1969 DATSUN 610 check oil

ALTERNATOR
Dismantling

Refening
to

Fig
M
16
remove

the

pulley
nut
and
take
off

the

pulley
rim
fan
and

spacer
Withdraw
the
brush
holder

retaining
screws
and
remove
the
brush
holder
cover
Withdraw

the
holder
and
brushes
as
shown
in
Fig
M
17

Slacken
and
remove
the
three

through
bolts
and

separate

the
diode

housing
from
the
drive
end
housing
by
tapping
the

front
bracket

lightly
with
a
wooden
mallet

Fig
M
18

Remove
the
screws
from
the

bearing
retainer
and

separate
the

rotor
from
the
front
cover

Fig
M
19

Remove
the
rear

bearing
from
the
rotor

assembly
with
the

aid
of
a

puller
as
shown
in

Fig
M
2D
Take
off
the
diode
cover

and
unsolder
the
three
stator
coil
lead
wires

from
the
diode

terminal

Remove
the

A
terminal
nut
and
diode
installation
nut
and

remove
the
diode

assembly
Do
not
force

the
diode

assembly

when

removing
or
it

may
be

damaged
Remove
the
stator
from

the
rear
cover

ALTERNATOR

Inspection

Use
an

ohmmeter
as

shown
in
Fig
M
21
to
test

the
rotor

field
coil

Apply
the
tester
between
the

slip
rings
and
check
that

the
resistance
is

approximately
4
4
ohms
at

normal
ambient

temperature
Check
the

conductivity
between

slip
ring
and
rotor

core
as
shown
in

Fig
M
22
if

conductivity
exists
the
field
coil

or

slip
ring
must
be

earthing
and
the
rotor

assembly
should
be

renewed

Cbeck
the
stator
to
ensure
that
there
is

conductivity

retween
the
individual
stator

coil
terminals
as
shown
in

Fig
M

23
If
there
is
no

conductivity
between
the
individual
terminals

the
stator
is
defective

Check
each
lead
wire

including
the
neutral
wire
as
shown

in

Fig
M
24
If
there
is

conductivity
between

any
wire
and
the

stator
COTe

the
stator
core

is

earthing
and
the
stator
must

be

replaced

Diodes

Three

positive
diodes
are
mounted
on
the
positive
plate

and
three

negative
diodes
are
mounted
on
the

negative
plate

The
diodes
allow

current
to
flow
in
one
direction

only
The

diodes
on
the

positive
plate
only
allow
current
to
flow
from

the
terminal
to
the

positive
plate
whilst
the
diodes
on
the

negative
plate
only
allow
current
to
flow
from
the

negative

plate
to
the
terminal
A
diode
which
allows
current
to
flow

in
ooth
directions
or
does
not

allow
current
to
flow
in
the

correct
direction
is
unserviceable
and
all
six
diodes
must
be

replaced
Use
a
tester
as
shown
in
Figs
M
25
and
M26
to
check

each
diode

Brushes

Check
the
movement
of
the
brushes
in
their
holders
The

brushes
should
move

freely
and
can
be
eased
in
necessary
by

carefully
ming
the
sides
Oean
the
brush
holders
before

replacing

the
brushes
Renew
the
brushes
if

they
are
worn
below
a
length

of
7mm
0
275
in
With
the
brush

projecting
approximately

2mm
0
08
in
from
the
holder
it
is
possible
to
measure
the

brush

spring
pressure
using
a

spring
balance
as
shown
in

Fig
M
27

The

pressure
of
a
new
brush
should
be
255
345

grammes

9
0
12
2
oz
the

pressure
will
however
decrease

by
approxi

mately
20

grammes
per
I
amm
0
039

in
of
wear

ALTERNATOR

Assembly
and
Installation

Asssembly
is
a
reversal
of
the

dismantling
prQcedure
noting

the

following
points
The
stator
coil
lead
wires
must
be
resoldered
to
the
diode

assembly
terminal
as

quickly
as

possible
or

the
diodes

may
be

damaged
When

installing
the
diode
A
tenninal
make
sure

that

the

insulating
bushing
and
tube
are

correctly
fitted

The

pulley
nut
should
he

tightened
to
a

torque
reading
of

350
400

kg
cm
301
344Ib
in
Mount
the

assembly
in
a

vice
as
shown
in

Fig
M
28
and
when
the

pulley
is

tightened

make
sure
that
the
deflection
of
the

pulley
groove
does
not

exceed
O
3mm
m
o
118

in

ilEA
D
LAMPS

Replacing

All
weather

type
sealed
beam

headlamp
units
are
fitted
to

the
vehicle
Each

lamp
is
of
the
double
fIlament

type
with
a

full
beam
filament
of
50W
and
a
