1969 DATSUN 610 light

6

T
1
0
4
k
m

7
2
10
1
h
b

Lowe

bra
ket

T
1
2

kl1
m

So
ft
lb

Change
J

P
dl

s

1

T

2
0

kg
m
S

d

Trunnion
i14
5ft
lb

k

R
b
hifirod

I

i
f
S
3
d
h

h
1m

1

L
7fOC

v

Rev

Rev
lst
lhift
le
er

Fig
F
35
Three

speed
gearchange
linkage

column
mounted
inter
IUI
j@

l
ce

Steering
gear

Fig
F
37

Removing
the
indicator
and

lighting

switch

60
k

Upper
bracket
id
m

mb
r

Control
rod

eros
shalt

e
r

i

2nd
Steerin

Reve
e
lu

Reverle

Neutral

od

3

Neutral

H
C

dl

n

3

Note

Fig
F
38

Removing
the

upper
support
bracket

lO
br

Gr
fOf

trllllett
il

ll

1

Ch
lwer

i

Fig
F
41
Neutral

setting

adjustment
T
0

35
0
5

kg
m
2

S
3
6
ft
lb

1

2
T
Tightening
torque

@
Chauis

grease

Apply
grease
to
the

points
shown

by

@

when

recnsembling

Fig
F
39

Removing
the
lower
bracket

Fig
F
42
View
of
the
selector
lever

cage
Mcasure
the
clearance
between
the

rear
face
of
thc
side

gear
and
the
differential
cage
as

shown
in

Fig
G
ll

and
if

necessary
use
a

tluust
washer

which
will

given
a

clearance
of

0
1
0
2mm
0
004
0
008
in
Fit
the

pinion
shaft
lock

pin

and
secure
it

by
caulking
with
a

punch
Lubricate
the

gear
teeth

and
check
the

gear
for
freedom
of
rotation

Install
the
crown
wheel
in
the

differential

cage
and
insert

the
bolts
with
new
lock

straps
Tap
the
head
of
each
bolt

lightly

and

tighten
the
bolts
in
a

diagonal

pattern
to
a

torque
reading

of
7
0
8
0

kgm
51
58Ib
ft
Measure
the
width
of

the
side

bearings
before

installing
them
Place
a

weight
of
2
5

kg
5
5
1b

on
the

bearings
and
check
the
nominal
width
which
should
be

20mm
0
787
in
Press
the

side

bearings
into
the
differential

cage

Adjustment
of
drive

pinion

preload

This

adjustment
is
carried
out
without

fitting
the
oil
seal

Press
the
front
and
rear

bearing
outer
races

into
the

gear
carrier

and
fit

the

pinion
height
adjusting
washer

Fig
G
12
the

shims

and
the
rear

bearing
inner
race
onto

a

dummy
shaft

special
tool
ST
31
120000
The
old
washers
and

shims
can

be

re
used
if
the
tooth
contact

pattern
was
found
to
be

correct

on
the

pre
dismantling
check
Fit
the
drive

pinion
bearing
spacer

the
washer
ans

special
collar
5T
312140000
or
5T
31500000

and

the
drive

flange
on
to

the

dummy
shaft

Tighten
the
drive

pinion
nut
to
a

torque
reading
of
17

20

kgm
123
145
Ib

ft

Measure

the
drive

pinion
bearing
pre
load
and
select
washers
and

spacers
to

give
a

pre
load

of
7
1
0

kg
cm
6

9Ib
in
with
new

bearings
or
3

6
kg
cm
2

6
5
Ib
in
with
used

bearings

Adjusting

spacers
are
available
in

lengths
of
56
2
57
2
mm

2
2126
2

2520
in
and

adjusting
washers
in
thicknesses
of

59
2
31
mm
0
1020
0
0909
in

Adjustment
of

pinion
height

The

pinion
height
or
distance

of
the
face
of
the

pinion
to

the
axis
of
the

crownwheel
is

adjusted
by
the
thickness
of
the

adjusting
washer
behind
the
drive

pinion
gcar

The
drive

pinion
has
a

tolerance
mark
etched
on
its
face

this
tokrance
is

accompanied
by
a

or

sign
to
show
the

deviation
from
the
nominal
dimension
Thc

plus
sign
indicates

that

the
nominal
distance
must
be
increased
and

the
minus

sign
that
it
mllst
be
decreased
The
tolerances
are
shown
in

Fig

G
I3

The

pinion
height
can

be

adjusted
using
the

original

adjusting
washer
and
shims
between
the
rear

bearing
cone

and

the

drive

pinion
Install
the

setting
gauge
5T
31210000
on
the

carrier
with
