1969 DATSUN 610 engine oil
[x] Cancel search: engine oilPage 22 of 171
Wear
limit
Crank
pin
journal
diameter
Max
crankpin
taper
Max
crankpin
out
of
round
Thickness
of
main
bearing
shells
0
3
mm
0
012
in
49
961
49
975
mm
1
967
1
9675
in
0
03
mm
0
012
in
0
03
mm
0
012
in
1
827
1
835
mm
0
072
0
0722
in
Main
bearing
running
clearance
0
020
0
062
mm
0
0008
0
0024
in
Max
main
bearing
running
clearance
Crankshaft
bend
limit
Material
Type
Piston
diameters
Standard
I
st
oversize
2nd
oversize
3rd
oversize
4th
oversize
5th
oversize
Width
of
ring
grooves
Top
and
second
Oil
control
Piston
running
clearance
0
12
mm
0
0047
in
0
05
mm
0
002
in
PISTONS
Cast
aluminium
Slipper
skirt
82
99
83
04
mm
3
267
3
269
in
83
22
83
27
mm
3
276
3
278
in
83
47
83
52
mm
3
286
3
288
in
83
72
83
77
mm
3
296
3
298
in
83
97
84
02
mm
3
305
3
308
in
84
47
84
52
mm
3
326
3
328
in
2
0
mm
0
08
in
4
0
mm
0
16
in
0
025
0
045
mm
0
001
0
002
in
PISTON
PIN
Pin
diameter
20
995
21
000
mm
0
8266
0
8268
in
Pin
length
72
00
72
25
mm
2
8346
2
8445
in
Pin
running
clearance
in
piston
0
008
0
010
mm
0
0003
0
0004
in
Pin
interference
fit
in
small
end
bush
0
015
0
033
mm
0
0006
0
0013
in
Piston
ring
height
Top
and
second
Oil
control
Side
clearance
in
grooves
Top
PISTON
RINGS
2
0
mm
0
08
in
4
0
mm
0
16
in
0
040
0
073
mm
0
0016
0
0029
in
Second
Oil
control
Piston
ring
gaps
Top
Second
Oil
control
Material
Distortion
of
sealing
face
Max
distortion
Valve
seat
insert
material
Inlet
Exhaust
Fit
Drive
Chain
Chain
tensioner
0
030
0
063
mm
0
0012
0
0025
in
0
025
0
063
mm
0
001
0
0025
in
0
23
0
38
mm
0
0091
0
0150
in
0
15
0
30
mm
0
006
0
012
in
0
15
0
30
mm
0
006
0
012
in
CYLINDER
HEAD
Aluminium
alloy
0
03
mm
0
0012
in
0
1
mm
0
004
in
Aluminium
bronze
Special
cast
Hot
pressed
CAMSHAFT
DRIVE
From
crankshaft
double
roller
type
Spring
and
oil
pressure
control
Engine
model
lWIN
CHOKE
CARBURE
ITOR
Outlet
diameter
Venturi
diameter
Main
jet
Main
air
bleed
Slow
running
jet
Power
jet
Float
level
Fuel
pressure
Weight
Altitude
setting
main
jet
1000
m
3300
ft
94
2000
m
6600
ft
92
3000
m
10
000
ft
89
4000
m
13
300
ft
87
5000
m
16
600
ft
85
PRIMARY
L13
SECONDARY
30mm
27x
12mm
150
90
180
26
mm
21
x
8
mm
96
80
43
40
23
I
mm
0
905
0
04
in
0
24
kg
sq
em
3
41b
sq
in
2
55
kg
5
61
lb
1
21
Page 23 of 171
TechnIcal
Data
L
14
16
and
18
Engine
GENERAL
SPECIFICATIONS
Cylinders
Displacement
L14
L16
L18
Bore
and
stroke
L14
L16
Ll8
Compression
ratio
L14
L16
single
carburettor
L16
SU
twin
carburettor
L18
single
carburettor
Ll8
SU
twin
carburettor
Valve
arrangement
Firing
order
e
idling
speed
Engine
idling
speed
with
automatic
transmission
Oil
pressure
Hot
at
2000
r
p
m
Valve
clearance
Hot
Intake
Exhaust
0
25
mm
0
0098
in
0
25
mm
0
0098
in
Valve
clearance
Cold
Intake
Exhaust
Va
head
diameter
L14
Intake
Exhaust
Vahoe
head
diameter
L16
Intake
Exhaust
0
20
mm
0
0079
in
0
20
mm
0
0079
in
38
mm
1
5361
in
33
mm
1
2992
in
42
mm
1
6535
in
33
rom
1
2992
in
Valve
head
diameter
L18
Intake
Exhaust
42
mm
1
6535
in
35
mm
1
3780
in
Valve
stem
diameter
Intake
7
965
7
980
mm
0
3136
0
3142
in
Exhaust
7
945
7
960
mm
0
3128
0
3134
in
Valve
length
L14
Intake
Exhaust
115
6
115
9mm
4
551
4
562in
115
7
116
0
mm
4
555
4
567
in
Valve
length
L16
LIB
Intake
114
9
115
2
mm
4
524
4
535
in
Exhaust
115
7
116
0
mm
4
555
4
567
in
22
4
in
line
1428
cc
87
1
cu
in
1595
cc
97
3
cu
in
1770
cc
108
0
cu
in
83
x
66
mm
3
27
x
2
60
