1969 DATSUN 610 check engine light

stopper
to

the
overrunning
clutch

side
and
removing
the

stopper
clip
Remove
the

stopper
and

overrunning
clutch
as

shown

inFig
M
7

Oean

the
dismantled

components
and
check
them
for

wear
or

damage

Cbeck
the
brushes
and
renew

them
if
worn
below
6
5mm

0
257
in
Fit
new
brushes
if
the
brush
contact
is
loose
Cbeck

the
brush
holders
and

spring
clips
and
make
sure

that

they
are

not
bent
or
distorted
The
brushes
should
move

freely
in

their

housings
and
can
be
eased
with
a
file
if

necessary
The
brush

spring
tension
should

be
approximately
0

8kg
1
76Ib

and

can
be
checked
with
a

spring
balance
as

shown
in
Fig
M
S

Armature

assembly

Make
sure
that
the
surface
of
the
commutator

is
not

rough
or

pitted
Oean
and

lightly
polish
with
a
No
500

emery

cloth
if

necessary
If
the
commutator
is

badly
worn
or

pitted

it
should
be
skimmed
in
a
lathe

only
a

light
cut
must

be
taken

to
remove

the
minimum
amount

of
metal
If
the
commutator

diameter
wear
limit
of
0
2mm
0
OS
in

is
exceeded
the

assembly
must
be

renewed

Undercut

the
mica
between
the
commutator

segments

when
the

depth
of
mica
from
the
surface
of
the

segment
is

less
than
0
2mm
0
08

in
The

depth
should
be
between

0
5
0
8mm
0
0197
0
0315
in
as
shown
in

Fig
M
9

The
armature
shaft
should
be
checked
for

straightness

by
mounting
between

the
centres
of
lathe
and

positioning

a
dial

gauge
as
shown
in

Fig
M
I
O
Renew

the
armature

if
the

bend
of
the
shaft
exceeds
0
08mm
0
0031
in

Field
coils

testing

Test
the
field
coils
for

continuity
by
connecting
a

circuit

tester
between
the

positive
terminal
of
the
field
coil
and
the

positive
terminal
of
the
brush
holder
as
shown
in

Fig
M

I
I
If

a

reading
is
not

obtained
the
field
circuit
or
coil
is

open

Cbnnect
the
tester
to
the

yoke
and
field
coil

positive

teoninal
as

shown
in

Fig
M
12
to

check
the
field
coils
for

earthing

Unsolder
the
connected

part
of
each
coil
and
check
the

circuit
for

earthing
in
a
similar
manner

Renew
the
field

coils

if

they
are

open
earthed
or
short
circuited

Outch
assembly

The

overrunning
clutch
must
be

replaced
if
it
is

slipping

or

dragging
Examine
the

pinion
and
sleeve

making
sure
that

the

sleeve
is
able
to
slide

freely

along
the
armature
shaft

spline

Inspect
the

pinion
teeth
for

signs
of

rubbing
and
check
the

fly

wheel

ring
gear
for

damage
or
wear

Bearings

Inspect
the
metal

bearing
bushes
for
wear
and
side

play

The
bushes
must

be
renewed
if
the
clearance

between
the

bearing

bush

and
armature
shaft

is
in
excess
of
0
02mm
0
008
in

New

bearing
bushes
must
be

pressed
in
so
that

they
are
flush

with
the
end
of
the
case
and
reamed
ou
t
to

give
a
clearance
of

0
03
0
10
mm
0
0012
0
0039
in

H
Solenoid

assembly

Inspect
the
solenoid
contact
surface
and

replace
if

showing

signs
of

wear
or

roughness
Replace
the

pinion
sleeve

spring
if

weakened

Check
the
series
coil

by
connecting
an

8
12

volt

supply

between
the
Sand
M
terminals
as
shown
in

Fig
M
13
The

series
coil
is
normal
if
the

plunger
operates

Test
the
shunt
coil

by
connecting
the
S
terminal
the
M

terminal
and
the
solenoid

body
as
shown
in
the
lower
illustration

of

Fig
M
13

Open
the
M
terminal
when
the

plunger
is
operated

the
shunt
coil
is

satisfactory
if
the

plunger
stays
in
the

operated

position

Measure
the

length
L
between

theylonger
adjusting
nut

and
solenoid
cover

Press
the

plunger
against
a

firm
surface
as

shown
in

Fig
M
14
and
check
that
the
dimension
is
within

the
figures

given
Turn
the

adjusting
nut
if

necessary
until
the

required
dimension
is
obtained

STARTER
MOTOR

Assembly
and
Installation

The
assembly
and
installation

procedures
are
a
reversal

of
the
removal
and

dismantling
operations
When

assembling

the
starter
smear

the
armature
shaft

spline
with

grease
and

lightly
oil
the

bearing
bushes
and

pinion

ALTERNATOR

The
alternator
is
driven

by
the
fan
belt
and
has
an
advant

age
over
a

dynamo
in
that
it

provides
current
at

low

engine

speeds
thereby
avoiding
battery
drain
Maintenance
is
not

normally
required
but
the
tension
of
the
fan
belt
should
be

checked
and

adjusted
if

necessary
as

described
in
the

section

COOLING
SYSTEM
Care
must
be
taken
not
to

overtighten

the
fan
belt
or

the
alternator

bearings
will
be
overloaded

The
alternator

output
can
be
checked
with
the
alternator

in

the
vehicle

by
carrying
out
the

following
test
Ensure
that
the

battery
is

fully
charged
Withdraw
the
connectors
from
the

alternator
F
and
N
terminals
and
connect
a

jumper
lead
between

the
F
and
A
terminals

Connect
a
voltmeter
to
the
E

and
A
alternator
terminals

with
the

negative
lead
to

terminal
E
and
the

positive
lead
to

the
terminal
A
as
shown
in

Fig
M
IS
Switch
the

headlamps

