1973 DATSUN B110 ignition

ENGINE
ElECTRICAL
SYSTEM

5

If
the

specific

gravity
is
above
1
260
200C
or
680F

after

charging
adjust
it

by
adding
distilled
water

6

Keep
any
open
flame

away
from
the

place
where
the

battery
is

being

charged

7

Replace
vent

plugs
and
clean
the

upper
face
of
the

battery
after

charging

BATTERY

FREEZING

Temperatures
at
which

battery

electrolyte
freezes

vary

with

acid
concentration
or
its

specific

gravity
A

battery

with

an
insufficient

state
of

charge
will

freeze
at
lower

temperatures
If

specific

gravity
of
a

battery
falls
below

I
I

the
indication
is
that
the

battery
is

completely

discharged
and
will

freeze

readily
when

temperatures
fall
below

freezing

point

Note
Use
extreme
caution
to
avoid

freezing

battery
since

it
will

usually
ruin
the

battery

o

I

I
1

G
10

I

1
o

i
20

I

u
30

I
I
0

40

I
0

SO

I

60

0

I
E

f
o

70

I

80

1
00

1
04
1
08
I
12

1
16
20

24
1

28
1
32

E

E004

Specific
gravity
of

electrolyte

Fig
EE
4

FTeezing
point
of
electrolyte

STARTI
NG

MOTOR

CONTENTS

OPERATION

CONSTRUCTION

REMOVAL

DISASSEMBL
Y

CLEANING
AND

INSPECTION

Terminal

Field
coil

Brush
and
brush

lead
wire

Brush

spring
tension

Armature

assembly

Over

running
clutch

assembly

Testing
brush

holder
for

ground
EE
3

EE
4

EE
4

EE

5

EE
6

EE
6

EE

6

EE

6

EE
6

EE
7

EE
8

EE
8

OPERATION

The

purpose
of
this

starting
system
is
to
crank
the

engine

When
the

ignition
switch
is
set

to
start
current
flows

through
the
series

and
shunt

coils
of
the

solenoid
and
Pinion

case

bearing
metal

Magnetic
switch

assembly

REASSEMBL

Y

TESr

Performance
test

Diagnoses
of
test

Magnetic
switch

assembly
test

SPECIFICATIONS
AND
SERVICE
DATA

Specifications

Service
data

TROU8LE

DIAGNOSES
AND

CORRECTIONS
EE
8

EE
8

EE
9

EE
9

EE
g

EE
10

EE
10

EE
11

EE
11

EE

11

EE
12

thus
the

solenoid
is
excited
The

plunger
is

pulled
into

the
solenoid
so
that

it

operates
the
shift
lever
to

engage

the
drive

pinion
with

flywheel
ring

gear
and

the

magnetic

switch
is

closed

EE
3

When

the
contacts

stationary
and

movable
are
dused

the
motor

operates
to
crank
the

engine
and
the
series

coil
of
the
solenoid
is
cut
out
The

magnetic
force
of
the

shunt
coil
is

sufficient
to
hold
the

pinion
in
mesh
after

shifting
the

system

When
the

engine
is

operated
and
the

ignition
switch
is

set
to
ON
the
series
coil

demagnetizes
the
shunt

coil
and
the
return

spring
actuates
the

plunger
to
return

to
the

original
position
Consequently
the

motor

stops

More

positive
meshing
and
demeshing
of
the

pinion
and

the

ring
gear
teeth

are
secured

by
means
of
the
over

running
clutch
The

over

running
clutch
employs
a
shift

lever
to

slide
the

pinion
along
the

armature
shaft
so
as
to

engage
or

disengage
with
the

ring
gear
teeth
The

over

running
clutch
is

designed
to
transmit

driving
torque

from
the

motor
armature
to
the

ring
gear
and

to

permit

the

pinion
over

running
the

armature
when
the

engine
is

started
ENGINE

ijJ

1

t

2

3

4

5

6

7
Stationary
contact

Serie
coil

Ignition
switch