in
83
x
73
7
mm
3
27
x
2
90
in
85
x
7B
mm
3
35
x
3
07
in
9
0
8
5
9
5
8
5
9
5
Overhead
valve
I
3
4
600
r
p
m
single
carburettor
650
r
p
m
twin
carburettor
650
r
p
m
single
carburettor
700
r
p
m
twin
carburettor
3
5
4
0
kg
sq
cm
50
57Ib
sq
in
VALVES
Valve
lift
Single
carburettor
Valve
lift
Twin
carburettor
10
0
mm
0
3946
in
10
5
mm
0
413
in
Valve
spring
free
length
LI4
Ll4
Intake
Ll4
Exhaust
outer
L14
Exhaust
inner
Valve
sprin8
free
length
L16
LIB
Outer
Inner
49
0
mm
1
929
in
49
98
mm
1
968
in
44
85
mm
1
766
in
49
98
mm
1
968
in
44
85
mm
1
766
in
59
0
mm
2
393
in
10
6
mm
0
417
in
Valve
guide
length
Valve
guide
height
from
head
surface
Valve
guide
diameter
inner
Intake
8
018
Exhaust
8
018
Valve
guide
diameter
outer
Intake
12
034
Exhaust
12
034
Valve
guide
to
stem
clearance
Intake
Exhaust
Valve
seat
width
L14
Intake
Exhaust
Valve
seat
width
L16
LIB
Intake
Exhaust
8
000
mm
0
3154
0
3150
in
clia
8
000
mm
0
3154
0
3150
in
clia
12
023
mm
0
4738
0
4733
in
clia
12
023
mm
0
4738
0
4733
in
clia
1
8
mm
1
1024
in
I
7
mm
1
0630
in
I
4
mm
0
0551
in
1
3
mm
0
0512
in
0
020
0
053
mm
0
0008
0
0021
in
0
040
0
073
mm
0
0016
0
0029
in
Page 28 of 171
The
thermostat
can
be
tested
by
suspending
it
with
a
thermometer
in
a
container
ftlled
with
water
Heat
the
water
gradually
and
stir
it
to
obtain
a
uniform
temperature
Maintain
a
constant
check
of
the
temperature
and
make
sure
that
neither
the
thermostat
or
thermometer
touch
the
sides
of
the
container
or
false
readings
will
be
obtained
The
thermostat
should
begin
to
open
at
a
temperature
of
820C
1
50C
179
60F
2
70Fj
and
should
be
fully
open
with
a
maximum
valve
lift
of
8
mm
0
315
in
at
a
temperature
of
950C
2030F
When
installing
the
thermostat
apply
adhesive
to
both
sides
of
the
gasket
before
refitting
the
water
outlet
elbow
RADIATOR
Removal
Drain
the
cooling
system
as
previously
described
and
remove
the
front
grille
2
Disconnect
the
radiator
upper
hose
lower
hose
and
hose
to
the
reservoir
tank
3
Remove
the
radiator
securing
bolts
and
lift
out
the
radiator
Fig
B
4
It
should
be
noted
that
cars
fitted
with
automatic
transmission
incorporate
a
transmission
oil
cooler
which
must
be
disconnected
Installation
is
a
reversal
of
the
removal
procedure
refill
the
system
as
previously
described
FLUID
COUPLING
The
water
pump
is
equipped
with
a
fluid
coupling
on
vehicles
fitted
with
an
air
conditioner
The
fluid
coupling
Limits
the
maximum
fan
speed
to
approximately
3000
r
p
ro
and
eliminates
noise
and
loss
of
power
at
high
engine
speeds
A
fault
in
the
coupling
may
be
caused
by
the
entry
of
foreign
matter
If
a
fault
developes
the
oupling
must
be
removed
and
dismantled
and
the
interior
cleaned
by
washing
in
solvent
The
condition
of
the
seal
and
bearing
must
be
care
fully
checked
and
the
coupling
replaced
if
the
latter
items
have
become
blackened
If
oil
leaks
occur
it
will
be
necessary
to
replace
the
water
pump
assembly
with
the
coupling
After
cleaning
the
unit
refill
with
11
5
cc
silicon
oil
using
a
suitable
syringe
TechnIcal
Data
Radiator
Radiator
cap
working
pressure
Radiator
core
heightxwidth
x
thickness
1400
and
1600
cc
engines
510
body
1600
and
1800
cc
engines
610
body
Corrugated
fin
type
0
9
kg
sq
cm
13Ib
sq
in
280x488x38mm
I
LOx
19
2x
1
49
in
360x502x32mm
l4
2x19
8x1
26
in
Thermostat
valve
opening
temperature
Standard
B20C
l
BOOF
Cold
climates
880C
1900F
Tropical
climates
76
50C
