1979 DATSUN 210 weight

Note
If

cylinder
bore
has
worn

beyond
the
wear
limit
use

cylinder

liner

Undersize

cylinder
liners
are
avail

able
for
service

Interference
fit
of
cylinder
liner
in

cylinder
block
ahould
be
0
08
to

0
09
mm
0
003
I
to
0
0035
in

PISTON
PISTON
PIN

AND
PISTON
RING

I
Remove
carbon
from

piston
and

ring
grooves
with
a

carbon

scraper
and

a

curved
steel
wire

The
wire
will
be

useful
in

cleaning
bottom
land

of

ring

groove
Clean
out
oil
slots
in
bottom

land
of
oil

ring
groove

2

Check
for

damage
scratches
and

wear

Replace
if
fault
is
detected

3
Measure

side
clearance
of

rings
in

ring
grooves
as
each

ring
is
installed

If
side
clearance
exceeds
the

speci

fied
limit

replace

piston
together
with

piston
ring

Max
tolerance
of

side

clearance

0
1

mm
0
0039
in
Engine
Mechanical

u

EM482

Fig
EM
38

Measuring
Ring
Gap

Note

a
When

piston
ring
only
is
to
be

replaced
without

cylinder
bore
be

ing
corrected
measure
the

gap
at

the
bottom

of

cylinder
where
the

wear
is
minor

b

Oversize

piston
rings
are
available

for
service
0
5
mm
0
020
in
1

0

mm
0
039
in
oversize

5

Measure

piston
pin
hole
in
rela

tion
to
the

outer
diameter
of

pin
If

wear

exceeds
limit

replace
piston
pin

together
with

piston
on
which
it
is

installed

Piston

pin
to

piston
clearance

O
OOS
to
0
012
mm

0

0003
to
0
0005
in

Note

Determine
the

fitting
of

piston

pin
into

piston
pin
hole

to
such
an

extent
that
it
can
be

pressed

smoothly

by
fmger
at
room
tem

perature
This

piston
pin
must
be
a

tight
press
fit
into

connecting
rod

EM481

Fig
EM
37
Me

suring
Piston

Ring

Side
Clearance

4

Measure

ring
gap
with
a
feeler

gauge
placing
ring

squarely
in

cyl

inder

Ring
should
be

placed
to
diameter

at

upper
or
lower

limit
of

ring
travel

If

ring

gap
exceeds
the

specified

limit

replace
ring

Max
tolerance
of

ring

gap

1
0
mm
0
039
in
EM131

Fig
EM
39
Piston
Pin

Fitting

CONNECTING
ROD

1
If
a

connecting
rod
has

any
flaw

on
either
side
of

thrust
face
and

large

end
correct
or

replace
it

Bend
and
torsion

per
100
mm
3

94
in

length

Less
than

0
05
mm
0
0020
in

EM

9
EM133

Fig
EM

40
Checking
Rod

Alignment

2
Check

connecting
rod

for
bend
or

torsion

using
a

connecting
rod

aligner

If
bend

or
torsion

exceeds
limit
cor

rect

or

replace

3
When

replacing
connecting
rod

select
rod

so

weight
difference
be

tween
new
and
old
ones
is
within
5

gr

0
180z

4
Install

connecting
rods
with
bear

iogs
on
to

corresponding
crank

pins

and
measure

thrust
clearance
If
meas

ured

value
exceeds
limit

replace
con

necting
rod

Max
tolerance
of

big
end

play

0
4
mm
0
016
in

l
Big
end

play

l

t

t

EM483

Fig
EM
41
Checking
Big
End

Pwy

CRANKSHAFT

I

Repair
or

replace
as

required
If

faults
are
minor

correct
with

fine

crocus
cloth

2
Check
with
a
micrometer

journals

and
crank

pins
for

taper
and
out
of

round
Measurement
should
be
taken

along

journals
for

taper
and

around

journals
for
out
of

round

If
out
of
round

or

taper
exceeds

the

specified
limit

replace
or

repair

t

1

Primary
main
nozzle

2

Primary
main
air
bleed

3
Primary
slow
air
bleed

4

Primary
slow

jet

5

Primary
main

jet

6
Idle
nozzle

7

Primary
throttle

valve

EF417A

Fig
EF
I9

Portially
Loading

IdUns
nd
slow

system

Passing
through
the
main

jet
the

fuel

passage
is

separated
from
main

line
fuel
flows

through
the