dipped
beam
filament
of
40W

The

replacement
of
the
sealed
beam
unit
can

be
carried

out
as
follows

Remove
the

wiring
socket
from
the
back
of
the

headlamp

unit
On

Coupe
models
withdraw
the
screws

attaching
the

front

grille
to
the
radiator
core

support
On
all
other
models

remove

the
three

retaining
screws
and
remove
the

headlamp
rim

Withdraw
the
three

retaining
screws

securing
the

retaining

ring
3
in

Fig
M
29
and
remove

the
sealed
beam
unit

When

installing
a
new
sealed
beam
unit
make
sure
that
the

Top
mark
on
the
ring
is

uppennost
when
fitted

HORNS

The
circuit
for

the
horns
is
shown
in

Fig
M
30
The
horns

can
be
adusted
for
v01ume
and
tone
in

the

following
manner

Remove
the
connector

and
the

retaining
nut
in

the
centre

of
the
horn
withdraw
the
horn
from
the
vehicle
Connect
a

voltmeter
and
ammeter

into
circuit
as
shown
in

Fig
M
3I
Set

the
switch
to
ON
and
check
that
the
voltmeter
shows
a

reading
of
12
to
12
5
volts
The
sound
can
be

regulated
by

turning
the

adjusting
screw

Fig
M
32
A

reading
of

2
5

amps

should
be
obtained
for
the
flat

type
of
horns
or
5
0

amps
for

the

spiral
type
of
horns

Turning
the

adjusting
screw
clockwise
will
increase
the

current

turning
anti
clockwise
decreases
the
current

Install
the
horns
in
the
vehicle
and
check
that
the
correct

sound
can
still
be
obtained
when
the

higher
voltage
of
14
15

volts
is

generated
by
the
alternator
Turn
the

adjusting
slightly

if

necessary
then

tighten
the
locknut

INSTRUMENT
PANEL
Removal

The
instrument

panel
holds
the
various
meters

and

indicators
A
printed
circuit
board
is
located
at
the
rear
of
the

panel
and
the
connections
to
it
are

multiple
connectors
When

the

panel
is
remove

the
instruments
are

easily
withdrawn
for

inspection
and

servicing

Disconnect
the

battery
negative
terminal

2
Remove
the
windscreen

wiper
switch

lighting
switch
and

choke
control
knobs

by
pressing
them
in
and

turning

anticlockwise
Remove
the
escutcheon

3
Disconnect
the

cigarette
lighter
cable
at
the
rear
of
the

instrument

panel
and
turn

the

cigarette
lighter
outer
case

so
that
it
can
be
removed

115

N
Engme
SYMPTOMS
I

Trouble
Shooting
Lubrication
System

SYMPTOMS

bed
t
f
I
h
i
1m
0
p
q
r
I
I
II
bed
t
f
I
h
Ii
I
m
n

ENGINE
WILL
NOT
CRANK

ENGINE
CRANKS
SLOWLY

ENGINE
CRANkS
BUT
OOES
NOT
START

ENGINE
STARTS
BUT
RUNS
FOR
SHORT

PERIODS
aNL
Y

ENGINE
I
tISFIRES
AT
LOW
SPEED

ENGINE
MISFIRES
AT
HIGH
SPEED

ENGINE
MISFIRES
AT
ALL
SPEEDS

ENGINE
MISFIRES
ON
ACCELERATION

AND
FAILS
TO
REV

ROUGH
IDLE

RUNS
ROUGH
AT
HIGH
SPEED

lACK
OF
POWER

POOR
CCElERA
nON

LACK
OF
TOP
SPEED

EXCESSIVE
FUEL
CONSUMmON

EXCESSIVE
OIL
CONSUMmON

PINKING

COMPRESSION
LEAK
PROIABLE
CAUSE

Faull
In
th
e
ltartinll
IYltem
Refer
to
the
ELECTRICAL

EQUIPMENT
leetion
fOI
dilllflOlIll

b
Eft
ineoiltoothick
Stiffenpne

d
Mechanieal
scimre

Flult
In
lhe
IpUlion
I
ltem
Refer
to
the
IGNITION

SYSTEM
IeCtion
for
di
I

f
Flult
the
fuellYlltm
Refer
to
the
FUEL
SYSTEM

Clion
or
di
l
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h
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cylinder

Broken
weakv
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EXCES9lVE
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CONSUMPTION

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OIL
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Oil
level
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m
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the
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d
Sullu
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f
heel
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replace
if
nccess
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h
Chcck
Ind
repllcclfncct
i
ry

i
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rump