Solenoid

Shunt
coil

Plunger

Return

spring
8

Shift
lever

9
Drive

pinion

10

Ring
gear

11
Pinion
sleeve

spring

12

Armature

13
Movable

contactor

14

Battery

Fig
EE
5

Starting
motor
circuit

CONSTRUCTION

1

2

3

4

5

6

7

8

9

10

11

12

13
j
@

Gear
case

Du
t
cover

Shift
lever

Dust
cover

Shift
lever

pin

Magnetic
switch

Center
bracket

Armature

Thrust
washer

Metal

Stopper
washer

Stopper
l

lip

Pinion

stopper
@

@

o

@
i
1I
@
@
@

14

15

t6

17
Pinion

Over

running
clutch

Field
coil

Yoke
18
B
rush
cover

19

Brush

20
Rear
cover

21

Through
bolt

Fig
EE
6

Exploded
view

of
staTting
motoT
SI14
B7M

Disconnect
the

black
and

yellow
wire
from
the

magnetic
switch

terminal
and

black

battery
cable
from

the

battery
terminal
REMOVAL

I
Disconnect
the

ballery
ground
cable

EE
4

ENGINE

Characteristic
curve

i
8

s

l00
0

OJ

m
v

1

2

1
0
tc

0
8
E

u

6
E

o
4

0

2
L

c

0
00
J
300

Current
IAI

Fig
EE
24
Characteristic
curve

of
S
114
B
7M

Diagnoses
of
test

1
Low

speed
with
no
load
and

high
current
draw

may

result
from

following

1

Tight
dirty
or

worn

bearings

2
Bent
armature
shaft

3

Shorted
armature

Check
armature
further

4

Grounded
armature
or
field

Remove

copper
connector
Remove

negative
side
brush

and

insulate
it
from
the
commutator
before

inspection

Using
a
circuit
tester

place
one

probe
on
the

insulated

terminal
and
the
other
on

the
rear
cover
If

the
tester

indicates
conduction

remove
the
other
brush
and
check

field
and

armature

separately
to
determine

whether
the

field
is

grounded
or

armature
is

grounded

2
Failure
to

operate
with

high
current
draw

may
result

from

following

I

Grounded
or

open
field
coil

Inspect
the

connection
and
check
the

circuit

by
the
use

of
a
circuit

tester

2

The
armature
coil
does
not

operate

Inspect
the
commutator
for
excessive

damage
due
to

buring
In
this
case
arc

may
occur
on
defective
commu

tator

during

operating
the

motor
with
no
load

3
Burned

out

commutator
bar

Weak
brush

spring
tension

broken
brush

spring
rubber

brush

thrust
out
of
mica

in
the

commutator
or

a
loose

EE
10
contact

brush
and
commutator
would
cause

burning
of

the

commutator
bar

3
Low

torque
low
current

draw
or
low
no
load

speed

causes

high
internal
resistance

due
to
loose
connections

defective
leads

dirty
commutator
and

causes
listed
on

item
2

3

4

High
no
load

speed
with

low

developed

torque
causes

grounded
field
coil

Replace
the
field
coil
and
check

for

improvement
in

performance

Magnetic
switch

assembly
test

SWITCH

STARTER
MOTOR

61

1u

i
T

0
0118
to

0
0591
n

Fig
EE
25
Circuit

of
magnetic
switch

assembly
test

When
the

starting
motor
is
checked

completely
check

the

magnetic
switch

assembly
Connect

jumper
cables

between
the

negative
battery
terminal
and
the

starting

motor
lM

terminal
the

positive
battery
terminal
and

the

starting
motor
S
terminal

connecting
switch
in

series

as
shown
in

Figure
EE
25

With

the

ignition
switch
on
measure
the

gap
I

between
the

pinion
front

edge
and
the

pinion
stopper
and

adjust
by
changing
the