slow

jet

primary
slow
air
bleed
is

ejected
from

the

by

pass
hole
and
idle
nozzle

cp
v

Ii

l

1

Primary
main
air
bleed

2

Primary
slow
air

bleed

3
Anti
fieseling
solenoid
valve

4

Primary
main

jet

5
Idle
nozzle

6

Primary
throttle

valve

EF711

Fig
EF

20

Idling
and
Slow

System

Aceeler

tlns
meeh

nlsm

A

mechanical

accelerating

pump

synchronized
with
the
throttle
valve
is

used
Engine
Fuel

When
throttle
valve
is
closed

piston

rod

is

pushed

up
wi
th

linkage
which

pushes
up
piston
through
piston
return

spring

When

piston
comes
down
inlet

valve

closes
outlet
valve

opens
and

fuel
within
the

pump
is

blown
out

from
the

pump
je
t

by
compressed

piston
return

spring
The
fuel
hits

against
side
wall
of
small
venturi

becoming
minute

drops
and

compen

sating
transient

spareness
of

fuel

1

r

@
CD

V

1
Piston

2

Pump
lever

3

Pump
nozzle

4
Piston

return

spring
5
Inlet
valve
EF239

6
Outlet
valve

7

Primary
throttle
valve

8

Pump
connecting
rod

Fig
EF

21
Accelerating
Mechani
m

Power
v
lve
meeh
nlsm

The
vacuum
actuated
boost

type

power
va
v

mechanism
makes
use
of

the
downward

pulling
force
of
the

air

stream
below
throttle
valve

When

throttle
valve
is

slightly
open

ed

during
light
load

running
a

high

vacuum

p
ston

upward
against
the

spring
leaving

power
valve
closed

When
vacuum

is
lowered

during
full

load

or
acceleration
the

spring
pushes

vacuum

piston
downward

opening

power
valve
to

furnish
fuel

I

t
f

i

1
Vacuum

piston

2
Power
valve

EF240

Fig
EF

22
Power
Valve

EF
9
SECONDARY
SYSTEM

Second

ry
m

ln

system

When
the

primary
throttle
valve
is

wide

open
and

engine
produces
high

power
the

secondary
throttle
valve

begins
to

open
by
the

linkage

However

auxiliary
valve
does
not

open
at
a
slow

speed
due

to
counter

weight
connected
to
valve
shaft

As

engine
picks

up
speeds
the

auxiliary
valve

opens
against
the

load

of

counterweight
and

secondary
sys

em
starts

operation
for

high

power

operation
The
fuel

flowing
out
of
the

passage
at
bottom
of
float
chamt
er

passes
through
secondary
main

jet

The

fuel
is
mixed
wi
th

air

coming

from
main
air
bleed
and

mixture
is

blown
in
to
the
venturi

through
main

nozzle

When

primary
throttle
valve
is

in

full

open

position

secondary
throt

tle
valve
is

also

fully

opened

I

Secl
ndary
slow
air
bleed

2

Secondary
main

air
bleed

3

Secondary
main
nozzle

4

Primary
main
nozzle

5

Primary
main
air

bleed

6

Primary
slow
air

bleed

7

Primary
slow

jet

8
Primary
main

jet

9
Idle
nozzle

10

Primary
throttle
valve

11

Auxiliary
valve

12

Secondary
throttle
valve

13

Secondary
main

jet

14

Counterweight

15

Secondary
slow

jet

EF418A

Fig
EF

23
At
Full

Open
Stow

Speed

I

Secondary
slow
air

bleed

2

Secondary
main
air
bleed

3

Secondary
main
nozzle

4

Primary
main
nozzle

5

Primary
main

air
bleed

6

Primary
slow
air
bleed

7

Primary
slow

jet

8

Primary
main

jet

9
Idle
nozzle

10
Primary
throttle
valve

II

Auxiliary
valve

12
Seco
dary
throttle
valve

13

Secondary
main

jet

14

Counterweight

IS

Secondary
slow

jet

EF419A

Fig
EF
24
At
Full

Open
High
Speed
Engine
Fuel

Secondary
slow

system

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

stepport

is
located

near
the

auxiliary
valve
in
its

fully
closed
state

ANTI

DIESELING
SYSTEM

The

carburetor
is

equipped
with
an

anti
liese1i