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Renew
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Top
up
oil

m
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Coolmg
System

b
r
h
j
I
m
p
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d
REMEDIES
SYMI
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b
Drlm
oiJ
nd
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ce
with
ot

Add
smlll
quanllty
n
oil
to
the
fuel
Ind

rune
lmeFnd

d
SlfIpenJine
Ind
renew
p
ru
asn
celllry
I
bed
t
f
I
h
I
i
k
I
mn
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OVERHEATING
ENGINE
FAILS
TO
REAOI

NORMAL
OPERATING
TEMPERAt
lRE

PROIAILE
CAUSE
REMEDIES

I
RetUne
enJine

h
Trace
ndseal

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seal

j
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f
t
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k
Relnnd
sel

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m
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t
appeti

p
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ngeenfin

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correct
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coolant

b
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c
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j
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11
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I
Carburetterm
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m
Excellive
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depolit
in
thecylinden

In
ffici
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of
inferior
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oil

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b
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cth

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Decarbonise
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tne
top
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Top
up
wlth
correct
rade
Dr
inifneceUlry

PUIl
lly
blink
off
in
winter
only

Clutch
MIPTOOlS
Trouble
Shootmg
Steering
IYMmlMS

mDING
S1
1FFNESS

ITIBJJNG
IIl
ACJt

STEEIUNG
WANDER

WHEEL
SHIIlOlY

CAR
PUl
U
TO
ONE
IIDE

POOR
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10
CENl1tE

EXCESSIVE
01
ABNORMAL
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d
e
f
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e
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b
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WHEN
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ING

CLUTCH
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CHATTER
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a
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I
I
j
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I
hllUtrident
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Strlilhtenor

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p
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ct
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116
4

L
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t
It
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wb
100II

L
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both
100

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om

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or
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Oft

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l

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i
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4
Check
1
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ry

e
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t
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n
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lI
eaJian
Ull
Ielllllion
drio

