1973 DATSUN B110 air condition

ENGINE

3
Connect
a
3

way
connector
a

manometer
and
a

cock
or
an

equivalent
3

way
change
cock
to
the

end

of
the

vent
line

4

Supply
fresh
air
into
the

vapor
vent
line

through
the

cock
little

by
little

until
the

pressure
becomes
368

mm

Aq
14
5
in

Aq

5
Shut
the
cock

completely
and

leave
it
that

way

6
After
2
5
minutes
measure
the

height
of
the

liquid

in
the
manometer

7
Variation
of

height
should
remain
within
254

mmAq
1
0
in

Aq

8
When
the
filler

cap
does
not
close

completely
the

height
should

drop
to
zero
in
a

short
time

9

If
the

height
does
not

drop
to
zero
in
a

short
time

when
the

filler

cap
is
removed
it
is
the
cause
of
the

stuffy
hose

Note
In

case
the
vent
line
is

stuffy
the

breathing
in

fuel

tank
is
not

thoroughly
made
thus

causing

insufficient

delivery
of
fuel
to

engine
or

vapor

lock

It
must
therefore
be

repaired
or

replaced

3

way

connector

Cock

Air

Manometer
Vapor
liquid

seearator

Flow

guide
valve

E

CQ29

Fig
ET
40

Checking
evaporative
emission
control

system

Checking
flow

guide
valve

I
Disconnect
all
hoses
connected
to
the

flow

guide

valve

2
While
lower

pressure
air
is

pressed
into

the
flow

guide
valve
from
the
ends
of
vent
line
of

fuel
tank
side

the
air
should

go
through
the
valve
and
flow
to

crankcase

side
If
the
air
does
not
flow
the

valve
should

be

replaced
But
when
the
air
is
blown
from

crankcase

side
it
should
never
flow

to
the
other

two
vent
lines

3
While

the
air
is

pressed
into

the
flow

guide
valve
from
the
carburetor
air

cleaner
side

it
flows
to
the

fuel

tank
side
and
or

crankcase
side

4

This
valve

opens
when
the

inner

pressure
is
10

mmHg
0
4
in

Hg
In

case
of

improper

operations
or

breakage
replace
it

From

carburetor

air
cleaner

From
fuel
tank

i

I
I

ti

i

i

1
1

i
To
ran
kcase

E
C030

Fig
ET
41
Flow

guide
valve

Checking
fuel
tank

vaCCUID
relief

valve

operation

Remove
fuel
filler

cap
and
see
if
it
functions

properly

as

follows

Wipe
clean
valve

housing
and
have
it
in

your
mouth

2

Inhale
air
A

slight
resistance

accompanied
by
valve

indicates
that
valve
is
in

good
mechanical
condition
Note

also
that

by
further

inhaling
air
the
resistance
should
be

disappeared
with
valve
clicks

3

If
valve
seems
to
be

clogged
or
if
no
resistance
is
felt

replace
cap
as
an

assembled
unit

T

1i
v

rUr1f
AlI
j

r
I
r
tLMJJl

rr
L

cc

11

J
v

II

4J
L

Valve
I

valve
seat

Spring
Valve

housing

Fig
ET

42
Fuel

filler
cap

ET
24

ENGINE

TROUBLE
DIAGNOSES
AND
CORRECTIONS

Troubles

I
Noisy
engine

Knocking
of
crank

shaft
and

bearing

Piston
and

connecting
rod

knocking

Camshaft

knocking

Timirrg
chain
noise

Camshaft
and
valve

mechanism
knock

ing
Possible
causes

Loose
main

bearing

Seized

bearing

Bent
crankshaft

Excessive
crankshaft
end

play

Loose

bearing

Seized

bearing

Loose

piston
pin

Loose

piston
in

cylinder

Broken

piston
ring

Improper
connecting
rod

alignment

Loose

bearing

Excessive
axial

play

Rough
gear
teeth

Broken

eam

gear

Improper
chain
tension

Worn

and
or

damaged
chain

Worn

sprocket

Worn

and
or
broken
tension

adjusting
mecha

nism

Excessive
camsh
ifCano

bearing
cIearance

Improper
valve

clearance

Worn

adjusting
screw

Worn

rocker
face

Loose
valve
stem
in

guide

Weakened
valve

spring

Seized
valve

EM
38
Remedies

Replace

Replace

Repair
or

replace

Peplace
center
thrust

bearing

Replace

Replace

Replace

pin
or

bushing

Recondition

cylinder

Replace

Realign

Replace

Replace
bearing
thrust

plate

Repair

Replace

Adjust

Replace

Replace

Replace

Replace

Adjust

Replace

Replace

Replace
guide

Replace

Repair
or

replace

ENGINE

FUEL
PUMP

TESTING

A
fuel

pump
is

operating