plunger
L
dimension

if
nec

essary

Gap
l

0
3
to
1
5
mm

0
0118

to
0
0591
in

l

Fig
EE
26
Measurement

of

gap
L

ENGINE

Arma
ture
shaft

Outer
diameter

Pinion
side
mm
in
12

950
to
12
968

0

5082
to
0

5105

11

450
to
II

468

0
4507
to
0
4515

0

1
0

0039

0
08
0
0031
Rear
end
mm
in

Wear
limit

Bend

limit
mm
in

mm
in

Gap
1
between
the

pinion
front

edge

and
the

pinion
stopper
mm
in
0
3
to
1
5

0
0118
to

0
0591

Magnetic
switch

Coil
resistance

Series
cuil
Q

Shunt
coil
n

Plunger
L
dimension
mm
in
0
3
at
20De

68UF

0
9
at
ooe
680F

317t032
3

l
248
to
1
272

TROUBLE

DIAGNOSES
AND

CORRECTIONS
12
950
to
12
968

0
5082
to
0
5105

11

450
to
II

468

0
4507
to
0
4515

l

0
1

0
0039

0
08

0
0031

0
3
to
1
5

0

0118
to
0

0591

0
3

at
20De

680Fl

0
9
at
200e
680F

317
to
32
3

l
248
to
I
272

Troubles
Trouble
location
Causes
Remedies

Starting
motor
will
not

operate

No

magnetic
switch
Battery
Defective

battery
Replace
battery

operating
sound

Over
discharging
Measure

specific
gravity

of

e
Ie

ctrolyte
and

ch
lrge
or

replace
the

battery

Ignition
switch
Defective
contact
Correct

or

replace
ig

nition
switch

Wiring
Faulty
starting
motor

grounding
Correct

Faulty
battery
grounding
Correct

Broken
or
disconnected
cable
Correct

or
replace

EE

12

Pinion
intermeshes

with

ring
gear

Starting
motor

rotates

and

pinion
intermeshes

with

ring
gear
but
ro

tation
is

too
slow

When

starting
switch
is

set
to
OFF
the
start

ing
motor
does
not

stop
Starting
motor

Battery

Wiring

Ignition
switch

Starting
motor

Ignition
switch

Magnetic
switch

Starting
motor
ENGINE

Faulty
pinion
sliding

Dropped
off
lever

pin

Excessive

plunger
L
dimension

Defective

over

running
clutch

Over

discharging

Improper
or
loose
terminal
contact

Improperly
tightened
connection

Rough
contact
surface

Shorted
armature
coil
or
field
coil

Worn
brush
or
insufficient

spring

pressure

Contaminated
commutator
or
im

proper
brush
contact

Defective
mica

Lack
of
metal
lubrication

Armature

contacted
with

pole
core

Faulty
returning

Seized
contact

Shorted
coil

Faulty

plunger
sliding

Pinion
does
not

disengage
from
the

ring
gear
smoothly

Pinion

spline
does
not

disengage

smoothly

Seized

pinion
metal

EE
14
Repair

Repair

Adjust

Replace

Charge
battery

Repair
and

retighten

Retighten

Repair
or

replace

Repair
or

replace

Repair
or

replace

Repair

Repair

Repair
or

replace

Repair
or

replace

Replace

Replace

Replace

Replace

Repair
or

replace

Repair
or

replace

Replace

ENGINE
ElECTRICAL

SYSTEM

CHARGING
CIRCUIT

IGNITION

1

i
n

ITCH

r
B

i
i

vel

oU

ARMATURE

lip
J

l
t

lJ

FIEL

Df

e
I
I
3
2

I

u
P

5
0

IL
U
p

P
f

H
i

I

I

L

J

L
J

ALTERNATOR

VOL
TAGE

REGULATOR
The

charging
circuit

consists
of
the

battery
alternator

regulator
and

necessary
wiring
to
connect

these

parts
The

purpose
of
this

system
is
to
convert

mechanical

energy

from
the

engine
into

electrical

energy
which

is
used
to

operate
all

electrically
operated
units
and
to

keep
the

battery
fully
charged

When
the

ignition
switch
is

set
to
on

current
flows

from