on
to
full
beam
and
start

the

engine
Increase
the

engine
speed

gradually
and
note

the

reading
on
the
voltmeter
when
the

engine
reaches
a

speed
of

approximately
lOaD

rpm
The

alternator
is

operating

satisfactorily
if
the
voltmeter
shows
a

reading
above
12
5
volts
If

the

reading
is
below
12
5
volts
the

alternator
is
defective
and
should
be
removed
for

inspection

ALTERNATOR
Removal

Disconnect
the

negative
lead
from

the

battery
and
the
two

lead
wires
and
connector
from
the
alternator

Slacken
the
alter

nator

mounting
bolts
and
take
off

the
fan
belt
Take
out

the

mounting
bolts
and
withdraw
the
alternator
from
the
vehicle

III

GIS

DESCRIYfION

ENGINE
Removal
and
Installation

ENGINE
MOUNTING

INSULATORS

ENGINE

Dismantling
Inspection
and
Overhaul

CHAMSHAFT

AND
CAMSHAFT
BEARINGS

CYLINDER
BLOCK

PISTONS

CONNECTING

RODS

CRANKSHAFT

ENGINE

Assembling

VALVE
CLEARANCE

Adjusting

DESCRIYfION

The
G
18

engine
is
a
short

stroke
unit
with
a

displacement

of
1
815
ce
The
aluminium

alloy
cylinder
head
has
cross
flow

ports
and
a
V

shaped
valve

layout
The

single
overhead
camshaft

is
driven
from
the
crankshaft

by
a
double
row
roller
chain
at
a

reduction

ratio
of
2
I

The
crankshaft
is
a

carbon
steel

forging
and
is

provided

with
five
main

bearings
and
four

balancing
weights
Aluminium

thrust

bearings
are
located
at

the
No
2

journal

The
cast
aluminium

alloy
pistons
have
two

comp
ression

rings
and
one
oil

ring
Gudgeon

pins
are

fully
floating
in
the

piston
bores
and
are

equipped
with

circlips
at

each
end
to
limit

the
amount

of
their
travel
The

forged
steel

connecting
rods

have
weight
adjusting
bosses
at
both

large
and
small
ends
to

insure
that
the
rods
are

correctly
balanced

during
operation

The

lubricating
system
is
of

the

pressure
feed

type
with

the
oil

pump
driven

by
a

gear
on
the
crankshaft
Oil
is
delivered

to
the
main

gallery
via
a
full
flow
ftlter

ENGINE
Removal
and
Installation

Although
the

engine
can
be
removed
as
a

single
unit
it

will

prove
an
easier

operation
to
remove

the

engine
with
the

transmission
Proceed
as
follows

Fit
the
engine
slingers
ST49760000
to
the

engine

Disconnect
the
battery
cables
and
lift
out

the

battery

Drain
the
coolant
and

engine
oil

2
Place

alignment
marks
on
the
bonnet
and

hinges
remove

the
bonnet
from
the
vehicle

3
Remove
the
blow

by
hose
from
the
rocker
cover
and
take

off
the
air
cleaner

4
Disconnect
the
accelerator

linkage
and
choke
cable
from

the
carburettor

S
Detach
the

upper
and
lower

radiator
hoses
remove
the

two
brackets
from
the
core

support
and
lift
the
radia
tor

away
from
the
vehicle
The

torque
convertor

oil

pipes
must

be
disconnected
from
the
oil
cooler
if
the
vehicle
is

equip

ped
with
automatic
transmission
Detach
the
fuel

pipe
if

fitted
from
the
engine
and

heater
hose

6
Disconnect
the
electrical

wires
from
the
alternator
thennal
EngIne

OIL
PUMP

OIL
PRESSURE
RELIEF
VALVE

OIL
FILTER

EMISSION
CONTROL
SYSTEM

IGNITION

TIMING
AND
IDLING
SPEED

Emission

control

system

EMISSION
CONTROL
SYSTEM
Maintenance

IGNITION
SYSTEM

IGNITION
TIMING

IGNITION
DISTRIBUTOR
Maintenance

SPARKING
PLUGS

transmitter
the

primary
side
of
the
distributor
oil

pressure

switch
starter

motor
and
reverse

light
switch

7

Remove
the
clutch
slave

cylinder
and
its
return

spring
from

the
transmission
as
described
in
the
section
CLUTCH

8
Disconnect
the
shift
rods
and
selector
rods
then
remove

the
cross
shaft

assembly
by
detaching
the
bracket
from

the
side
member
See
GEARBOX
section

9
Disconnect
the

speedometer
cable
and
detach
the
front

exhaust

pipe
from
the
exhaust
manifold

10
Disconnect
the

propeller
shaft
and

plug
the

gearbox
rear

extension
to

prevent
the
loss
of
oil

11
Jack

up
the

gearbox
slightly
and
remove
the
rear

engine

mounting
support
Take
out

the
bolts
which
secure
the

front

mounting
insulators
to
the
cross
member

12
Attach
chains
or
wire

rope
to
the

engine
Gradually
lower

the

jack
under
the

gearbox
and
carefully
lift
and
tilt
the

engine
and
gear
box
to
clear
the

compartment
Withdraw

the
unit

making
sure

that
it
does
not
foul
the
accessories

Installation
is
a
reversal
of
the
removal

procedure
RefIll

with
the
correct

quantities
of
oil
and
coolant
when
the

engine
is
installed

ENGINE
MOUNTING
INSULATORS

Replacing

The

front
and
rear

mounting
insulators
should
be
checked

with
the

engine
installed
to
make
sure
that
the
dimensions

conform
with
those

given
in

Figs
A
I
and
A
2

To
remove
the
front
insulator

proceed
as
follows

Position
a

jack
under
the
oil

sump
Make
sure
that
the

jack
is
clear
of
the
drain

plug
and
insert
a
wooden
block
between

the
jack
and

sump
to

prevent
the

sump
from

being
damaged

Remove
the
bolts

securing
the
insulator
to
the