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

ENGINE

Dismantling

Remove

the

engine
from
the
vehicle
as

previously
described

and

carefully
clean
the
exterior

surfaces
The
alternator

distribu

tor

and
starter
motor
should
be
removed
before

washing
Plug

the
carhurettor

air
horn
to

prevent
the

ingress
of

foreign
matter

Place
the

engine
and
transmission
on

the
engine
carrier
ST4797

0000
if

available
and
dismantle
as
follows

Remove
the

gearbox
from
the

engine
Disconnect
the
intake

manifold

water
hose
the
vacuum

hose
and
the
intake
manifold

to
oil

separator
hose
Remove
the
intake
manifold
with
the

carburettor
Fit
the

engine
attachment
ST3720OG18
to
the

cylin

der
block
and

place
tre

engine
on
the
stand
ST371
00000

Remove
the
clutch

@
Ssembly
as
described
in
the
section

CLUTCH
Remove
the
exhaust
manifold
and
heat
baffle

plate

Take
off
the
fan
blades
and
remove
the
water

pump
pulley
and

fan
belt
Remove
the
rocker
cover
hose
manifold
heat
hose
and

by
pass
hoses

Remove
the

generator
bracket
and
the
oil
fIlter
Extract
the

engine
breather

assembly
from
above
Note
that
the
breather

is
fitted
to
the

guide
and
is
installed
with
a
O

ring
which
is

pressed
into
the

cylinder
block

Flatten
the
10ckwasher
and
unscrew
the
crankshaft
pulley

nut
Withdraw
the

pulley
with
the

puller
ST44820000
if
available

but
do
not
hook
it
in
the
V

groove
of
the

pulley

Remove
the
rocker
cover
and
take
off
the
rubber

plug

located
on
the
front
of
the
cylinder
head

Straighten
the
lock

ing
washer
and
remove
the
bolt

securing
the

distributor
drive

gear
and
camshaft

sprocket
to
the
camshaft
Remove
the
drive

gear
and
take
off
the

sprocket
See

Fig
A
3

Remove
the

cylinder
head
bolts
in
reverse

order
to
the

tightening

sequence
sOOwn
in

Fig
A
18
and
lift
off
the

cylinder

head
as
an

assembly
See

Fig
A
4
Note

that
in
addition
to
the

ten

cylinder
head
bolts
there
are
also
two
bolts

securing
the

chain
cover
to

the
head
Invert
the

engine
and
remove
the
oil

sump
Remove
the
chain
cover
and
oil

flinger
Take
off
the
nut

securing
the
oil

pump
sprocket
and
withdraw
the

sprocket
with

the
chain
in

position
as
shown
in

Fig
A5
Remove
the
oil

pump

and
stramer
Note

that
two
of
the

pump
mounting
bolts
are

pipe
guides

Remove
the

timing
chain
crankshaft

sprocket
chain
ten

sioner
and
chain

stop

Remove
the

connecting
rod

caps
and

push
the

piston
and

connecting
rod
assemblies

through
the
tops
of
the
bores

Keep

all

parts
in
order
so

they
can
be
assembled
in
their

original
posi

tions

Take

out
the

flywheel
retaining
bolts
and
withdraw
the

flywheel
Remove
the
main

bearing

caps
but
take
care
not
to

damage
the

pipe
guides
Lift
out

the
crankshaft
and
main
bear

ings
noting
that
the

bearings
must
be
reassembled
in
their

original

positions
Remove
the

piston
rings
with
a
suitable

expander
and

take
off
the

gudgeon
pin
clips
The

piston
should
be
heated
to

a

temperature
of
50
to
600
122
to
1400F
before

extracting

the

gudgeon
pin
Keep
the
dismantled

parts
in
order
so

they

can
be
reassembled
in
their

original
positions

Remove
the
camshaft
rocker
ann
shaft
and
rocker
ann

assemblies
from
the

head

by
taking
off
the
cam

bracket

clamp

ing
nuts
It
is
advisable
to
insert