the

dummy
pinion
installed
Sce

Fig
G
14

Measure
the
clearance
between
the
head
of
the

dummy

shaft

and
the
tip
of
the

setting
g
wge
using
a
feeler

gauge
as

shown
in

Fig
G
15
The
clearance
is

also
shown
at
the

point

T
in
Fig
G
14
The

required
thickness
of
the

adj
lsting

washer
can

be
obtained

using
the
following
formula

S
W

T
H
x

0
01
0
20

Where
W

thickness
of
inserted
shims
and
washers

T
Measured
thickness

H
Figure
engraved
on

pinion
head
o

S

Required
thickn
ss
of
washers
and
shims

A

typical
example
is
given
below

w

20
1
20

T

H

S
340
0
24
2
x
0
01

0
20
3
40
mm

0
24
mm

3
46
mm

An
adjusting
washer
rrlust
be
selected
which
is
nearest
in

thickness
to
the
value
of
3
46mm
Adjusting
washers
are
available

in
thicknesses
of
3
09mm
0
01217
in
to
3
66m
0
1441
in

for
the
l800cc
models
and
in
thicknesses
of
O

2
and
2
4mm

0
787
0
866
and
0
945
in

for
the
1400
and
1600
cc
models

Fit
the
selected

adjusting
washer
and
shims
to
the
drive

pinion
and

press
on
the
rear

bearing
inner

race
Install
the
drive

pinion
into
the
differential
carrier

together
with
the

bearing

spacer
and
washer

the
front

bearing
inner
race
and
the
front

bearing
pilot
spacer

Fit
the
drive
flange
and
washer
on
the
drive

pinion
and

secure
them
with
the

pinion
nut

Tighten
the
nut
to
a
torque

reading
of
17
20

kgm
123
145Ib
ft

SIDE
BEARING
SHIMS
Selecting

The
side

bearing
pre
load
must

be
adjusted
with
selected

shims

if
the

differential
carrier
the

cage
the
side
bearings
or

the
bearing
covers
have
been
renewed

The

required
thickness
of

the
shims
can
be
obtained

using

the

following
formula
and

referring
to

Fig
G
l
5

T1
left
side
bearing
A
C
GI
D
E
H
x
0
01

0
76

T2

right
side
bearing
B
D
G2
F
H
x
0
01
0
76

Where

A
B

C
D

E
F
The

figure
on
the
differential
carrier

The

figure
on
the
differential

cage

The
differences
in
width
of
the
left
or

right
hand

bearings
against
the
nominal
width
of
20
0mm

0
7874
in

given
in
units
of
1
100
mm

Gl

G2

H
The

figure
on

the
side
cover

The
figure
on
the
crownwheel

The
A
B
C
D
G
and
H

figures
indicate
the
dimensional

variations
in
units
of
1
100
mm
fr
Jm
the
standard
measurement

An

example
of
the
calculations
to
decide
the
thickness
of
shim

required
is

given
below

Where

A
I
B
2
C
2
D
1
GI
3
G2
1
E
O
Olmm
F

O
02mm
H

Left
side

bearing

Tl
A

C
G
1
D
H
x

0
01
0
76
E

I
3
1
2
x

0
01
0
76
0
01
0
8mm

Right
side

bearing

T2
B
D
G2
H
x
0
01
0
76
F

2

I
I
2

x
0
01
0
76
0
02
0
8mm

67

Check
the
run
out
of
the
crownwheel
as

shown
in

Fig
G
15

Position
the

dial
gauge
to

the
rear

of
the
crownwheel
and
check

that
the
run
out
does
not

ceed
0

0
mm
0

0020
10
I
It
the

run
out

limit
is
exceeded

replace
the
crownwheel
and

pinion

as
a
t

Inspect
the
differenti
l
L
arrier
nd
case
for

cracks
or

distortion
and

replace
them
if

necessary

DIFFERENTIAL

GEAR
CAGE

Assembli
g

V
Install
the
differential

side

geaI
5
pinions
and

original
thrust

washers
into
the

cage
and
check
the
clearance

between
side

gears

and
thrust
washers
The

clearance
must
be

adjusted
to

within

0

05
0
20
mm
0
002
0
008

in
for

the
1400
and
1600
cc

models

and
to

within
0
10
0
20
mIT

0
004
0
008
in
for

the

1800
cc
models
Correction
can

be
made
if

necessary
by
replacing

the

thrust
washers
which
are
available
in
the

following
sizes
t

SIDE

GEAR
THRUST
WASHERS

f
1400
and
1600

cc
Estate
car
0
78