front

suspension

member
and
the
nut

attaching
the
insulator
to
the

engine

mounting
bracket
Raise
the

jack
slightly
and
remove
the

insulator
To
remove
the
rear

mounting
insulator

proceed
as

follows

Position
a

jack
to
take
the

weight
of
the

gearbox
and
take

out

the
bolts

connecting
the
insulator
to

the
transmission
rear

extension

housing
Remove
the
bolts

attaching
the
cross
member

to

the
underside
of
the

body
and
withdraw
the
insulator

Installation

of
both
insulators

is
a
reversal
of
the

removal

procedures

S3

CAMSHAFT
AND
CAMSHAFT
BEARINGS

Check
the
camshaft

bearing
and

journals
for

signs
of
wear

Plastigage
should
be

used
to

check
the
clearance
between
bear

ing
and

journal
which
should
be
0
025
0
075
mm
O
OOl

0
0030
in

The

cylinder
head

assembly
must
be
renewed
if
the

wear

limit
of

0
mm
0
0039
in

is
exceeded

Place
the
camshaft
in
V
blocks
and

apply
a

dial

gauge

to
the
centre

journal
to
check

the
amount
of

camshaft
bend

The

run
out

of
the
camshaft
must
not
exceed
0
03
mm
0
0012

in
It
should
be
noted
that

the
actual
run
out
will
be
half
the

value
indicated
on
the
dial

gauge
when
the
camshaft

is
turned

one

full
revolution
Check
the
camshaft
end

play
which
should

be
within
0
07
0
148
mm
0
0028

0
0058

in

Check
the
earn

contacting
surfaces
of
the
valve
rocker
and

the
earn
heels
of
the
camshaft

Slight

damage
can
be
corrected

using
a
fine
oil
stone
It
is
advisable
at
this

stage
to

check
the

clearance
of

the
rocker
shaft
and
rocker
bushes
which
should
be

0
016
0
052
mm
0
0006
0
0020

in
The

parts
must

be
renewed

if

the
wear

limit
of
0
07
mm

0
0028
in
is
exceeded

CYLINDER

BLOCK

Inspection
and
Overhaul

Check
the
block
for

signs
of
cracks
or
flaws
Measure
the

joint
face
for
distortion

using
a

straight

edge
and
feeler
gauge

as

described
for

the
L14
Ll6
and
L18

engines
The
surface

must

be

reground
if
the
maximum
limit
of
0
10
mm
0
0039
in

is
exceeded

Check
the

cylinder
bores
for
wear
out

of
round
and

excessive

taper
Use
a
bore

gauge
to
take

readings
at
the

top

middle
and
bottom

positions
of
the
bore
as

previously
described

The
standard
bore
diameters
are

85
000
mm
0
035
0
mm

3
347
0
0014
0
in

with
a
wear
limit
of
0
2
mm
0
0079
in

Out
of
round
and

taper
must
not
exceed
0
02
mm
0
0008
in

If

any
of

the
bores
are

worn
or
in
excess
of
the

specified
limi
t

then
all
bores
must
be
rebored
at
the
same
time

Pistons
are

available
in
five
oversizes
and
should
be
selected

in
accordance
with
the
amount
of
wear
of
the

cylinder
Refer

to

the
instructions

given
for
the
Ll4
L16
and
L18

engines
and

select

pistons
from
the
table
below

PISTON
SIZE

Standard

250
5

500
5

750
S

1000
S

1250
S
OUTER
DIAMETER

84
958
84
990
mm
3
345
3
346

in

85
220
85
240
mm

3
355
3
356
in

85
470
85
490
mm
3
365
3
366

in

85720
85
740
mm
3
375
3
376
in

85
970
85
990

mm
3
3846
3
3854

in

86
220
86
240
mm
3
394
3
395
in

Cylinder
liners
can

be
fitted
if
the
bores
areworn

beyond

the
maximum
limit
Undersize
liners
are
available
with
outer

diam
ters
of
89
091
89
126

mm
3
507
3
509
in

and
inner

diameters
of
83

5
84
5
mm

3
287
3
327

in
The
liners
are

an

interference
fit
in
the
block
and
must
be
rebored
after

fitting

PISTONS

Checking

Oteck
the

pistons
for

signs
of
seizure
and
wear

measure

the
side
clearance
of
the

rings
in
the

ring
grooves
and
check

the

piston
ring
gaps
as

previously
described
for
the
L14
Ll6
and

Ll8

engines
Compare
the

figures
obtained
with
those

given
in

the
tables

opposite
Side
clearance
in

grooves

Top

ring

Second

ring

Oil

ring
Standard

0
04

0
08
mm

0
0016
0031
in

0
02
0
06
mm
0
0008
0

0024
in

0
02

0
06
mm
0

0008
0
0024
in

Limit

LO

mm
0
0039
in

LO
mm

0
0039
in

LO

mm
0
0039
in

Piston

ring

gap
Top
ring

Second

ring

Oil

ring

Top

ring

Second

ring

Oil

ring
Standard

0
35
0
55
mm
0
01

38
D
021
7
in

0
3
5
mm
0
0138
0
0197

in

0
35
55

mm
O
oJ38

0217

in

Limit

LO
mm

0
0394
in

LO
mm
0
0394

in

LO
mm

0
0394
in
Top

ring

Second

ring

Oil

ring

Measure
the
outer
diameter
of
the

gudgeon
pin
in
relation

to
the
hole
diameter
in

the

piston
Compare
the

figures
obtained

with
those

given
in
Technical
Data
and

replace
the

piston
and

pin
if
the
wear
limit
is
exceeded

CONNECTING
RODS

Checking

Check
the

connecting
rods
for
bends
or

twists

using
a

suit

able

connecting
rod

aligner
The
maximum
deviation
should
not

exceed
0
05
mm
0
0020
in

per
100
mm
3
94

in
of
rod

Straighten
or

replace
any
rod
which
does
not

comply
with
the

specified
limit
When

renewing
a
rod
make

sure
that
the

weight

difference

between
new
and
old
rods
in
within
6

gr
212
oz

Install
the

connecting
rods
with

bearings
to

the
correspond

ing
crank

pins
and
check

that
the
end

play
of
the

big
ends
is

