1973 OPEL 1900 tire type

FUEL SYSTEM6C- 41
covered with sound deadening compound. See Fig-
ure
6C-10.7. Remove fuel tank vent hose and tiller hose. See
Figure 6C- 11.
8. Remove fuel tank attaching bolts and gauge wire
and remove tank.
Installation
1. Install tank and tighten attaching bolts.
2. Replace gauge wire. Install vent hose, making cer-
tain it is not kinked and seal vent hose hole in floor.
3. Install spare tire support attaching brackets, sup-
port panel, hold-down, and brackets.
4. Install spare tire and jack.
5. Install fuel line and rubber cap.
6. Connect battery.FUEL LINES. FUEL GAUGE TANK UNITS
All fuel lines are plastic and have an outside diameter
of
,240 inches. Unlike metal lines, plastic lines are
not flared.
When replacing a plastic line, place the line in hot
water to make it flexible. Using the old line as a
pattern, form the new line. Let the line cool com-
pletely, then route it in the same location as the old
line. To prevent chafing against the underbody, nine
(9) rubber grommets are placed at points on the line
between the fuel tank and the fuel pump. When re-
placing fuel gauge tank units, coat gasket on both
sides and first threads of attaching screws with seal-
ing compound.
CLEANING FUEL TANK
1. Remove fuel tank.
2. Empty fuel tank through filler neck.
3. Remove fuel gauge tank unit, together with suc-
tion tube and screen. Clean screen and blow out from
cover side. Flush fuel tank.
SPECIFICATIONSFuel Tank Capacity (Gallons)
Opel 1900 and Manta
....................................................................................................11.9GT
....................................................................................................................................13.2FuelGaugeType
........................................................................................................Electrical
Fuel Pump Type
......................................................................................................Mechanical
Fuel Pump Drive
..................................................................................Eccentric on Camshaft
Fuel Pump Pressure at 1950 (RPM)................................................................3.1 to 3.7 P.S.I.FuelFilter
............................................................................................................In-LineFilter

Installation1. FLYWHEEL
2. CLUTCH ASSEMBLY
3. ASSEMBLY MARKS
4. CLUTCH ALIGNING
ARBOR J-229347A-51. Slide control cable ball end through eye in clutch
housing. Connect to lever and (on GT) install return
spring.
2. Replace washers and rubber grommet, slide cable
through retainer on dash panel, and connect to
clutch pedal. To adjust, refer back to Clutch Adjust-
ment paragraph
c or d.
Figure
7A-5 Clutch Installation
SPECIFICATIONS
GENERAL SPECIFICATIONSE-l
I-‘-J- : ,“/’‘~Clutch Specifications
Type. . . . . . . . . . . . . . . . . . . .
Pedal Lash
_ 3/4” to l-1/4”-. -..-.
.........Single Plate - Dry Disc
unvenFlareuamerer.....................................................................................................6-3/4”
Driven Plate Facings
......................................................................................Woven Asbestos
Number of Facings
....................................................................................................................
2Facing Attachment
........................................................................................................Riveted
Vibration Dampening
..................................................................................4 Torsional Springs
Bolt Tightening SpecificationsCLUTCH CONTROL CABLE REMOVAL AND
INSTALLATION
(SEE FIGURE 7A.6
OR 7A-7)
If a new cable was installed or the cable adjustment
was changed during an operation, x-adjust cable
afterwards.
Removal
1. Disconnect return spring and cable with ball end
from release lever. Slide control cable out of eye in
clutch housing.
2. With a screwdriver, pry E-ring out of groove in
control cable, at tirewall, and disconnect cable from
clutch pedal.
3. Pull cable out of retainer on dash panel and
remove washers and rubber grommet.
PartLocationTorque
Lbs.Ft..’
BoltFlywheeltoCrankshaft........................................................43
/BoltClutchCovertoFlywheel....................................................36
BoltTransmissiontoClutchHousing......................................32.36;:
BoltStartertoClutchHousing..................................................40
NutSupport to Clutch Housing................................................4IBoltIntake and Exhaust Manifold to Cylindei Head............33