0
83
0

88
1
03
1
23
mm

0
0030
0
0327
0
0346

0
0406
0

0484
in

l800cc

Estate
car
0
785
0
835
0
885

1
035

I
185
mm

0
0309
0
0329
0
0348
0
0408

0
0467
in

1800
cc

Van
0

75
0
80
mm
0
80
0

85
mm

0
85

0
90
mm
0
90
0
95
mm

0
0295
0
0315

in
0
0315

0
0335
in
0
0335
in
0
0354
in

0
0354
0

0374
in

Drive
in

the
differential

pinion
lock

pin
from
the

right
hand

side
of
the
case
and

peen
the
rim
of
the
hole

to

prevent
the

pin

from

working
loose

Fit
the
crownwheel

to
the
differential

cage
and

install
the

bolts
and
new
lock

plates
Tap
the
head
of

each
bolt

lightly

and

tighten
the
bolts
in
a

diagonal
pattern
to
the

specified

torque
readings

Press
in
the
side

bearing
inner
race
with
a
suitable
drift

The

crown
wheel

adjusting
shims
must
be

placed
behind
the

bearings
to
obtain

the
correct

pre
load
Press
the

drive

pinion

rear

bearing
outer
race

and
front

bearing
outer
race
into
the

carrier

The
shim
at
the

rear
of
the
outer
race

must
be
increased

or
decreased
to

adjust
the

pinion
height
as
described

below

Adjusting
the
drive

pinion

The

pinion
height
or
distance
from

the
face

of
the

pinion

to
the
axis
of

the
crownwheel
is

adjusted
by
altering
the
thick

ness
of
the

adjusting
shim

between
the

drive

pinion
gear
and

the
rear

bearing
cone
The
drive

pinion
ha

a
tolerance
mark

etched

on
its
face
as

shown
in

Fig
G
26
This
tolerance
is

accompanied
by
a
or

sign
to
show

the
deviation
from
the

nominal
dimension
of

86mm
0
386
in
see

Fig
C

n
The

plus

sign
indicates
that
the

nominal
dimension
must
be
increased

by
the

figure
on

the

pinion
and
the
minus

sign
that
it
must
b

decreased

To
determine
the
thickness
of

the
drive

pinion
shim

press

the
front

and
rear

bearing
outer
races
into
the

carrier
fit
the

70
rear
be

ring
and

dummy
shafr
and

place
the

Ippropriatt
ettil1g

gauge
on

the
carrier
See

Fig
C
2S
l

The

fOllowing
setting

gaUges
and

dUlllmy

shaft
houlJ
bt
llsed
for
th
various

modds

I
OO
and

1600
Estate
c

r

Setting
g
3uge
ST
1941000

Dummy
shaftST
31942000

ISOOce
Estate
car

Setting
gauge
ST
31141000

Dummy
shaftST
1941000

1800cc
V

n

Setting
gauge
5T
3
I
Y41

000

Dummy
sh
ftST

31941000

Measure
the
clearance
N

Fig
C
l8
berween
the

tip
of

the

setting

gauge
and
the
face
of

the

dummy
shaft

with
a
feeler

gauge
Determine
the
thickness
of
shim

required
using
the

following
formula

T
N
H
D

S
x
0
01
0
28
station

wagon

T
N
H
D
S
x
0
01
2
18
Van

Whe
rc

T
The

required
thickness
of

adjusting
shim
mrn

N
The
measured
clearance
mm

H
The

plus
or

minus

figure
on
the

pinion
head

D
The

figure
on

the

dummy
shaft

S
The

figure
on
the

setting
gauge

As
an

example
for

the
Estate
car

N
0
30mm
H

1
D
I
S
O

T
0
30
2
1
0
x
0
01
0
28
0
59
mm

Shims
are

available
in
thicknesses
of
0
050

0
070
0
10

0
20
and
0
50
mID
0
0019
0
0027

0
0039
0
0078
and

0
0196
in
for
the
Estate

cars
and
in
thicknesses
of
2
37
2
97mm

0
0933
0
1169
in
for
the
1800cc
Van

Take
off

the
drive

pinion
and
the
rear

bearing
outer
race

and

adjust
the

position
of

the
drive

pinion
by
installing
shims

of

selected
thicknesses
Fit
the
drive

pinion
and

bearing

spacer

in

the

pinion
housing
and

tighten
the
drive

pinion
nut
to
a

torque
reading
of
14
17

kgm
101
130
Ib
fl
for

the
Estate

cars
or

13
20

kgm
94
145Ib
ft
for
the
1800
cc
Van

Adjusting
the
drive

pinion
preload

The
drive