between
0
10
0
246
mm
0
0043
0
0097
in

Replace
the

appropriate
rod
if

the
maximum
limit
of
0
3
mm
0
0118

in

is
exceeded

CRANKSHAFT

Inspection
and
Overhaul

Clean
the

crankshaft

thoroughly
and
check
the

journals

and
crank

pins
for

taper
and
out
of
round
Use
a

micrometer
to

measure
the

journals
and

crankpins
at
the

positions
shown
in

Fig
A

7
It
will

be

necessary
to

regrind
the
crankshaft
if
the

specified
limit
of
0
03
mm
0
0012
in
is

exceeded
and
then

fit

the

appropriate
undersize

bearings
Place
the
crankshaft
in

V

blocks
as
described
for
the
L14
L16

and
LIB

engines
and

apply
a

dial

gauge
to
the
centre

journal
to
check

that
the
bend

limit

of
0
05
mm

0
0020
in
is
not

exceeded
The
actual
bend

value
will
be
half
the

reading
obtained
on

the
gauge
Install
the

crankshaft
in
the

cylinder
block
and
check
the
crankshaft
end

float
which
should
be
0
060
0
192
mm

0
0024
0
0076
in

Replace
the
centre

shims
if
the

specified
figure
is
exceeded

Make
sure
that
the

main
drive
shaft

pilot
bearing
at

the
rear
of

the
crankshaft
is
not
worn
or

damaged
in

any
way
Remove

the

bearing
if

necessary
using
the

special
tool
ST49700000
as

shown
in

Fig
A
8
Clean

the

bearing
hole
oil
the
outer

side
of

the
new

bearing
and
use
a
drift
as
shown
in

Fig
A
9
to

drive

it
into
the
hole
Insert

2

grams
0
07
oz

of
multi

purpose
grease

into
the
hole
as
illustrated

Main

bearing
clearance

Check
the
main

bearing
clearances

as
described
for

the

Ll4
Ll6

and
Ll8

engines
The

Plastigage
should
be

placed
so

57

Renew
the
ruter
element
at

10
000
km
6000

miles
inter

vals

Dismantling
is
a

straight
forward

operation
Remove
the

plug
from
the
cover

and
withdraw
the
washer
spring
and

by
pass

valve
Check
the
free

length
and

compressed
length
of
the

by
pass

valve

spring
and
renew
if
necessary
The
free

length
of
the

spring

should
be
54
5
to
56
0
mm
2
14
to
2
20
in
and
the

compressed

length
49
0
mm
1
93
in

EMISSION
CONTROL
SYSTEM

Crankcase
and
exhaust

gas
emissions
are
controlled

by
two

systems
The
crankcase
emissions
by
a
Positive
Crankcase
Ventila

tion
System
and
the
exhaust
emissions

by
a
Nissan
Air

Injection

System
Brief

descriptions
of
the

systems
together
with
the
test

ing
and

servicing
procedures
are

given
below

Positive
Crankcase
Ventilation

System

lbis

system
returns
the
blow

by
gases
to
the
intake
mani

fold
and
the
carburettor
air
cleaner
see

Fig
A
22
Under

part

throttle
conditions
the
intake
manifold
draws
the

gases
through

a
variable
orifice
valve
Control
valve
into
the
combustion

chambers

Ventilating
air
is
then
drawn
from
the
carburettor

air
cleaner
and

passes
throy
gh
a
tube
in
to
the
crankcase

With
the
throttle

fully
open
the
manifold
vacuum
is
insuf

ficient
to
draw
the

gases
through
the
valve
Under
these
conditions

the

gases
flow

tluough
the
tube
to
the
air
cleaner
in
the
reverse

direction
The

gases
are
therefore
retained
or
burnt
to
lessen

the
risk
of
air

pollution

Servicing
and
testing

Once
a

year
or

every
20
000
km
12
000
miles
the
Posi

tive
Crankcase
Ventilation
System
should
be
serviced
as
follows

Check
all
hoses
and
connectors
for

signs
or

leakage
Discon

nect

the
hoses
and
blow

through
them
with

compressed
air
to

make
sure

they
are
not
blocked
Fit
a
new
hose
if
air
cannot

be
forced
through

Check
the
ventilation
control
valve
for

servicability
and

renew
it
if
defective
To
test
the
valve
run

the
engine
at

idling

speed
see
under
IGNITION
TIMING
AND
IDLING
SPEED

and
disconnect
the
ventilation
hose
from
the
rocker
cover
If

the
valve
is

working
correctly
a

hissing
noise
will
be
heard
as

air

passes
through
the
valve
and
a

strong
vacuum
should
be
felt

immediately
a

fInger
is

placed
over
the
valve
inlet
The
valve

cannot
be
serviced
and
must
be
renewed
if

unsatisfactory

Exhaust
emission
control

system

The
Nissan
Air

Injection
System
comprises
an
air
cleaner

belt
driven
air
injection

pump
check
valve
anti
backfIre
valve

and
the
related

connecting
tubes
and
hoses
The
sealed

pump
is

driven

by
the

engine
and

injects
clean
mtered
air
into
the
exhaust

port
of
each

cylinder
The
clean
air
combines
with
unbumt

gases

as

they
are

expelled
into
the
exhaust
manifolds
and
reduces
the

emissions
to
below
the

permissible
level

required
by
air

pollution

laws

A
modified
carburettor
and
distributor
is
fitted
with
this

type
of

system
The
air

injection
system
is
shown
in

Fig
A
23

The
anti
backfrre

valve
is
controlled

by
intake
manifoLd

vacuum
and
is
fitted
to

prevent
the
exhaust

system
from
back

fIring
during
deceleration
When
decelerating
the
mixture
in

the
intake
manifold
is
too
rich
to
bum
and

ignites
as
it
combines

with
air

injected
by
the

pump
The
valve
shuts
off

the
air
delivered

SI2
to
the
exhaust