l700F
Max
valve
lift
Cooling
system
capacity
With
heater
Without
heater
Cooling
system
capacity
With
heater
Above
8
mm
0
31
in
6
8litres
1
75
US
gall
1
5
Imp
gall
6
4litres
1
75
US
gall
1
375
Imp
gall
1600
and
1800
cc
engines
610
body
6
5litres
l
7
US
gall
1
375
Imp
gall
6
0
Iitres
1
625
US
gall
1
375
Imp
gall
Without
heater
27
Page 30 of 171
IgnItIon
System
DESCRII
TION
IGNITION
TIMING
IGNITION
DISTRIBUTOR
Maintenance
ADJUSTING
THE
CONTACT
BREAKER
GAP
CENTRIFUGAL
ADVANCE
MECHANISM
VACUUM
ADVANCE
MECHANISM
IGNITION
DISTRIBUTOR
Removal
and
Dismantling
IGNITION
DISTRIBUTOR
Assembling
and
Installation
SPARKING
PLUGS
DESCRII
TION
The
ignition
circuit
comprises
the
distributor
ignition
coil
ignition
switch
spark
plugs
high
tension
lead
and
the
battery
See
Fig
C
1
The
Hitachi
distributor
is
shown
in
exploded
form
in
Fig
C
2
19niton
timing
is
automatically
regulated
by
the
distributor
centrifugal
advance
mechanism
or
vacuum
advance
mechanism
depending
upon
the
demand
made
on
the
engine
The
vacuum
advance
mechanism
operates
under
part
throttle
only
and
uses
intake
manifold
depression
to
advance
the
ignition
timing
When
the
engine
speed
is
increased
the
vacuum
is
inoperative
and
ignition
timing
is
regulated
by
the
centrifugal
advance
mechanism
The
centrifugal
advance
mechanism
uses
a
system
of
governor
weights
and
springs
which
turn
the
carn
assembly
in
on
anti
clockwise
direction
to
advance
the
ignition
timing
As
the
engine
speed
is
decreased
the
weights
move
back
and
allow
the
cam
to
return
thereby
retarding
the
ignition
timing
The
ignition
coil
is
an
oil
filled
unit
comprising
a
coil
around
which
is
wound
the
secondary
and
primary
windings
The
number
of
turns
in
the
primary
winding
provide
a
high
secondary
voltage
throughout
the
speed
range
The
resistor
is
automatically
by
passed
at
the
moment
of
starting
and
allows
the
ignition
coil
to
be
directly
connected
to
the
battery
This
applies
the
full
battery
voltage
to
the
coil
to
give
the
necessary
staTting
boost
When
the
starter
switch
is
released
the
current
flows
through
the
resistor
and
the
voltage
through
the
coil
is
dropped
for
normal
running
purposes
IGNITION
TIMING
The
ignition
timing
can
be
accurately
checked
using
a
stroboscopic
timing
light
which
should
be
connected
in
accor
dance
with
the
manufacturers
instructions
Make
sure
that
the
timing
marks
on
the
crankshaft
pulley
are
visible
if
they
are
not
visible
mark
them
with
chalk
or
white
paint
Each
mark
represents
a
50
division
of
the
crank
angle
Disconnect
the
distributor
vacuum
line
start
the
engine
and
allow
it
to
run
at
normal
idling
speed
or
slightly
below
Point
the
timing
light
at
the
timing
pointer
on
the
front
cover
Fig
C
3
The
crankshaft
pulley
groove
should
appear
to
be
stationery
and
aligned
with
the
pointer
on
the
front
cover
The
top
dead
centre
mark
is
located
at
the
extreme
right
as
shown
in
the
illustration
If
the
setting
requires
adjustment
the
distributor
flange
bolts
must
be
slackened
and
the
distributor
body
turned
clockwise
to
advance
or
anti
clockwise
to
retard
the
timing
See
Technical
Data
for
timing
settings
After
adjusting
the
timing
tighten
the
distributor
flange
bolts
and
recheck
the
timing
IGNITION
DISTRIBUTOR
Maintenance
Remove
the
distributor
cap
by
easing
away
the
two
clamps
and
examine
the
points
for
signs
of
burning
or
pitting
The
points
can
be
cleaned
if
necessary