pinion
preload
on
Estate
car
models
is

adjusted

by
meam
of
the

adjusting
spacer
and
the
shims
between
the

spacer
and
the
front

bearing
inner
race

On
the
1800
cc

van
a

collapsible

pacer
is
u
sed

to

adjust

the

preload

Estate
car

O1eck
the

preload

by
attaching
a

preload
gauge
to

the

pinion

flange
and

adjust
by
selecting
spacers
and
shims
from
the

sizes

given
in
Technical

Data
The
initial

turning

torque
without

the
oil
seal
and
with

the
drive

pinion
nut

tightened
to
a

torque

reading
of
14

17

kgm
101
130
Ib
ft
should
be
10
13

kg
m

138
9
180
5
in
oz
for
new

bearings
If
used

bearings
are

fiued

the
initial

torque
must
be
reduced

by
20
to
40
Cneck

the

pinion
height
as

previously
described
and
re

adjust
if

necessary

Remove
the

pinion
nut
and

nange
Press
the
new
oil
seal

into
the
carrier

ensuring
that
the

lips
of
the

seal
are

thoroughly

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

SteerIng

DEsn
IPTION

S
i
EERlNG
MaintenaDce

STEERING
WHEEL
AND
STEERING
GEAR

Removal
and
Installation

STEERING
GEAR

Dismantling

STEERING
GEAR

Inspection
and
Adjustment

DESCRIPTION

A
worm
and

recirculating
ball

type
steering
system
is

fitted
to

the
vehicle
the

component
parts
of
the

steering
gear

are
shown
in

Fig
K
I

The

steering
linkage
consists
of
the
centre
tie
rod

pitman

ann
idler
arm
outer
tie
rods
and
the
knuckle
arms
as
shown

in

Fig
K
2

A

collapsible
steering
column
assembly
can
be
fitted
to
the

vehicle
to

protect
the
driver
from

injury
in
a
head
on

collision

Details
of
this

type
of

assembly
are

given
under
the

appropriate

heading

STEERING
Maintenance

O1eck
the
oil

level
in
the

steering
box
every
10
000
km

6
000
miles
and

top
up
with
recommended
lubricant
if

necessary

Grease
the

steering
linkage
every
50
000
km
30
OOO

miles
It
will
be

necessary
to

replace
the

plug
in
the
tie
rod
ball

joints
with
a

grease
nipple
for
this

operation
as

previously

described
in
the
section
FRONT
SUSPENSION

Use
a

grease
gun
to

completely
replace
the
old

grease
with

new

grease
making
SUfe
that
the

grease
is
not
forced
from
under

the
cover

clamp
if
a

high

pressure
gun
is
used

STEERING
WHEEL
AND
STEERING
GEAR
Removal

1
Take
out
the

retaining
bolts
and
remove
the
horn
ring

remove
the

steering
wheel
nut

Fig
K
3
and

pull
off

the

steering
wheel
The
special
tool
ST
27180000
should
be

used
if
available

2
Disconnect
the

battery
leads
remove

the
steering
column

shell
covers

and
the
turn

signal
and

lighting
switch
assembly

3
On
vehicles
fitted
with

steering
column

gear
change

assemblies
the

gear
lever
must
be
removed
from
the

control
rod

assembly
Unscrew
the
retaining
boltg
and

disconnect
the

gear
lever

4
Remove
the
bolts
from
the

steering
column

upper
clamp

Fig
K
4
and
the
bolts

holding
the
lower

plate
Fig
K
5

5
If
the
vehicle
is
fitted
with

steering
column
gear
change

remove
the

cotterpin
from
the
trunnion
and
detach
the

gearchange
rod
and
selector
rod
from
the

change
lever
and

selector
lever
STEERING
GEAR

Assembly
and

Adjustment

COLLAPSIBLE
STEERING

COLLAPSIBLE
STEERING
Removal
and

Inspection

COLLAPSIBLE
STEERING
Installation

STEERING
LINKAGE

6
Remove
the
bolts

securing
the

steering
gear
housing
to

the
car

body
Fig
K
6
and

pull
the
steering

gear
towards

the

engine
compartment

Remove
the
gearchange
control
from
the

steering
gear

assembly
as
described