system
during
the

flrstpredetennined
period

of

dCl
cleration
and

prevents
back

firing
from

occuring

To

check
valve
is
located

between
the
air

pump
and
air

injection
nozzle
and
is
fitted
to

prevent
a
backflow
of
exhaust

gases
from

entering
the

system
The
valve
doses
when
the

exhaust
manifold

pressure
exceeds
air

injection

pressure
as
It

will

at
high
speed
or
if
the

pump
drive
belt
fails

A
relief
valve
is
mounted
in
the

discharge
cavity
of
the
air

pump
and
is

incorporated
to

hold
the
exhaust

gas
temperatures

to
a
minimum
to
minimize

any
loss
of

power
caused

by
the
air

injection

system
and
to

protect
the

pump
from
excessive
back

pressures

Testing

The

following
tests
should

be
carried
out
to
make
sure
that

the
exhaust
emission
control

system
is

operating
correctly
The

engine
must

be
at
normal

operating

temperature
to

perfonn
the

tests
Before
the

system
can
be
tested
the

engine
itself
must
be

checked
to

ensure
that
It
is
functioning
correctly
Disconnect

the
ant
backflTe
valve

sensing
hose
and
insert
a

plug
into
the

hose
to
close
the

passage
to
the
intake
manifold
Make
sure
that

the

engine
operates
normally
and
then

reconnect
the

parts

Testing
the
check
valve

Run
the

engine
until
it
reaches
its
nonnal

operating
tem

pemture
and
check
all
hoses
and
connectors
for

signs
of
leakage

Disconnect
the
air

supply
hose
from
the
check
valve
and

check
the
position
of
the

plate
inside
the
valve
body
The

plate

should
be

lightly
positioned
against
the
valve
seat
and
away
from

the
air
distributor
manifold
Insert
a
suitable
probe
into
the

valve
and

depress
the

plate
When
released
the

plate
should

return

freely
to
its

position
against
the
valve
seat

Leave
the
hose
disconnected
and
start

the

engine
Slowly

increase
the

engine
speed
to
1500
r

p
m
and
examine
the
valve

to

make
sure
that
the
exhaust

gases
are
not

leaking
The
valve

may
flutter
or
vibrate
at

idling
speed
but
this
is

quite
nonnal

Renew
the
valve
if

necessary

Testing
the
ant

backftre
valve

Run
the

engine
until
it
reaches
its

normal
operating
tem

perature
Check
the
hoses
and
connections
for

signs
of

leakage

Rectify
any
leakage
before

testing
the
vaNe

Accelerate
the
engine
in
neutral
and
allow
the
throttle

to
close

quickly
The
valve
is

operating
correctly
if
the
exhaust

system
does
not
backfire

Further
test
can
be
made
with
the

by

pass
hose
to
the
air

pump
suction
line
disconnected
from
the

valve

Open
and
close
the
throttle
valve
rapidly
Hold
a

fInger

over
the
valve
outlet
and
check
that
air
flows
for
between
a

half
and
one
second
If
air
does
not

flow
or

alternatively
if
it

flows

continuously
for
more

than
two
seconds
the
valve
is

faulty
and
must
be
renewed

Disconnect
the
vacuum

sensing
hose
from
the
valve
Insert

a

suitable

plug
securely
into
the

hose
The
valve
is
not

functioning

correctly
if
the

idling
speed
now
differs

excessively
from
the

speed
at

which
the

engine
operated
with
the
hose
connected

Testing
the
air

pump

Special
tools
are

required
to
test
the
air

pump
The
vehicle

should
therefore
be
taken
to
an

Approved
Agent
capable
of

carrying
out

extensive
tests

with
the

necessary
equipment
The

hoses
and
connectors
can
of
course
be
checked
for

signs
of

leakage
and
corrected
as

necessary
Also
the
tension
of
the
air

pump
belt

IGNITION
TIMING
AND
IDLING
SPEED

Emission
control

system

The

ignition
timing
should

be
set
and
the

idling
speed

mixture

adjusted
in
the

folloWing
manner

Run
the

engine
until
it
reaches
its
normal

operating
tem

perature
Connect
an

ignition
tachometer
and

timing
light
observ

ing
the
manufacturers
instructions

NOTE
If
the
vehicle
is

equipped
with
automatic
transmission

make
sure
that
the

dashpot
does
not

prevent
the
throttle
from

closing
Turn

the
throttle
shaft
arm

adjusting
screw
anti
clock

wise
so
that
the

tip
of
the
screw

is
clear
of
the
throttle
shaft

arm
see

Fig
A

26

Turn
the
throttle

adjusting
screw
to
set
the

idling
speed
to

700
r

p
m
650

rpm
for

automatic
transmission

Adjust
the

ignition
timing
to
5
A

T
D
C
Refererence
should
be
made
to

the
instructions

given
in
the
section
IGNITION
SYSTEM
for

the
L14
L16
and
LI8

engines
for

ignition
timing
details

Turn
the

idling
adjustment
screw
and

throttle
adjusting
screw

until
the

engine
runs

smoothly
a
t
the
correct

idling
speed
Turn

the

idling
adjustment
screw
clockwise
until
the

engine
speed

starts
to

drop
as
a
weaker
mix
ture
is

obtained
Now
turn

the

idling
adjustment
screw
anti
clockwise

by
one
turn
one
and
a

half
turns
for
automatic

transmission
to
obtain
a
richer
mix

ture

Adjust
the

idling
speed
to
700

rpm
650

rpm
for

automatic

transmission

by
turning
the
throttle

adjusting
screw
Make
sure

that
the
ignition
timing