using
a
fine
grade
of
oilstone
or
file
The
faces
of
the
points
must
be
completely
flat
and
parallel
and
all
abrasive
dust
removed
with
compressed
air
If
the
points
are
excessively
pitted
they
must
be
renewed
and
grease
applied
to
the
moving
contact
pivot
and
the
surface
of
the
cam
Ensure
that
the
distributor
cap
is
thoroughly
clean
both
inside
and
outside
A
contaminated
cap
will
promote
tracking
indicated
by
black
lines
and
caused
by
electrical
leakage
between
the
segments
on
the
inside
of
the
cap
Make
sure
that
the
carbon
button
is
not
worn
Both
the
distributor
cap
and
rotor
must
be
renewed
if
they
are
cracked
or
damaged
IGNITION
DISTRIBUTOR
Adjusting
the
contact
breaker
gap
To
adjust
the
contact
breaker
points
remove
the
distributor
cap
and
pull
the
rotor
off
the
cam
spindle
Turn
the
engine
until
the
heel
of
the
contact
breaker
arm
is
positioned
on
the
cam
lobe
the
contact
breaker
gap
is
set
to
the
maximum
in
this
position
Slacken
the
adjusting
screw
Fig
CA
insert
a
feeler
gauge
between
the
points
and
adjust
the
breaker
plate
until
the
re
quired
gap
of
0
45
0
55
mm
0
0177
0
0217
in
is
obtained
Tighten
the
adjusting
screw
and
recheck
the
setting
After
the
contact
breaker
gap
has
been
adjusted
check
the
ignition
timing
as
previously
described
The
tension
of
the
contact
breaker
should
be
0
5
0
65
kg
I
I
I
4
lb
Measure
the
tension
with
a
gauge
and
at
900
to
the
contact
breaker
arm
29
Page 32 of 171
CENTRIFUGAL
ADVANCE
MECHANISM
Special
equipment
is
required
to
check
the
advance
characteristics
It
is
possible
however
to
carry
out
an
exam
ination
of
the
caffi
assembly
and
the
weights
and
springs
to
ensure
that
the
earn
is
not
seizing
Lift
off
the
distributor
cap
and
turn
the
rotor
anti
clock
wise
When
the
rotor
is
released
is
should
return
to
the
fully
retarded
position
without
sticking
If
it
does
not
return
to
the
fully
retarded
position
it
will
be
necessary
to
check
for
dirt
and
weak
springs
It
should
be
noted
that
any
wear
in
the
mechanism
or
lose
of
spring
tension
will
upset
the
advance
characteristics
and
cause
unsatisfactory
engine
running
performance
over
the
speed
range
VACUUM
ADVANCE
MECHANISM
The
diaphragm
of
the
vacuum
advance
mechanism
is
mechanically
connected
to
the
contact
breaker
plate
The
rise
and
fall
of
inlet
manifold
depression
causes
the
diaphragm
to
move
the
contact
breaker
plate
to
advance
or
retard
the
ignition
If
the
vacuum
control
unit
fails
to
function
correctly
a
check
can
be
carried
out
to
ensure
that
the
contact
breaker
plate
is
moving
freely
and
that
the
three
steel
balls
at
the
top
and
oottom
of
the
plate
are
adequately
lubricated
Also
make
sure
that
the
vacuum
inlet
pipe
is
not
blocked
or
leaking
and
is
securely
tightened
Leakage
may
be
due
to
a
defective
diaphragm
which
should
be
renewed
along
with
any
other
faulty
part
of
the
mechanism
IGNITION
DlSTRffiUTOR
Removal
and
Dismantling
Disconnect
the
battery
leads
2
Disconnect
the
high
tension
lead
at
the
coil
3
Withdraw
the
high
tension
leads
from
the
distributor
cap
4
Detach
the
suction
pipe
from
the
vacuum
control
unit
5
Mark
the
position
of
the
distributor
and
rotor
remove
the
flange
mounting
bolts
and
withdraw
the
distributor
To
dismantle
the
distributor
proceed
as
follows
Take
off
the
distributor
cap
and
remove
the
rotor
Slacken
the
two
set
screws
holding
the
contact
breaker
upper
plate
Remove
the
primary
