be

adjusted
as
described
under

the

heading
IGNITION
TIMING
AND
IDLING
SPEED
in
the

section
EMISSION
CONTROL
SYSTEM

Reference
should
be
made
to
carburettor

idling
adjustment

procedures
for
the
L14
L16

and
LI8

engines
when

adjusting

the
type
DAK
340
carburettor
fitted
to
the
G
18

engine
A
smooth

engine
speed
of

approximately
550

rpm
should
be
attained
in

this
case

FUEL
lEVEL

Adjustment
DAK
340earburettor

A
constant
fuellevcl
in
the
float
chamber
is
maintained

by

the
float
and
needle
valve
See

Fig
8
6
If

the
fuel
level
does
not

correspond
with
the
level

gauge
line
it
will
be

necessary
to

care

fully
bend
the
float
seat
until
the
float

upper
position
is

correctly

set

The
clearance
H
between
valve
stem
and
float
seat

should

be
I
5
mm
0
0059
in
with
the
float

fully
lifted

Adjustment

can
be
carried
out

by
carefully
bending
the
float
stopper
3

FUEL
lEVEL

Adjustment
D3034Ccarburettnr

The
fuel
level
should

correspond
with
the
level

gauge
line

Adjustment
can

be
carried
out
if

necessary
by
changing
the

gaskets
between
the
float
chamber

body
and
needle
valve
seat

The
gaskets
are
shown
as
item
4
in

Fig
B
7
When

correctly

adjusted
there
should
be
a

clearance
of

approximately
7
mm

0
027
in
between
float
and
chamber
as
indicated

STARTING

INTERLOCK
VALVE
OPENING

The

choke
valve
at
its

fully
closed
position
automatically

opens
the
throttle
valve
to
an

optimum
angle
of
14

degrees
on

the

type
DAK
340
carburettor
and
13
5

degrees
on
the
D3034C

carburettor
With
the
choke
valve

fully
closed
the
clearance

G

I
in

Fig
8
should
be
1

I
mm
0
0433

in
This
clearance

S19