remains
at
50
A
T
D

C

Turn
the
throttle
shaft
ann

adjusting
screw
clockwise
until

the

tip
of
the
screw

just
contacts

the
throttle
shaft
ann
The

screw
must
not
exert

pressure
on
the
throttle
shaft
arm

EMISSION
CONTROL
SYSTEM
Maintenance

The

system
should
be

inspected
and
serviced

every
I
2

months
or
20
000
km

12
000
miles
whichever
comes
fIrst
to

make
sure
that
the
exhaust
emissions
are
maintained
at
the

minimum
level

Check
the
carburettor
choke

setting
and

adjust
as
described

in
the
section
FUEL

SYSTEM

Check
the
carburettor

idling
speed
mixture

and

adjust
if
necessary
as
described
under
the

heading
IGNITION

TIMING
AND
IDLING
SPEED

in
this
section

2
Check

the
distributor
earn

dwell

angle
and
also
the
condi

tion
of
the
contact
breaker

points
Check
the

ignition

timing
and

adjust
if

necessary
The

distributor
dwell

angle

should
be

adjusted
to
49
55

degrees
and
the

points
gap
to

0
45

0
55
mm
0
0177
0
0217
in

3
Remove

and
clean
the

sparking
plugs
Renew

any
plug
with

badly
worn
electrodes
Set
the

plug

gaps
to
0

80
0
90
mm

0
0315
0
0355
in

by
adjusting
the
earth
electrode

IGNITION
SYSTEM

The

maintenance
and

servicing
procedures
for

the

compo

nents
of
the

ignition
system
on

vehicles
fitted

with
the
GIS

engine
are

basically
similar
to

the
instructions

previously
given

for
the
Ll4
LI6
and
LIS

engines
The
distributor
is
however

of

a
different

type
Either
an
Hitachi
0416
57
distributor

being

fitted
or
an

Hitachi
0423
53
if

the
vehicle
is

equipped
with
an

emission

control

system
The
distributors
have
different

advance

curve
characteristics
as
shown

in
Technical
Data

IGNITION
TIMING

Check
the

ignition

timing
with
a

timing
light
as

previously

described

for
the
LI4
L16
and
L

8

engines
Disconnect

the

distributor
vacuum
line

and
run

engine
at

idling
speed
or

slightly
below
The

timing
should

be
set
at
8

BTDCj600

rpm

for
the
D416

57
distributor
or
at
5

ATDCj600

rpm
for

the

D423
53
distributor
fItted
to

engines
with
emission
control

systems

IGNITION
DISTRIBUTOR

Maintenance

Maintenance
instructions
are

similar
to
those

given
for

the
L14
LI6
and
L18

engines
Set
the
contact
breaker

points

gap
to
0
45
0
55
mm
0
0177

0
0217
in
as

previously

described

SPARKING
PLUGS

The

sparking
plugs
should
be

inspected
and
cleaned
at

regular
intervals
and
renewed
at

approximately
20
000
kIn

12
000
miles
Clean
the

plugs
thoroughly
and
make
sure

they

are
of

the
same

type
and
heat

range
File

the
centre

electrode

nat
before

adjusting
the

gap
Set
the

gap
to

0
8
0
9mm
0
031

0
035
in
if
the

engine
is
fItted
with
emission
control

system

or
to

0
7
0
8
mm
0
028

0
031
in
if
emission
control
is
not

fitted

Adjustment
must

always
be
made

by
bending
the
earth

electrode

TechnIcal

Data

GENERAL
SPECIFICATION
GI8

Engine

Cylinders

Bore
and
stroke

Displacemen
t

Valve

arrangemen
t

Firing
order

Engine
idler

speed

Compression
ratio

Oil

pressure
at

3000
r

p
m
4
in
line

85x80
mm

3
346x3
150

in

1
815
cc

110
8
cu
in

OHC

134
2

600

r

p
m
STD

8
3
I

4
7
to
5
5

kgjsq
cm
66
8

to
78
2

Ibjsq
in
LIQUID
PACKING

APPLICATION

Cylinder
block

2

Cylinder
head

Oil

gallery
blind

plug

Expansion

plug

Gas
breather

guide

Rear

bearing

cap
fitting

surface

Rear

bearing

cap
side
seal

both
ends
Expansion
plug

Rubber

plug
Rea

Manifold
heat

pipe

3
Chain
cover

gasket
both
sides

S13

Remove

the
road
wheel
and
disconnect
the
brake
hose
at

the
connector
as

shown
in

Fig
C
4
of
this
section

Remove
the
brake

calliper
assembly
and
hub

cap
Withdraw

the
cotter

pin
and
remove
the
wheel

bearing
locknut

Remove
the
wheel

bearing
washer
and
take
off

the
hub

and
brake
disc

Fig
C
5
Remove
the

bearing
collar
take
out

the
outer

bearing
cage
and

prise
out

the
hub

grease
seal
Remove

the
inner
bearing
cage
and
drive
out
the
outer
races

of
the
inner

and
outer

bearings
using
the

special
drift
ST49120000

if
avail

able

Separate
the
brake
disc
from
the
hub
by
taking
out
the

retaining
bolts
as
shown
in

Fig
C
6

Installation
is
a

reversal
of
the
removal

procedure
Adjust

the
wheel

bearings
as

previously
described

taking
care
to

tighten
the
wheel

bearing
locknut
to
the

specified

torque
read

ing
of
3
0
to
3
5

kgm
21
7
to
25
3lb
ft
Turn
the
hub

several
times
to
settle
the

bearing
then
retighten
the
nut
to
the

same

figure
Slacken
the
locknut

by
a

quarter
turn
900
and

insert
the
cotter

pin
when
the
hole

in
the

spindle
is
aligned

with
the
hole
in
the
nut
Check
that
the
force

required
to
turn

the
hub
is
less
than
7
0

kg
cm
97
2
in
oz

STABILIZER
Removal
and
Installation

Remove
the

splash
board
and
take
off
the
bolts
I
in

Fig
C
7
which
attach
the
stabilizer
at

the
transverse
link
sides

Remove
the
bolts

attaching
the