cable
terminals
and
withdraw
the
contact
set
from
the
distributor
Fig
C
S
Remove
the
vacuum
control
unit
c
Remove
the
two
screws
and
lift
out
the
contact
breaker
plate
detach
the
clamp
the
terminal
and
the
lead
To
remove
the
cam
take
out
the
centre
screw
as
shown
in
Fig
e
6
Drive
out
the
drive
pinion
retaining
pin
with
a
drift
and
hammer
Fig
e
and
remove
the
pinion
and
washer
Take
care
not
to
stretch
or
deform
the
governor
springs
when
detaching
them
from
the
weights
IGNITION
DISTRIBUTOR
Assembling
and
Installing
Assembly
is
a
reversal
of
the
dismantling
procedure
Lubricate
the
moving
contact
pivot
and
smear
the
lobes
of
the
cam
with
multi
purpose
grease
If
the
centrifugal
advance
mechanism
has
been
dismantled
the
governor
springs
and
cams
must
be
refitted
as
shown
in
Fig
e
8
The
governor
weight
pin
6
should
be
fitted
into
the
longer
of
the
two
slots
leaving
a
certain
amount
of
clearance
for
the
start
and
end
of
the
centrifugal
advance
movement
When
installing
the
distributor
take
care
to
align
the
body
and
rotor
with
the
marks
made
during
removal
The
rotor
must
be
positioned
in
its
original
location
it
will
turn
slightly
when
the
distributor
is
inserted
and
the
gear
teeth
mesh
Remove
and
replace
the
distributor
if
the
rotor
does
not
point
to
the
align
ment
mark
until
both
distributor
body
and
rotor
are
correctly
aligned
SPARKING
PLUGS
The
sparking
plugs
should
be
inspected
and
cleaned
at
regular
intervals
not
exceeding
every
10
000
km
6000
miles
New
sparking
plugs
should
be
fitted
at
approximately
20
000
km
12
000
miles
Remove
the
plugs
and
check
the
amount
of
electrode
wear
and
type
of
deposits
Brown
to
greyish
tan
deposits
with
slight
electrode
wear
indicate
that
the
plugs
are
satisfactory
and
working
in
the
correct
heat
range
Dry
fluffy
carbon
deposits
are
caused
by
too
rich
a
mixture
dirty
air
cleaner
excessive
idling
or
faulty
ignition
In
this
case
it
is
advisable
to
replace
the
plugs
with
plugs
having
a
higher
heat
range
Oily
wet
black
deposits
are
an
indication
of
oil
in
the
combustion
chambers
through
worn
pistons
and
rings
or
excessive
clearance
between
valve
guides
and
stems
The
engine
should
be
overhauled
and
hotter
plugs
installed
A
white
or
light
grey
centre
electrode
and
bluish
burned
side
electrode
indicates
engine
overheating
incorrect
ignition
timing
loose
plugs
low
fuel
pump
pressure
or
incorrect
grade
of
fuel
Colder
sparking
plugs
should
be
fitted
The
plugs
should
be
cleaned
on
a
blasting
machine
and
tested
Dress
the
electrodes
with
a
small
file
so
that
the
surfaces
of
both
electrodes
are
flat
and
parallel
Adjust
the
spark
plug
gap
to
0
8
0
9
mm
0
031
0
035
in
by
bending
the
earth
electrode
Refit
the
plugs
and
tighten
them
to
a
torque
reading
of
1
5
2
5
kgm
II
15Ib
ft
31
Page 33 of 171
TechnIcal
Data
IGNITION
DISTRIBUTOR
Type
L16
ll8
with
single
carbl
L16
L18
with
twin
arb
L14
Firing
order
Rotation
Ignition
timing
BTDC
0411
58K
0409
54K
0411
63
Dwen
angle
Hitachi
D411
58K
Hitachi
D409
54
K
Hitachi
0411
63
I
3
4
2
anticlockwise
100
at
600
r
p
m
140
at
650
c
p
m
80
at
600
r
p
m
49
550
Contact
point
gap
setting
Contact
spring
tension
0
45
0
55
mm
O
OI77
0
0217
in
0
50
0
65
kg
l
l
0
I
43
lb
Condenser
capacity
0
22
0
44
F
IGNITION
COil
Type
Spark
plugs
With
single
carb
With
twin
carb
Plug
gap
Tightening
torque
Hitachi
6
R
200
NGK
BP
5ES
NGK
BP
6ES
0
8
0
9
mm
0
031
0
035
in
1
5
2