lg
solenoid

valye

As
the

ignition
switch
is

turned
off

the
valve
is

brought
into

operation

shutting
off
the

supply
of

fuel
to

the

slow
circuit

The

following
figure
shows
a
see

tional
view

of
this

control

An

ti
dies

eling
solenoid
valve

Ignition
switch
OFF

ON

t

L
li

FLOAT
SYSTEM

There
is

only
one
float
chamber

while
two
carburetor

systems

primary

and

secondary
are

provided

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

Because
of

the
inner
air

vent

type

float

chamber
ventilation
fuel
con

sumption
is

not
affected

by
dirt
ac

cumulated
in

the
air
cleaner
Ignition
switch

Q

1

T
Battery

niT

EC
3

Fig
EF
25

Anti
dieseling
Solenoid
Valve

The
needle
valve
includes

special

hard

steel
ball
and
wiD

not
wear
for
all

its

considerably

long
use

Besides
the
insertion
of

a

spring

will

prevent
the

flooding
at

rough
road

running

THROTTLE
OPENER

CONTROL
SYSTEM

T
O
C
S

Except
FU

model

The
function

of
the
throttle

opener

is
to

open
the

throttle
valve
of
the

carburetor

slightly
while
the
car
is
in

EF
10
deceleration

During
deceleration

the

manifold
vacuum
rises
and

the

quan

tity
of
mixture
in
the

engine
is

not

suffICient
for
normal

combustion
to

continue

4
consequently
a

great

amount
of

unburned
HC
is
emitted

Carburetors

equipped
with

the

throttle

opener
supply
the

engine
with

an

adequate
charge
of

combustible

mixture
to
maintain

proper
combus

tion

during
deceleration

resulting
in
a

dramatic
reduction
in
HC

emission

The

system
for
the

manual
trans

mission
model
consists
of

servo
dia

phragm
vlicuum

control
valve
throttle

opener
solenoid
valve

spee
l

detecting

switch
and

amplifier
On

the
auto

matic

transmission
model
an
inhibitor

and
inhibitor

relay
are
used
in

place
of

speed

detecting
switch
and

amplifier

on
the
manual
transmission

model
An

altitude

corrector
fitted
to
vacuum

control
valve

serves
to

automatically

regulate
the

operating
pressure
in

the

system
with

variation
of

atmospheric

pressure

T
o
C
S
n

operatIon

At
the

moment

when
the

manifold

vacuum
increases
as

occurs

upon
de

celeration

the
vacuum

control
valve

opens
to
transfer

the
manifold

vacuum

to
the
servo

diaphragm
chamber
and

the
throttle
valve
of
the

carburetor

opens

slightly

Under
this

condition
a

proper

amount

of
fresh
air

is
sucked

into
the

combustion
chamber
As
the
result

complete
combustion
of
fuel
is

as

sisted

by
this
additional
air

and
the

amount

of
H
C

contained
in

exhaust

gases
is

dramatically
reduced

Throttle

Clpener
sol
nold

valve

operation

Manual

transmission
models

The
throttle

opener
solenoid
valve

is
controlled

by
a

speed

detecting

switch
which
is

actuated

by
the

speed

ometer
needle

As
the

car

sp
ed
falls
below
16

km
h
10
MPH

this
switch
is
acti

vated

producing
a

signal

The

signal
is

led
to
the

amplifier
so

that
the

signal
can
be

amplified
to

a

degree

large
enough
to
actuate
the

En9ineFuel

DISASSEMBLY
AND
ASSEMBLY

Except
FU

model

A

JS

@fB

@
Choke

chamber

@
Center

body

@
Throttle

chamber

1

Servo

diaphragm
of
throttle

opener

2
Dash

pot

3

Automatic
choke

cover

4

Automatic
choke

I
ody
and

diaphragm
chamber

S

Accelerating

pump
lever

6

Auxiliary
valve

7

Venturi

stopper
screw

8

Primary
and

secondary
maU

venturi

9

Secondary
slow

jet
I

I
l

c
I
liO

JCJ

@

c

1
@

11
i

I