disused
bolts
in
the
No
1

and

No
5
bracket
holes
as
the
cam
bracket
will
fall
from
the
rocker

ann
shaft
when

it
is
removed
Remove

the
valve

cotters

using

the

special
tool
ST47450000

and
dismantle
the
valve
assemblies
Keep
the

parts
together
so

they
can
be
installed
in
their

original

order

ENGINE

Inspection
and
Overhaul

Cylinder
head
and
valves

Inspection
and
overhaul

procedures
can

be
carried
out

by

following
the
instructions

previously
given
for
the
L14
LI6

and
LIB

engines
noting
the

following
points

Measure
the

joint
face
of
the

cylinder
head

using
a

straight

edge
and
feeler

gauge
The

permissible
amount
of
distortion
is

0
03
mm
0
0012
in
or
less
The
surface
of
the
head
must
be

reground
if
the
maximum
limit
of
0

1
mm

0
0039
in
is

exceeded

Oean
each
valve

by
washing
in
petrol
then

carefully
examine

the
stems
and
heads
Discard

any
valves
with
worn

or

damaged

stems
Use
a

micrometer
to
check
the
diameter
of
the
stems

which
should
be
8
0
mm
0
315
in
for
both
intake
and
exhaust

valves
If

the
seating
face
of
the
valve
is

excessively
burned

damaged
or
distorted
the
valve
must
be
discarded
The
valve

seating
face
and
valve

tip
can
be
refaced
if

necessary
but

only

the
minimum
amount
of
metal
should
be
removed
Check
the

free

length
and
tension
of
each
valve

spring
and

compare
the

figures
obtained
with
those

given
in
Technical
Data
at
the
end

of
this
section
Use
a

square
to
check
the

springs
for
deformation

and

replace
any
spring
with
a
deflection
of
1
6
mm
0
0630
in

or
more

Valve

guides

Measure
the
clearance
between
the
valve

guide
and
valve

stern
The
stem
to

guide
clearance
should

be
0
025
0
055
mm

0
0010
0
0022
in
for
the
intake
valves
and
0
04
0
077
mm

0
0016
0
0030
in
for
the
exhaust
valves
The
maximum
clear

ance

limit
is
0
1
mm
0
0039
in
The
valve

guides
are
held
in

position
with
an
interference
fit
of
0
040
0
069
mm
0
0016

0
0027
in
and
can
be
removed

using
a

press
and
valve

guide

replacer
set
ST49730000
under
2
ton

pressure
This

operation

can

be
carried
out
at
room

temperature
but
will
be
more
effec

tively

performed
at
a

higher
temperature
Valve

guides
are

available
with
oversize
diameters
of
0
2
mm
0
0079
in
The

cylinder
head
guide
bore
must
be
reamed
out
at

normal
room

temperature
and
the
new

guides
pressed
in
after

heating
the

cylinder
head
to
a

temperature
of

approximately
800
C
1760F

The
standard
valve

guide
requires
a
bore
of
14
0
14
018
mm

0
551
0
552

in
and
the
oversize
valve

guide
a
bore
of
14
2

14
218
mm
0
559
0
560
in
Ream
out
the
bore
of
the

guides

to
obtain
the
desired
finish
and
clearance
Use
the
reamer
set

ST49710000
to

ream
the
bore
to
8
000
8
015
mm
0
3150

0
3156
in
The
valve
seat

surface
must

be
concentric
with
the

guide
bore
and
must
be
corrected
if

necessary
using
the
new

valve

guide
as
axis

Valve
seat
inserts

Check
the
valve
seat

inserts
for

signs
of

pitting
The

inserts

cannot
be

replaced
but

may
be
corrected
if

necessary
using
a

valve
seat
cutter

ST49720000

Scrape
the
seat

with
the
450

cutter
then

reduce
the
width
of
the

contacting
faces

using
the

150
and
600
cutters
for
the
intake
valve
inserts
and
150
cutter

for
the
exhaust
valve
inserts
Seat
correction
dimensions
are

shown