5
kgm
II
15Ib
ft
1300cc
engine
IGNITION
TIMING
Adjustment
100
B
T
D
C
600
r
p
m
32
Page 36 of 171
and
seats
or
a
weak
diaphragm
return
spring
A
pressure
above
the
specified
figure
may
be
due
to
an
excessively
strong
and
tight
diaphragm
Capacity
test
The
capacity
test
can
be
carried
out
when
the
static
pressure
has
been
tested
and
conforms
with
the
specified
figure
of
0
18
kg
sq
cm
2
6Ib
sq
inJ
Disconnect
the
fuel
line
at
the
carburettor
and
place
a
container
under
the
end
of
the
pipe
to
act
as
a
fuel
sump
Start
the
engine
and
run
it
at
a
speed
of
1000
Lp
m
The
amount
of
fuel
delivered
from
the
pump
in
one
minutc
should
be
1000
cc
2
1
US
pt
If
petrol
does
not
flow
from
the
opcned
end
of
the
pipe
at
the
correct
rate
then
either
the
fuel
pipe
is
clogged
or
the
pump
is
not
operating
correctly
If
the
latter
cause
is
suspected
the
pump
must
be
removed
and
inspected
as
described
below
FUEL
PUMP
Removing
and
Dismantling
Before
removing
the
pump
take
off
the
petrol
tank
cap
and
disconnect
the
pump
inlet
and
outlet
pipes
Blow
through
the
pipes
with
compressed
air
to
make
sure
that
they
are
not
clogged
Remove
the
pump
retaining
nuts
withdraw
the
pump
and
dismantle
it
in
the
following
order
Referring
to
Fig
D
l
Take
out
the
screws
holding
the
two
body
halves
together
and
scparate
the
upper
body
from
the
lower
body
2
Remove
the
cap
and
cap
gasket
3
Unscrew
the
eI
bow
and
connector
4
Take
off
the
valve
retainer
and
remove
the
two
valves
5
To
remove
the
diaphragm
diaphragm
spring
and
lower
body
sealing
washer
press
the
diaphragm
down
against
the
force
of
the
spring
and
tilt
the
diaphragm
at
the
same
time
so
that
the
pull
rod
can
be
unhooked
from
the
rocker
arm
link
Fig
D
7
The
rocker
arm
pin
can
be
driven
out
with
a
suitable
drift
FUEL
PUMP
Inspection
and
Assembly
Check
the
uppcr
and
lower
body
halves
for
cracks
Inspect
the
valve
and
valve
spring
assembly
for
signs
of
wear
and
make
sure
that
the
diaphragm
is
not
holed
or
cracked
also
make
sure
that
the
rocker
arm
is
not
worn
at
the
point
of
contact
with
the
camshaft
The
rocker
arm
pin
may
cause
oil
leakage
if
worn
and
should
be
renewed
Assembly
is
a
reversal
of
the
dismantling
procedure
noting
the
following
points
Fit
new
gaskets
and
lubricate
the
rocker
arm
link
and
the
rocker
arm
pin
before
installing
The
pump
can
be
tested
by
holding
it
approximately
I
metre
3
feet
above
the
level
of
fuel
and
with
a
pipe
connected
between
the
pump
and
fuel
strainer
Operate
the
rocker
ann
by
hand
the
pump
is
operating
correctly
if
fuel
is
drawn
up
soon
after
the
rocker
ann
is
released
CARBURETTOR
IDLING
ADJUSTMENT
The
idling
speed
cannot
be
adjusted
satisfactorily
if
the
ignition
timing
is
incorrect
if
the
spark
plugs
are
dirty
or
if
the
valve
clearances
are
not
correctly
adjusted
Before
adjusting
the
idling
speed
set
the
hot
valve
clearances
t
o
0
25
mm
0
0098
in
for
the
intake
valves
and
0
30
mm
0
0118
in
for
the
exhaust
valves
as
described
in
the
ENGINE
section
Idling
adjustment
is
carried
out
with
the
throttle
stop
screw
in
conjunction
with
the
idling
adjustment
screw
See
Fig
D
8
Run
the
engine
until
it
attains
its
normal
operating
temperature
and
then
switch
off
Starting
from
the
fully
closed
position
unscrew
the
idling
adjustment
screw
by
approximately
three
turns
Screw
the
throttle
stop
screw
in
by
two
or
tftr
e
turns
and
start
th
engine
Unscrew
the
throttle
stop