in
the
section
GEARBOX

STEERING
WHEEL
AND
STEERING
GEAR
Installation

Installation
is
a
reversal
of
the
removal

procedure
When

the
installation
has
been
completed
make
sure
that
the

steering

wheel
can

be
turned

smoothly
and
is
correctly
aligned
The

free
travel
of
the

steering
wheel
should
be
between
2S
30mm

0
9B
1
18
in
Tighten
the

steering
wheel
locknut
to
a

torque

reading
of
4
0
5
0

kgm
29
36Ib
ft
and
the

steering
column

upper
clamp
and
plate
bolts
to
a

torque
reading
of
1
3
1
8

kgm

94
1
3
Ib
ft

Ensure
that
the

steering
box
is
topped
up
to
the
correct

level
with
recommended
lubricant

STEERING
GEAR

Dismantling

Remove
the

pitman
arm

retaining
nut

and
pull
out
the
arm

The

special
puller
ST
27140000
should
be

used
if
available

Remove
the
drain

plug
from
the

steering
gear
housing
and

drain
the
oil

Slacken
the

adjusting
screw
nut
and
turn
the
sector
shaft

adjusting
screw
a
few
turns
in
the
anti
clockwise
direction

Remove
the
sector

shaft
cover

retaining
bolts
and

pull
the

sector
shaft
cover
and
sector
shaft
from
the
gear
housing
Fig

K
7

Remove
the
bolts

securing
the
column

jacket
to
the

gear

housing
and

carefully
withdraw
the
main
column
jacket
assembly

from
the
gear
housing
Fig
K
B

NOTE
The
ball
must
not
be
allowed
to
run
to
either
end
of

the
worm
or
the
ends
of
the
ball

guides
will
be

damaged

Pull
the
column
assembly
from
the
column
jacket
Remove

the
sector
shaft
oil
seal
and
take
out
the
rear

bearing
outer

race

from
the
column

jacket
with
a
suitable

puller

Withdraw
the

bearing
inner
races
from

the
front
and
fear

worm

bearings

Remove
the
column
shaft

bearing

91

inter
G

@lfi

r

OIl

ll

V
V

1
Re
rvoir

azp

2

Resovoir
tank

3

condDry
piston
rrtrun

rprins

4
Secondary
pitton

5

Primary
piston
tum

spring

6

Primary
piston

7
uvd

gau

Fl
L
I
Tandem
master

cylinder
level

gauge

on
SSS
models

only
Fig
L
2
Section

through
the

single
master

cylinder

I

Independent
axle
Rigid
axle

Fig
L
3

Layout
of
brake
lines
with
tandem

master

cylinder

A
Ji

I
I

f

tf

A1

r

Fig
L
4
Section

through
the
brake

warning

light
switch

Fl
L
5
View
of
the
front
drum

brake

98

BrakIng

System

DESCRIPTION

MASTER
CYLINDER
Removal

dismantling
and
Overhaul

BRAKE
LINES

Replacing

BRAKE
WARNING
LIGHT
SWITCH

FRONT
DRUM
BRAKE
Removal

inspection
and
Overhaul

REAR
DRUM
BRAKE
Removal

inspection
and
Overhaul

FRONT
DRUM
BRAKE

Adjusting

DESCRIPTION

The
vehicle
is
fitted
with
either
disc

brakes
or
two

leading

shoe

type
drum
brakes
for
the
front
wheels
and

leading
trailing

shoe

type
drum
brakes
for

the
rear

wheels

All
brakes
are

hydraulically
operated
from
the
brake

pedal

with
the
rear
brakes

additionally
operated

by
a
mechanical

handbrake
and

linkage
system
Either
a

single
or
a
tandem

master

cylinder
can
be
fitted
The
tandem
master

cylinder

provides
a
dual

braking
circuit
in
which
the
front
and
rear

brakes
are

separately
supplied
If
ODe
circuit
fails
the
other

circuit
will

still

operate
and
provide
a
reduced
but
efficient

braking
action

The
brake

pipes
are

double
wall
steel
tubes
and
are

galvanized
at
the
sections
beneath
the
vehicle
floor
to

prevent

corrosion

MASTER

CYLINDER
Removal

Either
a

tandem
or

single
master

cylinder
can

be
fitted

to

the
vehicle

Fig
L
I
shows
a
cross
sectional
view

through
the

tandem
master

cylinder
and

Fig
L
2
a
cross

sectional
view