in
millimeters
in

Fig
A
6

Lap
each
valve
into
its
seat
after

correcting
the
seat
inserts

Place
a
small

quantity
of
fme

grinding
paste
on

the

seating
face

of
the
valve

and
lap
in
as

previously
described
for
the
Ll4
LI6

and
L
18

engines

S5

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

that
it
is
clear
of
the
oil
hole
Install
the

bearing
caps
and

tighten
the

bolts
to
a

torque

reading
of
10
0
1
LO

kgm
72
3

79
51b
ft

The
standard
main

bearing
clearance
is
0
03
0
06
mm

0
0012
0
0024

in
with
a
wear
limit
of
0
1
mm
0
0039

in

If
the

specified
limit
is
exceeded
an

undersize
bearing
must

be

fitted
and
the
crankshaft

journal
ground
accordingly
Bearings

are
available
in
four
undersizes
See
Technical
Data

Connecting
rod

bearing
clearance

Check
the

connecting
rod

bearing
clearances
in
a
similar

manner
to
the
main

bearing
clearances
The
standard
clearance

is
0
03
0
06
mm
0
0012
0
0024
in
with
a
wear
limit
of
0

1

mm
0
0039
in
Undersize

bearings
must
be
fitted
and
the

crankpins
reground
if
the

specified
limit
is
exceeded
Bearings

are
available
in
four
undersizes
See
Technical

Data

Fitting
the
crankshaft

bearings

Check

the
fit
of
the

bearing
shells
in
the

following
manner

Install
the

bearings
on
the
main

bearing
caps
and

cylinder
block

bearing
recess
and

tighten
the

cap
bolts
to
the

specified
torque

reading
of
10
0
11
0

kgm
72
3
79
5
Ib
ft
Slacken

one
of
the

cap
baits
and
check
the
clearance
between
the

cap
and

cylinder

block
with
a
feeler

gauge
as
described
for
the
L14
Ll6
and

LIS

engines
The

bearing
crush
should
be
from
0
to
0
04
mm

0
to
0
0016
in

Replace
the

bearing
if
the
clearance
is
not
correct

Check
the

connecting
rod

bearings
in
a

similar
manner

after

tightening
the
rod

cap
bolts
to
a

torque
reading
of

4
5
5
0

kgm
32
6
36
2
Ib
ft

ENGINE

Assembling

Make
sure
that
all

components
are

perfectly
clean
before

starting
to
assemble
the

engine
Refer
to

the
instructions

given

for
the
L14
U6
and
LIS

engines

Cylinder
Head

Install
the
valve

spring
seats
and
valves
Fit
the
oil
seal

rings
on
the
valve
stems

and

place
the
seal

ring
covers
over

the

oil
seal

rings
Note

that
a

gap
of
from
0
3
to
0
7
mm
0
0118

to
0
0276
in
should
be

present
between
the
seal

ring
cover
and

spring
seat

If
the

gap
is
less
than
0
3
mm
0
0118
in

the
oil

seal

ring
or
the
cover
must
be

replaced
Assemble
the
valve

springs
and
retainers

Compress
the
valve

springs
and
install
the

cotters
See
instructions
for
the
LI4
U6
and
Ll8

engines

Assemble

the
camshaft

brackets
valve
rockers
seats

spacers

and

springs
on
the
rocker
shafts
in
the
order
shown
in

Fig
A
l
O

Note

that
the
exhaust
rocker
shaft
has
identification
marks

but

the
intake
rocker
shaft
has
not
Make
sure
that
the
oil
holes

point
in
the
direction
shown
It

may
be
advisable
to
insert

any

convenient
bolts
into
the
bolt
holes
of
the
front
and
rear
cam

shaft
brackets
to

prevent
the

assembly
from

being
displaced

Mount
the
camshaft
on

the
head
fit

the
rocker

assembly

and

tighten
the

nuts
Make
sure
that
the
mark
on
the

flange
of

the
camshaft
is

aligned
with
the
arrow
mark
on
the
No
I
earn

shaft
bracket
as
shown
in

Fig
A
II

Pistons
and

connecting
rods

Assemble
the

pistons