stabilizer
bracket
2
to

the
frame
then

withdraw
the
stabilizer

Check

the
bar
and
rubber

components
for

signs
of
deforma

tion
or

damage
and
renew
as

necessary

Installation

is
a
reversal
of
the
removal

procedures
Tighten

the

fixing
bolts
to
a

torque
reading
of
1
2
to
I
7

kgm
8
7
to

12
3
lb
ft
at

the
transverse
link

side
and
1
9
to
2
5

kgm
13
7
to

18
llb
ft
at
the
frame
bracket

SPRING
AND
STRUT
ASSEMBLY

The

spring
and
strut
assembly
can
be
serviced

by
following

the
instructions
previously
given
for
the
assemblies
on
vehicles

fitted
with
the
L14
L16
and

Ll8engines

When

reassembling
make
sure
that
the

parts
shown
in

Fig
C
8
are

thomughly
greased
Installation
of
the

assembly

will
be

accomplished
more

easily
if
the
dust
cover
on
the
bonnet

ledge
is
removed

Tighten
the
nuts
and
bolts
to
a

torque
figures
given
in

TIGHTENING

TORQUES

TRANSVERSE
LINK
AND
LOWER
BALL
JOINT

The
transverse
link
and
lower
ball

joint
can
be

removed
in

a

similar
manner
to
the

parts
on
vehicles
fitted
with
L
14
L
16

and
L
18

engines

Renew
the
link

if
cracked
or

damaged
in

any
way
Check

the

measurement
A
in

Fig
C
9
The
measurement
between

front
and
rear
transverse

link
bushes
should
be
less
than
1
0
mm

0
039
in

Replace
the
bushes
if

necessary
The

lower
ball

joint

should
be

replaced
if
the
axial

play
of
the

joint
exceeds
0
03

to
0
6

mm
0
0012
to
0
0136

in
A

grease
nipple
must

be
installed

in

place
of
the
ball

joint

plug
so

that
the

joint
can
be
lubricated
with
multi

purpose
grease

as

previously
described

SUSPENSION
MEMBER

Removing
and

Installing

Jack

up
the
vehicle
and

support
it
on

stands

2
Remove
the

splash
board
Refer
to

Fig
C
I
0
and
detach

the

compression
rod
I
the
stabilizer
2
from
the
trans

verse
link
3
Detach

the
steering
linkage
from

the
suspen

sion
crossmember
4

3
Take
out

the
nuts

attaching
the
transverse
links
and
remove

the
links
at
both
sides
of
the
vehicle

4

Support
the

engine
with
a
hoist
as
shown
in

Fig
C
II

taking

care
not
to

damage
the
throttle
and
remote
control

linkages

and
then
remove
the

engine
mounting
bolts
at
both
sides

5
Remove
the

bolts
shown
arrowed
in
Fig
C
12

and
lift
the

suspension
member

away

Renew
the

suspension
member
if
it
is
cracked
or

deformed

in

any
way
Installation
is
a
reversal
of
the
removal

procedure

FRONT
WHEEL
ALIGNMENT

As

previously
stated
the
castor
and
camber

angles
are

preset
and
cannot

be

adjusted
A

thorough
check

should
be

made
of
the

steering
and

suspension
system
and
all
defective

parts
renewed
if

the

angles
are

incorrect
See
Technical

Data

The
front
wheels
should
toe
in

12
to

15
mm
0
4
7
to

0
59

in

Adjustment
can
be
carried
out

by
slackening
the
locknuts

1
in

Fig
C
13
and
then

turning
the
tie

rods

by
an

equal
amount

until
the
correct
toe

in
is
achieved
A
toe

in
gauge
will
of
course

be

required
for
this

operation

STEERING
WHEEL
AND
COLUMN
Removal

Disconnect
the
horn
wire
and
remove
the
horn
bar
Remove

the

steering
wheel
nut
and

pull
off
the

steering
wheel

2
Remove
the
turn

signal
and

lighting
switch

assembly
followed

by
the

steering
column
shell
covers

3
Remove
the
bolts
from
the
rubber

coupling
to

disconnect

the
lower

joint
See

Figs
C
14
and
C

I
5
if
the
car
is

fitted
with

right
hand
drive
The
lower
joint
upper
bolt

should
be
removed
to
disconnect
the

joint
if
the
car

is

fitted
with
left
hand
drive

4
Remove
the
cotter

pin
from
the
trunnion
and
disconnect

the

gearchange
rod
and
selector
rod

5
Remove
the

steering
column

upper
clamp
and
take
out
the

bolts

securing
the
lower

plate

STEERING
COLUMN

Dismantling
and

Assembling

Remove
the
C
washer
socket
screw
and

upper
bracket

bolt
Remove
the
lower
bracket
bolts
and
detach
the
remote

control

linkage
from
the
column

assembly

Remove
the

snap
ring
at
the

top
of
the
column
and
extract

the
column
shaft
from
the

jacket

Disconnect
the
rubber
coupling
from
the
lower

joint

then
remove

the
snap
ring
and
dismantle
the
lower
joint

S25

Gean
all

parts
thoroughly
and
renew
if

damaged
If
the

column
shaft
or

jacket
is

excessively
damaged
the

steering
gear

housing
must

be
checked
A

damaged
bearing
must

be

replaced

together
with
the
column

jacket
assembly

Assembly
is
a

reversal
of
the

dismantling
procedures
The

column
shaft

journal
should
be
lubricated
with

multipurpose

grease
which
can
also
be
used
to
fill

up
the
dust
cover
Grease

the
needle

bearing
when

assembling
the
universal

joint
Use

the

tightest
snap

ring
available
when

fitting
the
needle

bearing
Snap

rings
are

supplied
in
oversizes
of
0
95
mm
05
mm
and
1

5

mm

0
0374
0
0413
and
0
0453

in

Installation
of
the
column

assembly
is
a
reversal
of
the

removal

procedures
Tighten
the
rubber

coupling
bolts
to
a