properly
when
its

pressure
is

within

specifications
and
its

capacity
is

equal
to
the

engine
5

requirements
at
all

speeds
Pressure
and

cap
lcity
must
be

determined

by
two
tests

with

the

pump
mounted
on
the

engine
Be

sure
that

there

is

gasoline
in
the

tank
when

conducting
these

tests

Fig
EF
11
Schematic
view

of
fuel
pump

Static

pressure
test

The

static

pressure
test
is

conducted
as
follows

Disconnect
the
carburetor
fuel
line
at

the
carburetor

2
Install
the

necessary
adapter
and
tee

fitting
to
the

fuel
line

and
attach
a

suitable

pressure
gauge

Start
and
run

engine
at

varying
speeds

4

The

reading
on
the

gauge
is
the

static
fuel

pressure

and
this
should
remain
within
the

following
limits

0
18

kgJcm2
2

61b

sq
in

Pressure
below
the
lower
limit

indicates
extreme
wear

on
one

part
or
a
small
amount
of
wear

on
each

working

part

They
also
indicate
a

ruptured
diaphragm
worn

warped
dirty
or

gumming
valves

and
seats
or
weak
diaphragm
return

spring
Pressure
above
the

upper
limit

indicates
an

excessively
strong

diaphragm
that
is

too

tight

This
condition

requires
removal

of
the
fuel

pump
as

sembly
for

replacement
or

repair

Capacity
test

The

capacity
test

is
used

only
when
the
static

pressure

is
within

specifications
The

capacity
test
is
conducted
as

follows

1
Disconnect
the

fuel

pipe
at

the
carburetor

2

Place
a
suitable
container
at

the
end

of
the

pipe

3

Start
the

engine
and
run
at
1

000

rpm

4

The

pump
should
deliver
450
cc
I
V
S

p
of
fuel
in

one
minute

or
less

EF
6

ENGINE

Step
system

The
construction
of
this

system
corresponds
to

the

idling
and
slow
system
of
the

primary
system

This

system
aims
at
the

power

filling
up
of
the

gap

when
fuel

supply
is

transferred
from
the

primary

system
to
the

secondary

system
The

step
port
is

located

near
the

auxiliary
valve
in
its

fully
closed

state

Anti

uesetmg

solenoid

Ignition
switch

OFF
ON

I

L
i1

7

I
Anti

dieseling
solenoid

valve

When
the

ignition
key
is
turn

to
OFF

current
will

not
flow

through
the

solenoid
and
the
slow

system
fuel

passage
is

closed
to
shut
down

the

engine
without

dieseling

If
anti

dieseling
solenoid
is
found

defective

replace
the

solenoid
as
an

assembled
llnit

Fuse

Ignition
switch

T
Baitery

717

Fig
EF
20
Schematic

drawing
of
anti

dieseling
solenoid

Removal
and

installation
of
anti
dieseling
solenoid

Removal

Solenoid
is

cemented
at

factory
Use

special
tool

STl9
I

50000
to

remove
a

solenoid

When

this
tool
is

not
effective
use
a

pair
of

pliers
to

loosen

body
out
of

position

Installation

I

Before

installing
a
solenoid
it
is
essential

to
clean
all

threaded

parts
of

carburetor
and
solenoid

Supply

screws
in
holes

and
turn
them
in

two
or
three

pitches

2

First
without

disturbing
the

above

setting
coat

all

exposed
threads
with
adhensive
the
Stud
Lock
of

LOCTlTE
or

equivalent

Then

torque
screws
to
35
to
55

kg
cm
30
to
48

in
lb

using
a

special
tool
STl9150000

After

installing
anti

dieseling
solenoid
leave

the

carburetor

move
than
12
hours
without

operation

3
Mter

replacement
is

over
start

engine
and
check
to

be

sure
that
fuel
is
not

leaking
and
that
anti

dieseling
solenoid
is
in

good
condition
Notes
a
Do
not
allow
adhesive

getting
on
valve

Failure
to
follow
this
caution
would
result
in

improper
valve

performance
or

clogged
fuel

passage

b

In

installing
valve
use
caution
not
to
hold

body
directly
Instead

use
special
tool

tight

ening
nuts

as

required

Float

system

Fuel
fed
from
the

fuel

pump
flows

through
the
filter

and
needle
valve
into
the
float
chamber
A
constant
fuel

level
is
maintained

by
the
float
and

needle
valve

As
ventilation
within