rJ

@

10

Power

valve

11

Secondary
main
air

bleed

12

Primary
main
air
bleed

13

Injector

weight

14

Primary
slow
air
bleed

15

Accelerating
pump

16

Plug

17

Primary
slow

jet

18

Needle
valve

19

Float

20
Anti
c1ieseling

solenoid
valve

21

Primary
main

jet

22

Secondary
main

jet
23
Idle

limiter

cap

24
Idle

adjust
screw

25

Spring

26
Throttle

adjust
screw

27

Spring

28

Primary
and

secondary
throttle

valves

29
Fast
idle

adjust
screw

30

Accelerating
pump
rod

31
Throttle
retum

spring

32
Stroke
limiter

Note
Do
nOt
remove
the

puts

marked
with
an
uterisk

EF420A

Fig
EF
60
c
rburetor

EF
24

FU
model
Engine
Fuel

If

@
Choke
chamber

@
Ceo
ter

body

@
Throttle
chamber

1
Dash

pot

2
An
tomatic
choke

cover

3
Automatic
choke

body
and

diaphragm

chamber

4

Throttle
valve
switch

assembly

5
Throttle

valve
switch

adjust
screw

6
Fast
idle

adjust
screw

7

Secondary
slow

jet
EF567A

8

Secondary
small
venturi

9

Primary
small
venturi

10
Power
valve

11

Secondary
main
air

bleed

12

Plug

13

Primary
main
air
bleed

14

Plug

15

Injector
weight

16

Primary
slow
air
bleed

17

Accelerating
pump

18
Needle
valve

19

Plug
20

Primary
slow

jet

21
Float

22
Anti
dieseling
solenoid

valve

23

Secondary
main

jet

24

Primary
main

jet

25
Idle
limiter

cap

26
Idle

adjust
screw

27
Throttle

adjust
screw

28
Vaeuum
screw

29

Primary
and

secondary
throttle

valves

Note
Do

not
remove
the

parts
muked

with
an

utemk

Fig
EF
61
Carburetor

EF
25

Engine
Fuel

Choke
chamber

parts

FU

model

Except

FU
model
R

5

7

@

l
i

1

I
ft

Y

mJ

r

ft
1
@

@

1

EF421A

Tl@@

EF568A

EF
27
1

Secondary
slow

jet

2

Plug

3
Power
valve

bleed
d
mam
au
4

Seeon

ary

bleed
P

imary
maID
aIr

5
r

ight
6

Injector
we

7

Plug

t
8

Primary
slow

Je

d

valve
9
Anti
dieseling
solenOl

t
O
P

imary
malO

Je
1
r

main

Jet
11

Secondary

iliary
valve
12
Aux

screw
13
Venturi

stopper

duv

small
nd

seeon
J
14
Prima
a

ventuns

tl
not
J

eIIlove

the
p
Note
Do

tIt
an

asterISk
markedwt

CENTER

BODY
PARTS

slow

jet
1

Secondary

aU
yen
turi
2

Secondary
sm

Yen
turi
3

Primary
small

4
Power
valve

n

air
bleed
5

Secondary
m3J

6

Plug

on

air
bleed
7

Primary
mm

8

Plug

9

nJ
eetor

weight

pump
10

Accelerating

11

Plug

et
12

Primary
l
w

J

lenoid
valve
13
An
ti
dieseling
50

mamJet
14

Secondary

t
IS

Primary
mamJc

ill

y
valve
16
Aux
ar

the

parts
Do
not

remOVe

t
Note

th
an
utens
marked
WI

EF

63
Center

Body
FIg

Emission
Control

System

EARLY
FUEL
EVAPORATIVE
E
FE

SYSTEM

DESCRIPTION

@
jl
D

W

o

0
0
UL
@

1

Intake
manifold

9
Screw

2

Stove

gasket
10

Thermostat

spring

3
Mar
fold
stove
11

Heat
control
valve

4
Heat
shield

plate
12
Control

valve
shaft

5

Snap
ring
13
Exhaust

manifold

6

Countczwcight
14

Cap

7

Key
15

Bushing

8

Stopper
pin
16

Coil
spring

The

early
fuel

evaporative
system
is

provided
with
a
chamber
above
a

manifold
stove
mounted
between
the

intake
and
exhaust

manifolds

During

engine
warming
up
air

fuel
mixture
in

the
carburetor
is

heated
in

the
cham

ber

by
exhaust

gas
This
reuslts
in

improved
evaporation
of
atomized
fuel

droplets
in

the
mixture

and
in

smaller

content
of

hydrocarbons

HC
in
the

exhaust

gas

especially
in
cold
weather

operation

OPERATION

The

counterweight
rotates
counter

clockwise
and

stops
at

the

stopper
pin

mounted
on

the
exhaust
manifold