torque
reading
of
I
S
to
1
8

kgm
I
0
8
to

13
0
Ib
ft
Refit
the

steering
wheel
and

tighten
the
nut
to
a

reading
of
4
0
to
5
0

kgm
28
9
to
36
2Ib
ft

RACK
AND
PINION
AND
TIE
ROD

Removing
and

Dismantling

1

Jack

up
the
vehicle
and

support
it
on
stands
Remove
the

road
wheels

2
Slacken
the
bolts

connecting
the

pinion
to
the

steering

lower

joint
See
Figs
C

16

3
Remove
the
bolts
from
the
steering
column
rubber
coupl

ing
See

Fig
C
15
and
remove
the

splash
board

Fig
C
17

4

Remove
the
tie
rod
ball
stud
nut
and
disconnect
the
tie

rod
from
the
knuckle
arm

Fig
C
I8

5
Lift
the

engine
slightly
with
suitable
tackle
but
take
care

not
to

damage
the
accelerator
or
remote
control

linkage

Remove
the
bolts

securing
the
steering
gear
housing
to
the

suspension
member
Withdraw
the
rack
and

pinion

assem

bly

Dismantle
as
follows

Detach
the

steering
lower

joint
from
the
rack
and

pinion

assembly
Clamp
the
unit
in
a
vice

taking
care
not
to

damage

the

steering
gear
housing

Refer
to

Fig
C
16
and
take
off
the
dust
cover
and
boot

clamps
at

both
sides
Slacken
the
stopper
nut

remove
the
tie

rod
inner
socket
and
disconnect
the
tie
rods
from
the
rack

Withdraw
the

spring
seat
and
tie

rod

spring
Take
off
the

steering

gear
boots
at
both
sides
Slacken
the
locknut
and

disconnect
the
tie
rod
outer
socket
from
the
ball

Slacken
the
locknut
remove
the
retainer

adjusting
screw

and
withdraw
the
steering

gear
retainer
See

Fig
C
19

Take
off
the
oil
seal
remove
the
snap
ring
and
withdraw

the

pinion
Remove
the

snap
ring
and
withdraw
the

bearing
from

the

pinion
Remove
the
filler

plug
and
take
out
the
rack
Remove

the

grease
reservoir

Clcan
all

parts
thoroughly
and

replace
any
which
show

signs
of
wear
or

damage
Check
the
axial
play
of
the
inner

and

outer
ball

joints
The

play
should
be
0
06
mm
0
0024
in
for

the
inner
ball
joint
and
from
0
1
to
0
5
mm
0
0039
to
0
0197

in
for
the
outer

joints
Use
a

spring
balance
to
check
the
force

required
to

swing
the
ball

joints
this
should
be
between
0
8
to

LS

kgm
5
8
to
10
8Ib
ft
Renew
the
oil
seal
Examine
the
retainer
and

tie
rod

springs

and

compare
them
with
the
values

given
in

Figs
C
20
and
c
n

RACK
AND
PINION
AND
TIE
ROD

Assembling
and
Adjusting

Press
the

bearing
on
to

the
pinion
gear
and
fi
t

the
tigh
test

snap
ring
available

Snap
rings
are

supplied
in
the

following
over

sizes

Snap

Ring
Thicknesses

1
04
to
1
09
mm
0
0409
to
0
0429
in

1
09
to
I
14
mm

0
0429
to
0
0449
in

1

14toI19mm
0
0449toO
0469in

Ll9
to
1
24
mm

0
0469
to
0
0488
in

1

24
to
1
29
mm
0
0488
to
0
0502
in

Clamp
the

steering
gear
housing
in
a

vice
Grease

the
teeth

and
friction
surfaces
of
the
rack
with

multipurpose
grease

Lubricate
the

gear
housing
from
the

pinion
housing
side

Ensure
that
the
rack

projects
by
an

equal
amount

of

96
mm

3
8
in
in
both
ends
of
the

housing
with
the
rack

teeth

directed
towards
the

pinion
shaft

Grease
the
pinion
teeth
end

bushing
and

pinion
bearing

Engage
the
tccth
of
the

pinion
with
the
rack
and
insert
the

pinion
Make
sure
that
the

bushing
does
not
become
damaged

The
rack
must

project
from
the

housing
by
an

equal
amount

at
each
side
with
the

groove
on
the

pinion
serration

facing

upwards

Fit
the

snap
ring
into
the
housing
groove
to
hold
the

bearing
outer
race

in

position
The

snap
ring
must

fit

tightly

and
can
be
selected
from
the

following
oversizes

Snap
Ring
Thicknesses

LS5
to

1
60
mm
0
0610
to
0
0630
in

1
60
to
1
65
mm
0
0630
to
0
0650

in

1
65
to
I
70
mm
0
0650
to
0
0669
in

1
70
to
I
75
mm
0
0669
to
0
0689

in

Fit
the
oil
seal
Use
a
dial

gauge
as

shown
in

Fig
C
22
to

check
the
thrust

play
of
the
pinion
The

play
should
be
less

than
0
09mm
0
0035
in

Grease
the
retainer
and
insert
it

with
the
spring
Tighten

the
retainer
adjusting
screw

fully
then
back
it
off

by
20
to

25

degrees
Tighten
the
locknut
to
a

torque
reading
of
4
0
to

6
0

kgm
28
9
to
43
4lb
ft
Coat
the
locknut
with

liquid
pack

ing
Three
Bond

When
the
rack
and

pinion
is
assembled
measure
the
force

required
to
rotate

the
pinion
and
also
the

preload
of
the
rack

Use
a

spring
balance
as
shown
in
Figs
C
23
and
C
24
and
check

that
the

pinion
torque
is
8
to
20

kg
cm
7
to
17
Ib
in
and
the

rack

preload
is
from
8
to
18

kg
17
6
to
39
7Ibs
Take
care

to
slide
the

assembly
over
the

complete
range
of
the
stroke

Fit
a
dust
cover

clamp
at

each
end
of
the
housing
Install

the

stop
nut
on
the
threads
of
the
rack

Liberally

grease
the
ball
joint
friction
area
of
the
tie
rod

assembly
Assemble
the
spring
and
ball
seat
and
fit
the
inner

socket

part
of
the
tie
rod

assembly
to
the
rack
Make
sure
the

boot
is

positioned
at
the
ball
stud
end
Note
that
the
left
hand

tie
rod
is
marked
with
an

L
the

right
hand
rod
is
not
marked

527