the
float

chamber
is
of
an

air
vent

method

Electric
automatic
choke

An
electric
heater

warms
a

bimetal
interconnected
to

the
choke
valve
and
controls
the

position
of
choke
valve

and
throttle
valve
in
accordance
with
the

elapse
of
time

or

the
warm

up
condition
of

engine

The
construction
and
function
of
each

part
of
this

automatic

choke
are

as
follows
See

Figure
EF
21

EF
12

FUEl

SYSTEM

l

I

@

1J
w

I

I

I

I

1

1
1
t

2

3

4

5

6

7

8

9

10

tt

12
Hi
metal

Heater

Bi
metal

cover

Fast
idle

earn

Bi

metal

Bi

metal

index
mark

Choke

shaft
lever

Choke
valve

Unloader

tang

Vacuum

diaphragm

Throttle
valve

Fast
idle

adjusting
screw
j

@

Fig
EP
21

Construction

of
electric

automatic
choke

Bi

metal
and
heater

Electric
current
flows

through
the
heater

as
the

engine

starts
and
warms
bi

metal
See

Figure
EF
22
The

deflection
of
bi
metal
is
transmitted
to
the

choke
valve

through
the
choke
valve
lever

Ignition
switch
Fuse

Alternator

T

o

o
Auto
choke
relay

Auto

choke
heater

Fig
EF
22
Schematic

drawing
of
electric

automatic
choke
heater

Fast

idle
C3m

The
fast
idle
cam
determines
the

opening
of
throttle

valve

so
as

to
obtain

proper
amount
of
mixture

corresponding
to
the

opening
of
the

choke
valve
which

depends

upon
the
warmed

up
condition
of
the

enigne
Fast
idle

adjusting
screw

This

screw

adjusts
the

opening
of

the
throttle
valve

by

fast
idle

cam

Unloader

When

accelerating
the

car

during
the
warm

up
period

that

is
before
the
choke
valve
does
not

sufficiently

open
this
unloader
makes
the

choke
valve

open
to
a

certain
extent

so
as
to
obtain
an

adequate
air

fuel

mixture

Vacuum

diaphragm

The

moment
when

engine
starts
this

diaphragm
forces

choke
valve

open
to
the

predetermined
extent
so
as

to

provide
necessary
amount
of
air

fuel
mixture

Bi

metaI
index
mark

The
bi

metal
index
mark

is
used
for

setting
the

moment
of
the

bi
metal
which
controls
the

mixing

ratio

required
for

starting
the

engine

EF
13

ENGINE

Y
Q

0

Fig
EF
34

Disassembling
accelerator

pump
and

hi
metal
cover

1

EC013

Fig
EF
35

Removing
throttle
chamber

9

The
throttle
chamber
can
be
detached
from
the
float

chamber

by
removing
three
set
screws

Do
not
remove
anti

dieseling
solenoid
unless
it
is

necessary
to

change
If

necessary
refer
to
the
item
of

Anti

dieseling
solenoid

page
EF

12

10
It
is

preferable
to
leave

throttle
valve

intact
unless

otherwise

required
If

throttle
valve

must
be
disassembled

to
remedy
a
defect

secondary
throttle
valve

must
be

installed
with

gap
to
be
free

Otherwise

stable

idling
and
slow

speed
performance

will
not
be

obtained
I

o

rJ

01

o

o

Fig
EF
36

Removing
throttle
valve

II
In

disassembling
and

reassembling

interlocking

links
take

care
so
that
each

linkage
has
a
smooth
action

and
that

it
is
not
fitted
in

any
forced

position

Cleaning
and

inspection

Dirt

gum
water
or
carbon
contamination
in
or
on
the

exterior

moving
parts
of
carburetor
are
often

responsible

for

unsatisfactory
performance

For
this
reason
efficient
carburetion

depends
upon

careful

cleaning
and

inspection
while

servicing

1
Blow

aU

passages
and

castings
with

compressed
air

and

blow
off
all

parts
until

dry

Note
Do
not

pass
drills
or
wires

through
calibrated

jets

or

pssages
as

this

may
enlarge
orifice
and

seriously

affect
carburetor
calibration

2
Check
all

parts
for
wear

Replace
worn

part
Especial

ly
the

following
matters
should
be
noted

I
Check
float
needle
and
seat
for
wear

Replace
the

assembly
if
worn

2

Check
the
throttle
and

choke
bores
in

throttle

body

and

cover

casting
for
wear
or

out
of
round

3

Inspect
idle

adjusting
needles
fur
burrs
or

ridges