through
the

single
master

cylinder
The
removal
and

dismantling

procedures
are

similar
for
both

types
and
are

carried
out
in

the

following
manner

1
Remove
the
clevis

pin
and

separate
the
brake

pedal
from

the
master

cylinder
push
rod

2
Disconnect
the

brake
tubes
from

the
master

cylinder

3
Remove

the
master

cylinder
mounting
bolts
withdraw

the
shims
and
take
out
the
master

cylinder
assembly

MASfER
CYLINDER

Dismantling
and
Overhaul

Drain
the
brake
fluid
from
the

cylinder
and
remove
the

stopper
bolt
Remove
the

dust
cover

the

snap
ring
the

stopper

ring
and
the

pusbrod
assembly

Take

out
the
primary

piston
and

secondary
piston

assemblies
and
the

piston
spring

Remove
the
valve

cap
and
take
out
the
valve

assembly

Oean
all
the

components
with
brake

fluid
and
check

them

for
wear
or

damage
Make
sure
that
the

cylinder
bore
and

piston
are
not

damaged
or

unevenly
worn

The
clearance

between

cylinder
and

piston
must
not
exceed
0
15mm
0
006

in
REAR
DRUM
BRAKE

Adjusting

FRONT
DISC
BRAKE
Friction

pads

FRONT
DISC
BRAKE
Removal
and

Dismantling

FRONT
DISC
BRAKE

Assembly
and
Installation

HANDBRAKE
Removal
and
Installation

BLEEDING
THE
HYDRAULIC
SYSTEM

BRAKE
PEDAL
ADJUSTMENT

Check
the
return

springs
for

damage
or
loss

of
tension

Replace
any
part
which

is
in
an

unsatisfactory
condition

MASfER
CYLINDER

Assembly
and
Installation

Assembly
of
the
master

cylinder
is
a
reversal
of
the

dismantling
procedure
noting
the

following
points

Wet
the

cylinder
bore
and

piston
etc

with
brake
fluid

before

assembling
Care
must
be
taken
to

prevent
dust
and

foreign
matter

entering
the

cylinder
and
reservoir
Ensure
that

cups
and
soals
are
not

damaged
when

locating
them

After
the
master

cylinder
is
reinstalled
the

system
must

be
bled
and
the

pedal
height
adjusted
as
described
under
the

appropriate
headings

BRAKE
LINES

Replacing

The

layout
of
the
metal
brake

pipes
and
flexible

hoses
is

shown
in

Fig
L
3

The
brake

pipes
can

be
removed

by
taking
off
the
flare

nuts
at
both
ends
of
the

pipe
and

removing
the

clips
securing

the

pipe
to

the

body
Similarly
the
brake
hoses
can
be
removed

by
taking
off
the
flare
nuts

Thoroughly
clean
the

pipe
or
hose
after

removing
from

the
vehicle
and
check
for

collapsing
cracking
or

rusting
of

the

pipe
and
for

signs
of

expansion
and

weakening
of
the
hose

Any
pipe
or
hose
which
is
not
in
a

satisfactory
condition
must

be
renewed
Remove

any
dust
from
the
brake

clip
and
replace

the

clip
if
the

vinyl
coating
is
torn

Installation
is
a
reversal
of
the
removal

procedure
Make

sure
that
the
brake

pipes
cannot
vibrate

against
any
part
of

the
vehicle
and
the
brake
hoses
are
not
twisted
and

rubbing

against
the

tyres
or

suspension
units
If
the
brake
hose
is

disconnected
from

the
three
way
connector
on

the
rear
axle

housing
it
will
be

necessary
to
fit
a
new

copper
sealing
washer

Do
not

overtighten
the
installation
flare
nuts

the
correct

tightening
torques
are
as
follows

Three

way
connector
master

cylinder
and
brake
hoses

1
5
1
8

kgm
II
13Ib
ft

Fill
the
master

cylinder
with
recommended
fluid
and
bleed

the

system
as
described
under
the

appropriate
heading
Make

sure
that
fluid
is
not

leaking
from

any

part
of
the

system
by

fully
depressing
the
brake

pedal
for
several
seconds
Check
the

pipes
and
connections
and

replace

any
defective

part

99