while
the

engine

temperature
is
low

With
this
condition

the
heat
control

valve
is
in

the

fully
closed

position

obstructing
the
flow

of
exhaust

gas
As

engine

temperature
goes

up
and
the

ambient

temperature
becomes

high

enough
to
actuate

the
thermostat

spring
the

counterweight

begins
to
j

@

l

7

1
1

5

If

@

I

Exhaust
gas
flows

valve
dosed

valve

opened

EC247

Fig
EC

8
Early
Fuel

Eaaporatiae
E
F
E

System

rotate
clockwise
and

again
comes
into

contact

with
the

stopper
pin
With
this

condition
the

heat
control
valve
is
in
the

full

open
position
and
exhaust

gas

passes
through
the

exhaust
manifold

without

heating
the
manifold
stove

REMOVAL
AND
INSTALLATION

1

Snap
ring

2
Lock
bolt

3

Key

4

Counterweight

5
Thermosta
t

spring

6
Coil

spring

7

Heat
controlvalve

EC913
8
Valve
shaft

Fig
EC

9
KF
E

Sy
tem
Component

EC

8

Remove

snap
ring
CD
and
lock
bolt

@
and
the

following

parts
can
be

detached
from
heat

control
valve

shaft

Key

ID

Counterweight

@

Thermostat

spring

@

Coil

spring

@

Note
As

previously
descnbed

heat

control

valve

j
is

welded

to
valve

shaft

@
at

exhaust
manifold

and

cannot
be
disassembled

To
install

reverse
the
removal

procedure

INSPECTION

1
With

engine
stopped
visually

check
the

quick
heat
manifold

system

for
the

following
items

I
Check
heat
control
valve
for

malfunction
due

to
break
of

key
that

locates

counterweight
to
valve
shaft

2
Rotate
heat
control
valve
shaft

with

fingers
and
check
for

binding

between
shaft
and

bushing
in

closing

and

opening
operation
of

heat
control

valve
If

any
binding
is
felt
in

rotating

operation
move
valve
shaft
in
the

rotation

direction
several
times
If
this

operation
does
not
correct

binding

condition
it
is

due
to
seizure
between

shaft
and

bushing
and
exhaust
mani

fold
should

be

replaced
as
an

assem

bly
Emission
Control

System

Counterweight

Heat
control
valve

Stopper
pin

EC249

Fig
EC
IO

Checking
Heat
Control

Valve
Movement

2
Run

engine
and

visually
check

counterweight
to
see
if
it

operates

properly

I
When

engine
speed
is
increased

discharge

pressure
of

exhaust

gases

causes

counterweight
to

move

down

ward

clockwise

2
For

some
time

after

starting

engine
in

cold
weather

counterweight

turns
counterclockwise
until
it

comes

into

contact
with

stopper
pin
installed

to

exhaust
manifold

EC
9
Counterweight
gradually
moves

down

clockwise
as

engine
warms

up

and
ambient

temperature
goes
higher

around
exhaust
manifold

If
it
does
not
move
at
all
check

and

replace
thermostat

spring

AIR

INJECTION

SYSTEM
A

I
S

DESCRIPTION

The
Air

Injection
System
A
I
S

is

adopted
on
U
S
A

models

except
FU

models

and

injects
compressed
air

secondary
air

coming
from
the
air

pump
into

the
exhaust

port
of
the

cylinder
head
to
reduce

hydrocarbons

He
and

carbon

monoxide
CO
in

exhaust

gas
through
recombustion

There

are
two

types
of
Air

Injection

System

Fresh
outside
air
is
drawn

by
the
air

pump
through
the

air

pump
air

cleaner

Compressed
air
is

injected
into

the

exhaust

manifold

through
the

check
valve

The
A
B

valve

supplies
air
from
the

carburetor
air
cleaner
to
the

intake

manifold

so
as

to

prevent
after

fire

during
deceleration

The
amount

of

injected
air
is
con

trolled

by
C
A

C
valve

California

models
or
air

relief
valve

Non

California
models