the

battery
to

ground
through
the

ignition
switch

voltage

regulator
IG
terminal

primary
side
contact

point

PI

movable

contact

point
P2

voltage
regulator
F

terminal
alternator
F
terminal

field
coil
and
alternator

E

terminal
as
shown
in

Figure
EE
27

by
full

line
arrow

marks
Then

the
rotor
in
the
alternator
is
exited
On
the

other

hand
current
flows
from
the

battery
to

ground

through
the

ignition
switch

warning
lamp
voltage
regu

lator
L
terminal

lamp
side

contact

point
P4

movable
contact

point
PS
and

voltage

regulator
E

terminal
as
shown

by
dotted
line

arrow
marks
Then
the

warning
lamp
ligh
ts

When
the

alternator

begins
to

operate
three

phase

alternating
current
is

induced
in
the

armature
This

alternating
current
is

rectified

by
the

positive
and

negative

silicon

diodes
The

rectified
direct
current

output
reaches

the
alternator
A
and

E
terminals

On

the
other
hand
the
neutral

point
voltage
reaches

N
and
E

terminals

nearly
a

half
of
the

output

voltage
and

current
flows

from

voltage
regulator
N

terminal
to
E

terminal
or

ground
through
the
coil
VCI
as
shown
in

Figure
EE

28

by
the
dolled

line

arrow

marks
Then
the

coil
vc
I
is

excited
and
the

movable

contact

point
P5

comes
into
contact

with

voltage

winding
side
contact

point
P6
This
action

causes
to

turn
off
the

warning
lamp
and

complete
the

voltage

winding
circuit
as

shown

by
the
ullline
arrow
marks

When
the

alternator

speed
is
increased
or

the

voltage

starts
to
rise

excessively
the
movable
contact

point
P2

is

separated
from

the

primary
side
contact
P

1

by
the

magnetic
force
of

coil
V2

Therefore

register
RI
is

applied
into
the
field
circuit

and

output
voltage
is

decreased
As
the

outpu
t

voltage
is

decreased
the

movable

contact

point
P2

and

primary
side

contact
PI
comes

into

contact
once

again
and

the
alternator

voltage

increases

Thus
the

rapid
vibration

of
the

movable

contact

point
P2
maintains
an

alternator

output

voltage
to
constant

When
the

alternator

speed
is

further
increased
or
the

voltage
starts
to
rise

excessively
the

movable
contact

point

P2

comes
into
contact
with

secondary
side

contact

point
finally
Then
the

field
current
is
shut
off
and

alternator

output
voltage
is
decreased

immediately
This

action

causes
to

separate
movable
contact
P2
from

secondary
contact
P3

Thus
the

rapid
vibration
of
the

movable
contact

point
P2
or

breaking
and

completing

the
field
circuit
maintains
an
alternator

output
voltage
to

constant

j

T
SA

TIERY

I

l

e

7

Fig
EE
27

ChaTging
ciTcuit
1

EE
15

ENGINE

r

Ignition
switJ

c
o

iArm
ture

j

i
i
VC2
P

tP2
d

I
I

I

PI

I

ll
Rl

L

I
I

lRJ
t

R
I

Field

e
I

I

I
I

Ps
I

1
I
I

n
I

coil

M
4

i

f
I

L
1
J

Alternator

Voltage
regulator

Fig
EE
2B

ChaTging
ciTcuit
II

ALTERNATOR

CONTENTS

DESCRIPTION

REMOVAL

DISASSEMBL
Y

INSPECTION
AND
REPAIR

Rotor

inspection

Inspection
of

stator

I

nspection
of
diode
EE
16

EE
17

EE
17

EE
19

EE

19

EE
19

EE
20

DESCRIPTION

In
the
alternator

a

magnetic
field
is

produced
by
the

rotor

which