9B-24 1973 OPEL SERVICE MANUAL
Figure 9B-15 Compressor Assembly - GT Shown
Figure 3B-16 Condenser Assembly
condenser. The refrigerant vapor gives up its heat,
which is quickly and easily radiated into the sur-
rounding air through the large finned surfaces of the
condenser. In giving up its heat, the refrigerant vapor
condenses back into liquid which collects in a pool
at the bottom of the condenser.
As we have said before, when the refrigerant con-
denses into a liquid, it again is ready for boiling in the
evaporator. So, we can run a pipe from the condenser
back to the evaporator.
Main Units of the SystemThese three units then; the evaporator, the compres-
sor, and the condenser are the main working
parts of any typical air conditioning system. We have
the evaporator where the refrigerant boils andchanges into a vapor, absorbing heat as it does so. We
have the pump or compressor to put pressure on the
refrigerant so it can get rid of its heat. And we have
a condenser outside the car body to help discharge
the heat into the surrounding air.
Pressure and FlowThere is one more unit that co-operates with thesethree. It doesn’t do any real work, but it does act as
sort of a traffic officer in controlling the flow of the
refrigerant through the system. To get a better idea
of what this does. let’s first do a li,ttle exoerimentine
with an ordinary’ tire pump.
When we use a
t,ire pump to Sate an automobile
tire, we are creating pressure only because we are
“pushing” against the air already entrapped inside
the tire. If you question this, just try pumping up a
tire that has a large puncture in it. You could pump
all day, and still not be able to build up any pressure.
As fast as you would pump the air in, it would leak
out through the puncture.
Abou~t all you would be
doing would be circulating nice fresh air through the
tire.
1Jnless you have something lo push against - to
block the tlow of air
- you can’t create more than a
mere semblance of pressure.
The same situation holds true in an air conditioning
system. The compressor can pump refrigerant vapor
through the system, but unless it has something to
push against, it cannot build up pressure. All the
compressor would be doing would be to circulate the
vapor without increasing its
pres,sure.Yet we can’t just block the flow through the system
entirely. All we want to do is put pressure on the
refrigerant vapor so it will condense at normal tem-
peratures. What’s more, this
musi: be done some time
after the vapor leaves the evaporator and before it
returns again as a liquid. We can’t have high pressure
in the evaporator because that would slow down the
boiling of the refrigerant and thus penalize the re-
frigerating effect.
Controlling Pressure and FlowPressure and flow can be controlled with a float
valve, or with a pressure-regulating valve. They do
the same job, but in a different way.
Since the float valve type will give us a better idea of
pressure and flow control, let’s look at it first (Fig.
9B-17).It consists simply of a float that rides on the surface
of the liquid refrigerant. As the refrigerant liquid
boils and passes off as a vapor, naturally the liquid
level drops lower and lower. Correspondingly, the
float, because it rides on the surface of the refriger-
ant, also drops lower and lower as the liquid goes
down.By means of a simple system of mechanical linkage,
the downward movement of the float opens a valve
to let refrigerant in. The incoming liquid raises the
fluid level and, of course, the float rides up with it.
When the surface level of the refrigerant liquid re-
aches a desired height, the float: will have risen far

98-26 1973 OPEL SERVICE MANUAL
greater than the opposing pressure in the power ele-
ment. Therefore, the valve remains closed. When the
compressor is started, it will reduce the pressure and
temperature of the refrigerant in the cooling coil to
a point where the vapor pressure in the power ele-
ment becomes the stronger. The seat then moves off
the orifice and liquid starts to flow through the valve
orifice into the cooling coil.
The purpose of the power element is to help deter-
mine the quantity of liquid that is being metered into
the cooling coil. As the temperature of the low pres-
sure line changes at the bulb, the pressure of
the
vapor in the power element changes, resulting in a
change of the position of the seat. For example, if the
cooling coil gets more liquid than is required, the
temperature of the low pressure line is reduced and
the resultant lowering of the bulb temperature
reduces the pressure of the vapor in the power ele-
ment, allowing the seat to move closer to the orifice.
This immediately reduces the amount of liquid leav-
ing the valve. Under normal operation, the power
element provides accurate control of the quantity of
refrigerant to the cooling coil.
To employ our tire pump analogy once more for
clarity, it is the same situation that would exist if you were inflating a tire with a very slow leak. Providing
you pumped the air into the tire as fast as it leaked
out, you would be able to maintain pressure even
though the air would merely be circulating through the tire and leaking out through the puncture.
To Sum Up
So far, we’ve discussed only what each unit in an air
conditioning system does. We’ve learned that the
evaporator is the unit in which liquid refrigerant
soaks up heat from the air, the compressor is a pump
for squeezing this heat out of the vapor, the con-
denser is a radiator for getting rid of the heat, and the
thermostatic expansion valve is a device for regulat-
ing the pressure on the refrigerant. Now, let’s
find
out how the temperature of the cooled air is con-
trolled.
METHOD OF TEMPERATURE CONTROL
To achieve temperature control, the compressor is
run intermittently, automatically turning on and off
as necessary to maintain proper temperature.
Thermostatic Switch
The compressor can be started and stopped au-
tomatically through the use of an electro-magnetic
clutch and a thermostat affected by variations of temperature.
The job is usually done by a gas bulb thermostat (Fig.
9B-21).
Figure 9B-21 Thermostatic Switch Schematic
With the gas bulb type of thermostat, a highly expan-
sive gas is sealed into a metallic bulb which is located
in the air stream as it leaves the evaporator. A small
tube leads from the bulb to a bellows operated switch. As air temperature rises, the gas inside the
bulb expands, travels through the tube to the bellows
and closes the electrical switch that engages the com-
pressor clutch.
Of course, as soon as the compressor starts running,
the temperature begins to go down. As the air being
cooled gets colder, the gas in the thermostat bulb
begins to reduce the pressure on the switch bellows.
This
Ilips “off’ the switch and disengages the com-
pressor clutch.
REFRIGERANTS
No matter how scientifically refrigerating machinery
is built or how
efftciently it runs, it alone cannot
remove heat. The only thing that carries heat out of
a refrigerator cabinet or an automobile is the sub-
stance we call the refrigerant.
There are many refrigerants known to man. In fact,
any liquid that can boil at temperatures somewhere
near the freezing point of water can be used.
But a boiling point below the temperature at which
ice forms is not the only thing that makes a good
refrigerant. A refrigerant should also be non-
poiso-
nowand non-explosive to be safe. Besides that, we
want a refrigerant that is non-corrosive and one that
will mix with oil.
Since Nature did not provide an ideal refrigerant,
chemists went to work to see if they could do any
better. They did! But it wasn’t as simple as that.
At first, they tried to improve existing natural refrig-
erants. But after exploring innumerable trails along