Replace
as

required

3

Inspect
gaskets
to
ensure
that

they
do
not

appear

hard
or

brittle
and
that
the

edges
are
not
turned
or

distorted
If

any
such
condition
is

detected

they
must
be

replaced

4

Check
fIlter
screen
for

clogging
Clean
and
if
it
is

distorted
or
remains

plugged
replace

EF
20

FUEL
SYSTEM

5
Check
venturi
clusters

for
loose
or
worn

parts
If

damage
or
looseness
exists

replace
cluster

assembly

6
Check
the

linkage
for

operating
condition

7

Inspect
the

operation
of

accelerating
pump

Pour

gasoline
into
the
float
chamber
and

operate
the

throttle
lever

Check
condition
of

gasoline
injection
from

the

accelerating
nozzle

Assembly
and
instalIetion

Assemble

and
install
the
carburetor
in

reverse

sequence

of

disassembly
and
removal

Replace
the

gaskets
if

necessary

When

disassembling
and

reassembling
the
interlock

link

and

related

components
be
careful
not

to
bend
or

deform

SPECIFICATIONS
AND
SERVICE
DATA

Carburetor
model

Applied
engine

Type

Outlet
diameter
mm
in

rom

in
Venturi
diameter

Main

jet

Main
air
bleed

Slow

jet

Slow
air
bleed

Power

jet

Float
level
H
rom

in

Interlock

opening
of

primary
and

secondary
throttle
valve
G
I

Throttle
valve

opening
480
mm
in

Auto
choke

Fast
idle

setting
clearance
A

mm

in

Manual
transmission

Automatic
transmission

Vacuum
break

gap
between

choke
valve
and

carburetor

body
8

mm
in

Manual
transmission

Automatic
transmission

EF
21
the

components

Reassembly
carefully
and

correctly
so
that

all
interlock

links

operate
smoothly

JETS

The
carburetor

performance
depends
on
jets
and
air

bleeds
and
the
vehicle
emissions

largely
depends
on

the

carburetor

performance
That
is

why
these

components

are
manufactured
with
utmost
care

To
clean
them

use

gasoline
and
blow
air
on
them

Changing
jet
or
air

bleed
size

may
cause
ill

vehicle

emission

So

they
should
not
be

changed
their

numbers

DCH3064
for

Manual
transmission

DCH306
5

for
Automatic
transmission

Downdraft

Primary
Secondary

26
1
024
30
1
181

20
0
787
26
1
024

1
95

1
140

1
80

1
80

1
43

1
50

1
215

1
100

1
60

18
to
20
0

709
to
0
748

5
8
0
2283

0

80
to

0
88
0
0315
to
0

0346

1
07
to
1
17
0
0421
to
0

0461

1
140
to
1
260
0
0449

to
0
0496

1

205
to
1

335
0

0474
to
0
0526

FUEL
SYSTEM

Checking
fuel
tank
vacuum
relief

valve

operation

Remove
fuel

filler

cap
and
see
if
it
functions

properly

as
follows

Wipe
clean
valve

housing
and
have
it
in

your
mouth

2

Inhale
air
A

slight
resistance

accompanied
by
valve

indicates
that

valve
is
in

good
mechanical
condition

Note

also
that

by
further

inhaling
air

the
resistance
should
be

disappeared
with

valve
clicks

3
If
valve

seems
to
be

clogged
or
if

no
resistance
is

felt

replace

cap
as
an
assembled
unit

1
1

1I

L

CD

hl

cv
CID

t

I
Valve

2
Valve

housing

I
I
Spring

Valve
seat

Fig
EF
40
Fuel

filleT
cap

EF
27
Checking
of
flow

guide
valve

1
Disconnect

all
hoses

connected
to
the

flow

guide

valve

2

While
lower

pressure
air
is

pressed
into

the
flow

guide

valve
from
the
ends

of
vent

line
of

fuel
tank
side

the
air

should

go
through
the
valve
and

flow
to

crankcase
side
If

the

air
does
not

flow
the
valve
should

be

replaced
But

when
the

air
is
blown

from
crankcase
side
it

should
never

flow
to
the

other

two
vent

lines

3
While
the

air
is

pressed
into

the
flow

guide
valve
from

carburetor
air
cleaner

side
it

flows
to
the

fuel
tank
side

and
or

crankcase
side

4
This

valve

opens
when
the

inner

pressure
becomes
10

romHg
0
4
in

Hg
In
case
of

improper
operations
or

breakage
replace
it

iFrom

r
carburetor

air
cleaner

From
fuel
tank

To

r
crankcase

j

iJ
i

ill

1
1

EC030

Fig
EF
4
J

Flow

guide
valve