gudgeon
pins
and

connecting
rods

in
accordance
with
the

cylinder
numbers
Heat
the

piston
to
a

temperature
of
500
to
600
1220
to

1400F
and

press
the

gudgeon
pin
in

by
hand
The

pistons
and

connecting
rods
must
be
assembled
as
shown
in

Fig
A
12
with

the
arrow
mark
on
the
head
of
the

piston
pointing
to
the
front

of
the

engine

Fit
new

clips
to
both
ends
of
the

gudgeon
pins
as
indicated

in
Fig
A
13
Fit
the

piston
rings
with
the
marks

facing
upwards

Place
the

bearings
on
the

connecting
rods
and

caps
making
sure

that
the
backs
of
the

bearing
shells
are

perfectly
clean

Assembling
the

engine

Insert
the
oilscal
into
the

grooves
of
the

cylinder
block

and
rear

bearing
cap
Fit
the
seal
down
with
the

speCial
tool

ST49750000
if
available
as
shown
in

Fig
A
14

and
trim
off

the
excess
with
a
knife

Apply
sealing
agent
to

the
oil

plug
and

install
it
in
the
cylinder
block

Fit
the
main

bearings
lubricate
with
clean

engine
oil
and

install
the
crankshaft
Fit
the

bearing
caps
and

tighten
the
bolts

to

a

torque
reading
of
10
0
to
I
LO

kgm
72
3
to
79
5
Ib
ft

Note
that

liquid
packing
should
be

applied
to

the
rear
bear

ing
cap
surfaces
as
shown
in

Fig
A
15

Fit
the
thrust
washers
at
both
sides
of
the
No
2

bearing

with

the
oil
channel
in

the
washers

facing
the
thrust

face
of
the

crankshaft
Install
the
rear

bearing

cap
side
seal
so

that
is

projects

0
2
to

0
6
mm
0
008
to

0
024
in

from
the
lower
surface
of

the

cylind
r

block
then

apply
liquid
packing
to
the

projecting

tip

Install
the

engine
rear

plate
Fit
the

flywheel
and

tighten

the
bolts
to
a

lorque
reading
of
10
0
to
11
0

kgm
72
3
to
79
5

ib
ft

using
new
lock
washers

Lubricate
the
crankshaft

journals
pistons
and
cylinder

bores
with
clean

engine
oil
and
install
the

piston
and

connecting

rod
assemblies
The

pistons
should
be

arranged
so
that

the
arrow

marks
face
towards
the
front
and
with
the

piston
ring
gaps
at

1800
to
each
other
Make
sure
the

gaps
do
not
face
to
the

thrust
side
of
the

piston
or
in
the
same
axial
direction
as
the

gudgeon
pin

Install
the

connecting
rod

caps
o
that
the
marks
face
the

same

way
and

tighten
the
bolts
to
a

torque
reading
of
4
5
to

5
0

kgm
32
6
to
36
2
Ib
ft
Bend
the
lock
washers
as
shown

in

FigA16

Fit
the
oil

jet
to
the
front
of
the

cylinder
block
Install

the
chain
tensioner
and

stopper
crankshaft

sprocket
and
timing

chain

Note
that
the

timing
mark
on
the
chain
must
be

aligned

with
the
mark
on
the

sprocket
as
shown
in

Fig
A
17

Smear
the

mounting
face
of
the
oil

pump
with

sealing
agent

Three
Bond
No
4
or

equivalent
install

the

pump
and

tempora

rily
tighten
the

mounting
bolts

Adjust
the
tension
of
the
oil

pump
chain

using
the

pin
as
the
central

point
then

tighten
the

mounting
bolts

Install
the
oil
thrower
Fit
the
chain
cover
into

position

after

coating
the
new
cover

gasket
with

sealing
compound
Cut

off
the

projecting
parts
of
the

gasket

Fit
the
crankshaft

pulley
and

tighten
the

pulley
nut
to
a

torque
reading
of
15
0
to
20
0

kgm
108
5
to
144
61b
ft
Bend

the
lock
washer
Install
the
oil
strainer
and
oil

pump

Invert
the

engine
and
set
the
No
I

piston
to

T
D
C
of
the

compression
stroke
Note

that
the
notch
on
the
crankshaft

S9