screw
until
the
engine
commences
to
run
unevenly
then
screw
in
the
idling
adjustment
screw
so
that
the
engine
runs
smoothly
at
the
highest
speed
Readjust
the
throttle
stop
screw
to
drop
the
engine
speed
of
approximately
600
r
p
m
is
obtained
WARNING
Do
not
attempt
to
screw
the
idling
adjustment
screw
down
completely
or
the
tip
of
the
screw
may
be
damaged
FAST
IDLE
OPENING
ADJUSTMENT
The
choke
valve
is
synchronized
with
the
throttle
valve
and
connected
to
it
by
levers
as
shown
in
Fig
D
9
The
fast
idle
opening
can
be
check
by
fully
closing
the
choke
valve
and
measuring
the
clearance
between
the
primary
throttle
valve
and
the
wall
of
the
throttle
chamber
This
clearance
being
shown
as
A
in
the
illustration
The
clearance
for
the
carburettor
types
is
as
follows
Carburettor
type
Throttle
opening
angle
180
180
190
Dimension
A
213304
361
13304
4
I
13282
331
1
55mm
0
06lin
1
55mm
0
06Iin
1
3
mm
0
051
in
35
Page 40 of 171
FLOAT
LEVEL
Adjustment
A
constant
fuel
level
in
the
float
chamber
is
maintained
by
the
float
and
ball
valve
Fig
D
12
If
the
fuel
level
is
not
in
accordance
with
the
level
gauge
line
it
will
be
necessary
to
care
fully
bend
the
float
seat
until
the
float
upper
position
is
correctly
set
Fig
D
13
The
clearance
H
between
the
valve
stem
and
float
seat
should
be
1
0
mm
0
039
in
with
the
float
fully
lifted
as
shown
Adjustment
can
be
carried
out
by
carefully
bending
the
float
stopper
Fig
D
14
until
the
required
clearance
is
obtained
SU
TWIN
CARBURETTORS
Adjustments
It
is
essential
that
the
two
carburettors
are
correctly
adjusted
if
peak
m3l1ce
and
economical
fuel
consumption
is
to
be
realized
Incorrect
carburettor
a
ljustment
will
have
an
adverse
affect
during
idling
and
on
acceleration
etc
Carburettor
synchronization
and
idling
adjustment
Run
the
engine
until
it
reaches
its
normal
operating
temperature
remove
the
air
cleaner
and
slacken
the
front
and
rear
throttle
adjusting
screws
the
balance
screw
and
the
fast
idling
setting
screw
Make
sure
that
the
front
and
rear
throttle
shafts
are
not
connected
Fully
tighten
the
idling
adjustment
nuts
of
the
front
and
rear
carburettors
Fig
D
15
the
back
off
each
nut
by
an
equal
amount
and
by
one
and
a
half
to
two
tUrns
Screw
in
the
front
and
rear
throttle
adjusting
screws
by
a
few
turns
and
start
the
engine
Allow
the
engine
to
reach
its
normal
operating
temperature
before
proceding
to
the
next
stage
Adjust
the
front
and
rear
throttle
adjusting
screws
until
the
engine
speed
is
reduced
to
approximately
600
700
r
p
m
The
engine
should
turn
over
smoothly
and
consistently
Apply
a
flow
meter
to
the
front
carburettor
air
cleaner
flange
and
turn
the
adjustment
screw
on
the
flow
meter
so
that
the
upper
end
of
the
float
in
the
glass
tube
is
in
line
with
the
scale
Uft
off
the
flow
meter
and
apply
it
to
the
rear
carburettor
air
cleaner
flange
without
altering
the
setting
of
the
flow
meter
adjusting
screw
If
the
position
of
the
flow
meter
float
is
not
aligned
with
the
scale
adjust
the
rear
carburettor
throttle
adjusting
screw
to
align
the
float
with
the
mark
on
the
scale
With
the
carburettor
flow
correctly
adjusted
turn
the
idling
adjustment
nuts
of
both
carburettors
approximately
1
8
of
a
turn
either
way
to
obtain
a
fast
and
stable
engine
speed
Both
nuts
must
be
turned
by
an
equal
amount
Back
off
the
front
and
rear
throttle
adjusting
screws
and
adjust
the
engine
speed