consists

of
alternator
shaft
field
coil

pole

pieces
and

slip
rings
The

slip
rings
pressed
in
the

shaft

conduct
only
a
small
field
current

Output
current
is

generated
in
the
armature

coils
located
in
the
stator

The

stator
has
three

windings
and

generates
three

phase

alternating
currenl

Silicon
diudes
act
like
a

one

way
valve

for

electricity
so
that

charging
currcnt

passes
easily
but

reverse

current
is

shut
out
In

this
alternator
six
diodes
0

E
0

c

co

0

E
c

o

0

c

Cl
Battery

T

e

I

nspection
of
brush

Spring
pressure
test

REASSEMBL
Y

ALTERNATOR
TEST

SPECIFICATIONS
AND
SERVICE
DATA

Specifications

Service
data
EE
20

EE
21

EE
21

EE
21

EE
22

EE
22

EE
22

are
used

three

negatives
and
three

positives
Positive

plate
has
three

positive
diodes
and

negative
plate
has
three

negative
diodes
and

are
installed
in

positive
and

negative

plates
as
an

assembly

Pack

type
silicone
diodes
are
used
in
this

alternator

These
diodes

are

direct
soldered
at
their

tips
and

con

structed
with

positive
and

negative

conjunction
They
are

mounted
on

the
two

plates
which
combine
the

function

of
heat

dissipating
plate
and

positive
negative
terminals

and
are

light
in

weight
and

easy
to

service

EE

16

Charge
relay

SPECIFICATIONS
AND
SERVICE

DATA

TROUBLE
DIAGNOSES

AND

CORRECTIONS
ENGINE
ElECTRICAL
SYSTEM

Reduction

limit

Repair
limit

Repair
accuracy
mm

in

mm
in

mm
in

REGULATOR

CONTENTS

DESCRIPTiON

MEASUREMENT
OF
REGULATING

VOLTAGE

ADJUSTMENT

Voltage

regu
lator
EE
23

EE
24

EE
25

EE
25

DESCRIPTION
I
0

0394

0
3
0
0118

0
05
0
0197

EE
26

EE
26

EE
27

1

I
T
r

@
V
The

regulator
basically
consists

of
a

voltage
regulator

and
a

charge
relay
The

voltage
regulator
has
two
sets
of

contact

points
a

lower
set
and

upper
set
to

control

altemator

voltage
An

armature

plate
placed
between
the

two
sets
of
contacts

moves

upward
or

downward
or

vibrates

The
lower
contacts
when

closed

complete
the

field
circuit
direct

to

ground
and
the

upper
contacts

when
closed

complete
the
field
circuit

to

ground
through

a
resistance

field
coil
and

produces
alternator

output

The

charge
relay
is

similar
in
construction

to
the

voltage

regulator

When

the

upper
contacts
are

closed

ignition
warning

lamp
goes
on
I
Point

gap

2

Lower
contact

3
Armature

4
Core

gap

5
Yoke

gap

6

Connecting
spring

7
Yoke

8

Adjusting
screw

9
Locle
nut
10

Adjust
spring

11
Coil

12

3mmCO
1181
n
dia

screw

13
4
mm
0
1575

in
dia

screw

14
Contact
set

15

Upper
contact

Regulator
model

Applied
alternator
a
Construction

of

voltage
regulator

TLlZ
57

LTl35
13B

I
Point

gap
10
Lock
ut

2

Charge
elay
antact
Ii
Adjust

spring

3

Connecting

sprinl
12
Coil

4
Armature
i3
3
mm

0
1181
dia

5
Core

gap
screw

6
Yoke

gap
14
4mm
O
1575
n

dia

7
Yoke
crew

8

Adju
ting
screw
15
Contact
set

9
Voltap
e

ree
ulaloT
contact

b

Cons
rue

ion
of

charg
relay

Fig
EE
5J
Structural
view
Fig
EE
50
View

of

removing
cover

As

for
the
construction
the

voltage
regulator
is

very

similar
to

the

charge
relay
as
shown

in

Figure
EE
51

EE
23