to
the
specified
value
of
650
r
p
m
for
the
standard
engine
or
700
r
p
m
with
vehicles
fitted
with
automatic
transmission
Make
sure
that
the
air
flow
of
both
carburettors
remains
unchanged
Screw
in
the
balance
screw
until
the
screw
head
contacts
the
throttle
shafts
without
changing
the
idling
speed
setting
Move
the
throttle
connecting
shaft
and
accelerate
the
engine
a
few
times
then
check
that
the
idling
speed
is
unchanged
Turn
the
fast
idle
setting
screw
to
increase
the
engine
speed
to
approximately
1500
r
p
m
and
recheck
with
the
flow
meter
that
the
air
flow
for
both
carburettors
is
correctly
matched
If
the
air
flow
is
uneven
it
will
be
necessary
to
readjust
the
balance
screw
Finally
back
off
the
fast
idle
setting
screw
Fig
D
16
and
decrease
the
engine
speed
Apply
the
flow
meter
to
the
carburettors
to
confirm
that
the
float
positions
are
even
Re
adjust
if
necessary
by
means
of
the
throttle
adjusting
screws
Stop
the
engine
and
fit
the
air
cleaner
SU
TWIN
CARBURETTOR
Dismantling
Piston
and
suction
chamber
Dismantling
Unscrew
the
plug
and
withdraw
the
piston
damper
Fig
D
17
Remove
the
four
set
screws
and
lift
out
the
suction
chamber
withdraw
the
spring
nylon
washer
and
the
piston
Take
care
not
the
damage
the
jet
needle
and
the
interior
of
the
suction
chamber
Do
not
remove
the
jet
needle
from
the
piston
unless
absolutely
necessary
If
a
replacement
is
to
be
fitted
ensure
that
the
shoulder
of
the
needle
is
flush
with
the
lower
face
of
the
piston
This
operation
can
be
accomplished
by
holding
a
strai
edge
over
the
shoulder
of
the
needle
and
then
tightening
the
set
screw
as
shown
in
Fig
D
18
Wash
the
suction
chamber
and
piston
with
dean
solvent
and
dry
with
compressed
air
Lubricate
the
piston
rod
with
a
light
oil
Do
NOT
lubricate
the
large
end
of
the
piston
or
the
interior
of
the
suction
chamber
NOZZLE
Dismantling
The
nozzle
See
Fig
D
19
can
be
removed
quite
easily
but
should
not
be
dismantled
unless
absolutely
necessary
as
reassembly
of
the
nozzle
sleeve
washer
and
nozzle
sleeve
set
screw
is
an
extremely
intricate
operation
To
remove
the
nozzle
detach
the
connecting
plate
from
the
nozzle
head
pulling
lightly
on
the
starter
lever
to
ease
the
operation
Loosen
the
retaining
clip
take
off
the
fuel
line
and
remove
the
nozzle
Be
careful
not
to
damage
either
the
jet
needle
oc
the
nozzle
Remove
the
idle
adjusting
nut
and
spring
The
nozzle
sleeve
can
be
removed
if
necessary
by
taking
out
the
set
screw
but
as
previously
stated
should
not
be
dismantled
unless
absolutely
necessary
SU
TWIN
CARBUREfTOR
Assembly
Assemble
the
piston
assembly
into
position
but
do
not
fill
with
damper
oil
Assemble
the
nozzle
sleeve
washec
and
set
screw
by
temporarily
tightening
the
set
screw
Set
the
piston
to
its
fully
closed
position
and
insert
the
nozzle
until
it
contacts
the
nozzle
sleeve
When
the
nozzle
jet
contacts
the
jet
needle
the
nozzle
sleeve
must
be
slightly
adjusted
so
that
it
is
at
right
angles
to
the
centre
axis
and
positioned
to
leave
the
nozzle
jet
clear
of
the
jet
needle
Raise
the
piston
without
disturbing
the
setting
and
allow
it
to
drop
The
piston
should
drop
smoothly
until
the
stop
pin
strikes
the
venturi
with
a
liaht
metallic
click
See
below
under
Centering
the
jet
Tighten
the
nozzle
sleeve
set
screw
remove
the
nozzle
install
the
idle
adjustinJ
spring
and
adjusting
nut
on
the
nozzle
sleeve
and
refit
the
nozzle
39